A vehicle thermal management system and an automobile

Abstract

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

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle air conditioners, and particularly to a vehicle thermal management system and an automobile. Background Art

[0002] The current development trends of vehicle thermal management systems can be generally divided into two categories: the first category is a vehicle thermal management system with coolant as the main circulating medium; the second category is a vehicle thermal management system with refrigerant as the main circulating medium.

[0003] In a vehicle thermal management system with coolant as the main circulating medium, the coolant plays a role in heat transfer during the circulation process. The refrigerant circuit is extremely simple. The four major components of the refrigeration system (compressor, condenser, expansion valve, evaporator) are in the same circuit. When the system operates for refrigeration or heating, the flow of the refrigerant does not change. By adjusting the circuit direction or flow rate of the coolant, the switching between the functions of cooling, heating, dehumidifying the vehicle occupant compartment, and cooling and heating the battery is achieved. The regulation of the coolant circuit depends on a coolant multi-way valve, which realizes the conduction and disconnection of different coolant circuits through the rotation of the valve core. Since the circulation of the coolant does not involve phase change, the development difficulty of this type of system is relatively low, and most current enterprises use this type of system for vehicle matching. Therefore, the first type of system is called a coolant-specialized system. However, the coolant-specialized system has the following problems: secondary heat exchange is required, so the overall heat exchange efficiency is relatively low, and the low-pressure power consumption is relatively high, and it is necessary to maintain normal operation by adjusting the coolant flow rate. The coolant filling amount is relatively high, the coolant density is large, and the overall weight of the system is relatively high.

[0004] In a vehicle thermal management system with refrigerant as the main circulating medium, the coolant circuit is extremely simple. The refrigerant circuit serves as the main circulating medium, avoiding the secondary heat exchange problem of the first type of system. Secondary heat exchange means that the refrigerant first transfers heat to the coolant, and then the coolant transfers the heat to the air. The second type of system can directly transfer heat from the refrigerant to the air, thereby improving the heat exchange efficiency. When the system switches between the states of refrigeration, heating, and dehumidification, the refrigerant circuit adjusts the flow direction and flow rate through various valves. These valves include refrigerant pilot solenoid valves, refrigerant three-way solenoid valves, electronic expansion valves, refrigerant check valves, etc., and these valves are integrated together to form a new component called a "valve island", which is the core component of this type of system. The coolant circuit is relatively simple in this type of system and realizes simple heat transfer. Due to problems such as phase change of the refrigerant circulation, subcooling and superheating control, and oil circulation control in this type of system, the threshold is relatively high. Currently, only a few enterprises are planning and laying out, but this type of system has great advantages in energy consumption and is relatively easy to be compatible with technical solutions such as oil-cooled motors and direct cooling and heating of batteries. Therefore, the second type of system is called a refrigerant-specialized system.

[0005] Both of the above two vehicle thermal management systems have the following problems. The main source of heating energy consumption at low temperatures in winter is the cold air from the external circulation, so the energy consumption at low temperatures is relatively high. In summer, it is a refrigeration cycle, and a large amount of heat needs to be dissipated from the condenser into the air. For the overall vehicle energy management, this part of energy dissipation is a waste. Summary of the Invention

[0006] The present invention provides a vehicle thermal management system and an automobile, aiming to solve the problems of low energy utilization rate and high energy consumption existing in the vehicle thermal management system in the prior art.

[0007] The present invention provides a vehicle thermal management system, including:

[0008] An indoor cooler, connected in series between the outlet of the compressor and the inlet of the four-way solenoid valve;

[0009] An evaporator group, including at least two parallel-connected evaporators;

[0010] An outdoor three-medium heat exchanger, the second end of the outdoor three-medium heat exchanger is connected to a refrigeration check valve and a first heating check valve; the refrigeration check valve and the first heating check valve are connected in parallel, and the conduction directions of the refrigeration check valve and the first heating check valve are opposite;

[0011] The first outlet of the four-way solenoid valve is connected to the first end of the outdoor three-medium heat exchanger; it is also connected to the suction port of the compressor through a first normally closed solenoid valve; the outdoor three-medium heat exchanger is connected in parallel with the first normally closed solenoid valve;

[0012] The second outlet of the four-way solenoid valve is connected to the first end of a first expansion valve;

[0013] The second end of the first expansion valve is connected to the conduction end of the refrigeration check valve; it is also connected to the second end of the evaporator group through a second normally closed solenoid valve;

[0014] The third outlet of the four-way solenoid valve is connected to the cut-off end of the first heating check valve; it is also connected to the first end of the evaporator group;

[0015] The suction port of the compressor is also connected between the second normally closed solenoid valve and the second end of the evaporator group.

[0016] According to the vehicle thermal management system provided by the present invention, including:

[0017] A refrigeration / heating heat exchanger, used for cooling or heating electronic components;

[0018] The first end of the refrigeration / heating heat exchanger is connected to the outlet of the indoor cooler through a third normally closed solenoid valve; the first end of the refrigeration / heating heat exchanger is also connected to the second end of a second expansion valve, and the first end of the second expansion valve is connected between the conducting end of the refrigeration check valve and the second end of the first expansion valve.

[0019] The second end of the refrigeration / heating heat exchanger is connected between the second normally closed solenoid valve and the second end of the evaporator group through a fourth normally closed solenoid valve; the second end of the refrigeration / heating heat exchanger is also connected to the cutoff end of a second heating check valve; the conducting end of the second heating check valve is connected to the inlet of the four-way solenoid valve.

[0020] A vehicle thermal management system provided by the present invention further includes:

[0021] A pump assembly, which is connected between the refrigeration / heating heat exchanger and the electronic components to form a first coolant circulation loop.

[0022] A vehicle thermal management system provided by the present invention further includes:

[0023] A vehicle power heat source component, which is connected between the pump assembly and the outdoor three-medium heat exchanger to form a second coolant circulation loop.

[0024] In a vehicle thermal management system provided by the present invention, the pump assembly is a dual-drive water pump.

[0025] In a vehicle thermal management system provided by the present invention, the pump assembly includes:

[0026] A first water pump, which is connected between the refrigeration / heating heat exchanger and the battery pack of the electronic components to form the first coolant circulation loop;

[0027] A second water pump, which is connected between the outdoor three-medium heat exchanger and the vehicle power heat source component to form the second coolant circulation loop.

[0028] A vehicle thermal management system provided by the present invention further includes a solenoid valve, and the number of solenoid valves is at least the same as the number of evaporators; at least one solenoid valve is installed on each evaporator.

[0029] A vehicle thermal management system provided by the present invention further includes:

[0030] An energy recovery device, which is connected between the first outlet of the four-way solenoid valve and the first end of the outdoor three-medium heat exchanger.

[0031] A vehicle thermal management system provided by the present invention further includes:

[0032] The accumulator is connected between the electronic component and the refrigeration / heating heat exchanger.

[0033] The present invention also provides an automobile, including an automobile body and the above-mentioned vehicle thermal management system; the vehicle thermal management system is installed on the automobile body.

[0034] The vehicle thermal management system and the automobile provided by the present invention, through the settings of the indoor cooler, the evaporator group and the outdoor three-medium heat exchanger, can enable the refrigerant to completely inhale air from the passenger compartment during the circulation process, and realize the refrigeration and heating of the passenger compartment by refrigerating and heating the air, that is, realize the full internal circulation of the air, reduce the cooling load of the low-temperature fresh air, reduce the overall power consumption of the low-temperature heating; at the same time, reduce the low-pressure power consumption of the whole machine. Description of the Drawings

[0035] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0036] Figure 1 It is a schematic diagram of the vehicle thermal management system provided by the first embodiment of the present invention;

[0037] Figure 2 It is a schematic diagram of the vehicle thermal management system provided by the second embodiment of the present invention;

[0038] Figure 3 It is a schematic diagram of the vehicle thermal management system provided by the third embodiment of the present invention;

[0039] Figure 4 It is a schematic diagram of the vehicle thermal management system provided by the fourth embodiment of the present invention;

[0040] Figure 5 It is a schematic diagram of the vehicle thermal management system provided by the fifth embodiment of the present invention;

[0041] Figure 6 It is a schematic diagram of the vehicle thermal management system provided by the first embodiment of the present invention under the battery pack refrigeration condition;

[0042] Figure 7 It is a schematic diagram of the vehicle thermal management system provided by the first embodiment of the present invention under the passenger compartment refrigeration condition;

[0043] Figure 8 It is a schematic diagram of the vehicle thermal management system provided by the first embodiment of the present invention under the passenger compartment refrigeration condition and the battery pack refrigeration condition;

[0044] Figure 9 It is a schematic diagram of the vehicle thermal management system provided by the first embodiment of the present invention under the refrigeration and heating conditions of the passenger compartment;

[0045] Figure 10 It is a schematic diagram of the vehicle thermal management system provided by the first embodiment of the present invention under the heating conditions of the passenger compartment and the battery pack;

[0046] Figure 11 It is a schematic diagram of the vehicle thermal management system provided by the first embodiment of the present invention under the heat dissipation conditions of the battery pack and the vehicle power heat source components.

[0047] Reference numerals:

[0048] 100, passenger compartment refrigeration device; 200, electronic component refrigeration device; 300, battery pack; 400, pump assembly; 500, vehicle power heat source component; 600, Tesla turbine; 700, accumulator;

[0049] 101, indoor cooler; 102, compressor; 103, four-way solenoid valve; 104, evaporator group; 105, outdoor three-medium heat exchanger; 106, refrigeration check valve; 107, first heating check valve; 108, first normally closed solenoid valve; 109, first expansion valve; 110, second normally closed solenoid valve; 111, first normally open solenoid valve; 112, second normally open solenoid valve; 113, gas-liquid separator; 114, solenoid valve; 115, blower; 116, variable intake grille; 117, cooling fan; 118, high-pressure side pressure and temperature sensor; 119, low-pressure side pressure and temperature sensor;

[0050] 201, second expansion valve; 202, refrigeration / heating heat exchanger; 203, third normally closed solenoid valve; 204, second heating check valve; 205, fourth normally closed solenoid valve;

[0051] 401, first water pump; 402, second water pump;

[0052] 501, drive motor; 502, motor controller;

[0053] 1041, evaporator A; 1042, evaporator B. Detailed implementation manners

[0054] To make the objectives, technical solutions and advantages of the present invention clearer, the technical solutions in the present invention will be clearly and completely described below with reference to the accompanying drawings in the present invention. Obviously, the described embodiments are some but not all of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present invention without creative efforts shall fall within the protection scope of the present invention.

[0055] Before introducing the vehicle thermal management system of the present invention, it is necessary to clarify that in an automotive air conditioning system, the compressor is driven to rotate by a drive belt on the engine crankshaft, and a low-temperature and low-pressure gaseous refrigerant (usually R134a) that vaporizes by absorbing the heat inside the vehicle in the evaporator is inhaled into the compressor through a low-pressure pipeline and a low-pressure valve. The low-temperature and low-pressure gaseous refrigerant becomes a high-temperature (about 85 °C) and high-pressure (about 1700 Kpa) gaseous refrigerant after being compressed by the compressor. It is sent to the condenser in front of the engine radiator through a high-pressure valve and a high-pressure hose. The high-temperature and high-pressure gaseous refrigerant is cooled by the outside air in the condenser into a medium-temperature (about 55 °C) and high-pressure (about 1700 kpa) liquid refrigerant, and flows from the bottom of the condenser to the liquid receiver dryer. After being filtered and dehydrated by the liquid receiver dryer, it is sent to the thermostatic expansion valve through a high-pressure hose. After throttling and depressurizing by the thermostatic expansion valve, it becomes a low-temperature (about 0 °C) and low-pressure (about 300 kpa) gas-liquid mixed refrigerant; finally, the low-temperature and low-pressure gas-liquid mixed refrigerant enters the evaporator, and a large amount of heat of the evaporator tube wall and the surrounding air is absorbed and vaporized in the evaporator, so that the temperature of the hot air inside the vehicle on the surface of the evaporator and its surroundings is reduced. In this process, when the blower forces the hot air inside the passenger compartment or the hot air outside the vehicle to blow through the surface of the evaporator, the hot air is cooled by the evaporator and becomes cold air and is sent back into the passenger compartment, so as to achieve the purpose of reducing the temperature inside the vehicle. The liquid refrigerant absorbs heat and vaporizes into a low-temperature (about 0 °C) and low-pressure (about 300 Kpa) gaseous refrigerant in the evaporator, and flows through the low-pressure hose and is inhaled by the compressor again, thus completing the refrigeration cycle.

[0056] When heating is carried out using the above vehicle thermal management system, since cold air outside the vehicle needs to be inhaled into the thermal management system during the low-temperature heating process of the vehicle, and the cold air enters the vehicle from the outside, due to the large front-back temperature difference, a large amount of energy is consumed for heating.

[0057] An embodiment of the present invention discloses a vehicle thermal management system. The vehicle thermal management system includes a passenger compartment refrigeration device 100 for refrigerating or heating the passenger compartment. The passenger compartment refrigeration device 100 includes an indoor cooler 101, an evaporator group 104, and an outdoor three-medium heat exchanger 105. Among them, the indoor cooler 101 is connected in series between the outlet of the compressor 102 and the inlet of the four-way solenoid valve 103, and is used to deliver the high-temperature and high-pressure gaseous refrigerant discharged by the compressor 102 to the four-way solenoid valve 103. The evaporator group 104 includes at least two parallel-connected evaporators. Under the refrigeration condition, the refrigerant enters each evaporator simultaneously. Under the heating condition, the refrigerant enters each evaporator alternately, which can effectively avoid the problem that the surface of the evaporator is frosted and the air-side flow channel is blocked. The second end of the outdoor three-medium heat exchanger 105 is connected to the refrigeration check valve 106 and the first heating check valve 107. The refrigeration check valve 106 and the first heating check valve 107 are connected in parallel, and the conduction directions of the refrigeration check valve 106 and the first heating check valve 107 are opposite. The outdoor three-medium heat exchanger 105 can realize heat exchange between the outside air, the refrigerant, and the coolant in pairs. When the vehicle thermal management system of the present invention is in the condition of refrigerating the passenger compartment, the refrigerant flows through the refrigeration check valve 106, and the first heating check valve 107 is cut off. When the vehicle thermal management system of the present invention is in the condition of heating the passenger compartment, the refrigerant flows through the first heating check valve 107, and the refrigeration check valve 106 is cut off.

[0058] The first outlet of the four-way solenoid valve 103 is connected to the first end of the outdoor three-medium heat exchanger 105; it is also connected to the suction port of the compressor 102 through a first normally closed solenoid valve 108. The outdoor three-medium heat exchanger 105 is connected in parallel with the first normally closed solenoid valve 108.

[0059] The second outlet of the four-way solenoid valve 103 is connected to the first end of the first expansion valve 109.

[0060] The second end of the first expansion valve 109 is connected to the conduction end of the refrigeration check valve 106; it is also connected to the second end of the evaporator group 104 through a second normally closed solenoid valve 110.

[0061] The third outlet of the four-way solenoid valve 103 is connected to the cut-off end of the first heating check valve 107; it is also connected to the first end of the evaporator group 104.

[0062] The suction port of the compressor 102 is also connected between the second normally closed solenoid valve 110 and the second end of the evaporator group 104.

[0063] In the embodiment of the present invention, the passenger compartment refrigeration device 100 of the vehicle thermal management system further includes a solenoid valve 114, and the number of solenoid valves 114 is at least the same as the number of evaporators; at least one solenoid valve 114 is installed on each evaporator.

[0064] The evaporator group 104 has two operating modes, namely:

[0065] When the vehicle thermal management system according to the embodiment of the present invention is in the refrigeration condition, since the temperature of the condensed water on the evaporator surface is higher than the freezing point temperature of water, the water will be discharged from the evaporator surface in a liquid state at this time, that is, no frost will form on the evaporator surface. Therefore, the solenoid valve 114 of each evaporator can be opened at this time to allow the refrigerant to enter each evaporator in the evaporator group 104 simultaneously.

[0066] When the vehicle thermal management system according to the embodiment of the present invention is in the heating condition, since the evaporator will condense the water vapor in the air while reducing the air temperature, and at this time, due to the very low evaporation pressure and evaporation temperature of the refrigerant, the temperature of the evaporator surface is lower than the freezing point temperature of water, and the water vapor in the air will directly change from a liquid state to a solid state (that is, the water vapor in the air will frost on the evaporator surface) and adhere to the evaporator surface, thus blocking the air flow path of the evaporator. Therefore, in order to avoid the problem that the evaporator surface frosts and blocks the air side flow channel, in the heating condition, the refrigerant enters each evaporator alternately. Specifically, taking two evaporators as an example, first open the solenoid valve 114 of the first evaporator, and keep the solenoid valve 114 of the other evaporator closed. At this time, the refrigerant enters the first evaporator. When the first evaporator surface is completely frosted, close the solenoid valve 114 of the first evaporator. Since the air blowing on the first evaporator surface at this time is the in-vehicle air above 0 °C, the frost on the first evaporator surface will liquefy into a liquid state under the blowing of the hot air and finally be discharged. At the same time, open the solenoid valve 114 of the second evaporator; the refrigerant enters the second evaporator. When the second evaporator surface is also completely frosted, close the solenoid valve 114 of the second evaporator. Repeat this cycle in this order to ensure that during the process of the hot air cooling and dehumidifying, the air flow path will not be blocked by the frost on the evaporator surface, thus affecting the overall ventilation effect. Moreover, since the in-vehicle hot air is used instead of the out-of-vehicle cold air during the heating process, the energy consumption is reduced. In the embodiment of the present invention, the number of evaporators is not limited. The order in which the refrigerant enters the evaporators is also not limited, as long as it can satisfy that the refrigerant enters the evaporator whose surface has no frost.

[0067] In an embodiment of the present invention, the occupant compartment refrigeration device 100 of the vehicle thermal management system further includes a blower 115. The blower 115 is arranged in the air conditioning box, and its function is to provide ventilation for the evaporator group 104 and the indoor cooler 101. The blower switches between two operating modes under the adjustment of the temperature damper. The two operating modes are respectively:

[0068] When the vehicle thermal management system according to the embodiment of the present invention is in the refrigeration working condition, the air provided by the blower only passes through the evaporator group 104 and does not pass through the indoor cooler 101. Therefore, in the refrigeration working condition, the refrigerant flowing out of the indoor cooler 101 is still a high-temperature and high-pressure gaseous refrigerant. The fact that the air provided by the blower only passes through the evaporator group 104 means that the blower supplies the air in the passenger compartment (i.e., the air inside the vehicle) to the evaporator group 104.

[0069] When the vehicle thermal management system according to the embodiment of the present invention is in the heating working condition, the air provided by the blower first passes through the evaporator group 104, is cooled and dehumidified by the evaporator group 104, and then passes through the indoor cooler 101 to allow the high-temperature and high-pressure gaseous refrigerant in the indoor cooler 101 to dissipate heat. At this time, the refrigerant will change from a high-temperature and high-pressure gas to a medium-temperature and high-pressure liquid refrigerant. The air provided by the blower refers to the air absorbed by the blower from the passenger compartment (i.e., the air inside the vehicle).

[0070] In an embodiment of the present invention, the passenger compartment refrigeration device 100 of the vehicle thermal management system further includes a variable intake grille 116 and a cooling fan 117; the variable intake grille 116 is arranged at the front end of the outdoor three-medium heat exchanger 105, and the cooling fan 117 is arranged at the rear end of the outdoor three-medium heat exchanger 105. The cooling fan is used to blow the outside air entering from the variable intake grille into the outdoor three-medium heat exchanger 105. The variable intake grille changes the grid size and, in cooperation with the cooling fan, changes the air flow rate entering the outdoor three-medium heat exchanger 105.

[0071] In an embodiment of the present invention, the passenger compartment refrigeration device 100 further includes a first normally open solenoid valve 111; the first normally open solenoid valve 111 is connected between the outlet of the indoor cooler 101 and the inlet of the four-way solenoid valve 103, and the first normally open solenoid valve 111 is used to adjust the flow rate of the refrigerant entering the four-way solenoid valve 103.

[0072] In an embodiment of the present invention, the passenger compartment refrigeration device 100 further includes a second normally open solenoid valve 112; the second normally open solenoid valve 112 is connected between the suction port of the compressor 102 and the second end of the evaporator group 104, and the second normally open solenoid valve 112 is used to adjust the refrigerant flow rate entering the suction port of the compressor 102.

[0073] In an embodiment of the present invention, the passenger compartment refrigeration device 100 further includes a gas-liquid separator 113. The gas-liquid separator 113 is connected between the second normally open solenoid valve 112 and the suction port of the compressor 102, and is used for liquid-gas separation of the refrigerant flowing into the suction port of the compressor 102 to ensure that all the refrigerant entering the compressor 102 is gaseous.

[0074] In an embodiment of the present invention, the occupant compartment refrigeration device 100 further includes a high-pressure side pressure and temperature sensor 118 and a low-pressure side pressure and temperature sensor 119. The high-pressure side pressure and temperature sensor 118 is connected between the outlet of the compressor 102 and the inlet of the indoor cooler 101, and is used to detect the pressure and temperature of the refrigerant discharged from the compressor 102, and feed back the pressure and temperature of the refrigerant to the vehicle control system. The low-pressure side pressure and temperature sensor 119 is connected between the gas-liquid separator 113 and the suction port of the compressor 102, and is used to detect the pressure and temperature of the refrigerant entering the compressor 102, and feed back the detection result to the vehicle control system.

[0075] In an embodiment of the present invention, in addition to including the occupant compartment refrigeration device 100 in the above embodiment, it further includes an electronic component refrigeration device 200. The electronic component refrigeration device 200 includes a second expansion valve 201 and a second heating one-way valve 204; the first end of the second expansion valve 201 is connected between the second end of the first expansion valve 109 and the conducting end of the refrigeration one-way valve 106; the second end of the second expansion valve 201 is connected to the first end of the refrigeration / heating heat exchanger 202; the first end of the refrigeration / heating heat exchanger 202 is also connected to the outlet of the indoor cooler 101 through a third normally closed solenoid valve 203; the second end of the refrigeration / heating heat exchanger 202 is connected between the second normally closed solenoid valve 110 and the second end of the evaporator group 104 through a fourth normally closed solenoid valve 205; the cut-off end of the second heating one-way valve 204 is connected to the second end of the refrigeration / heating heat exchanger 202, and the conducting end of the second heating one-way valve 204 is connected to the inlet of the four-way solenoid valve 103.

[0076] In the first specific embodiment of the present invention, a pump assembly 400 is connected between the refrigeration / heating heat exchanger 202 and the electronic component to form a first coolant circulation loop, as Figure 1 shown. Among them, the electronic component includes a battery pack 300, but is not limited to the battery pack 300. The electronic component can be any component that needs to be cooled or heated.

[0077] Because in the first embodiment of the present invention, whether in the refrigeration condition or in the heating condition, the refrigerant can flow to the refrigeration / heating heat exchanger 202, and the refrigerant exchanges heat with the coolant in the refrigeration / heating heat exchanger 202. When the battery pack 300 is cooled or heated, the coolant in the battery pack 300 circulation loop is heated or cooled by the refrigeration / heating heat exchanger 202 (LCC / Chiller), and then the coolant enters the interior of the battery pack 300 to heat or cool the battery cells in the battery pack 300. In this process, the refrigeration / heating heat exchanger 202 relies on the heat exchange between the refrigerant and the coolant to achieve the cooling or heating of the battery pack 300, ensuring that the power battery of the whole vehicle is within a suitable temperature range.

[0078] In the first embodiment of the present invention, the vehicle thermal management system further includes a vehicle power heat source component 500; the vehicle power heat source component 500 is connected between the pump assembly 400 and the outdoor three-medium heat exchanger 105 to form a second coolant circulation loop. Since the coolant in the second coolant circulation loop exchanges heat with air and refrigerant in the outdoor three-medium heat exchanger 105, the utilization rate of the vehicle's overall heat can be improved and the energy consumption of the whole machine can be reduced. Among them, the vehicle power heat source component 500 includes a drive motor 501 and a motor controller 502.

[0079] In the first embodiment of the present invention, the pump assembly 400 uses a dual-drive water pump, reducing the components of the entire system and lowering the cost.

[0080] In the second embodiment of the present invention, the first cooling heat circulation loop is removed, and the refrigeration / heating heat exchanger 202 is directly connected to the battery pack 300, as Figure 2 shown. Specifically, the refrigeration / heating heat exchanger 202 is a direct cooling and direct heating plate, which directly cools or heats the battery pack 300 using the direct cooling and direct heating plate.

[0081] In the third embodiment of the present invention, as Figure 3 shown, the pump assembly 400 includes a first water pump 401 and a second water pump 402; the first water pump 401 is connected between the refrigeration / heating heat exchanger 202 and the battery pack 300 to form a first coolant circulation loop; the second water pump 402 is connected between the outdoor three-medium heat exchanger 105 and the vehicle power heat source component 500 to form a second coolant circulation loop. Separately controlling the first coolant circulation loop and the second coolant circulation loop can improve the control freedom of a single loop.

[0082] In the fourth embodiment of the present invention, as Figure 4 shown, the vehicle thermal management system further includes an energy recovery device; the energy recovery device is connected between the first outlet of the four-way solenoid valve 103 and the first end of the outdoor three-medium heat exchanger 105, and is used to recover the heat dissipated by the indoor cooler 101 under refrigeration conditions, which can reduce the operating power consumption of the vehicle thermal management system in summer. Among them, the energy recovery device is preferably a Tesla turbine 600.

[0083] In the fifth embodiment of the present invention, as Figure 5 shown, the vehicle thermal management system includes an energy storage device 700; the energy storage device 700 is connected between the battery pack 300 and the refrigeration / heating heat exchanger 202. When the battery pack 300 requires a large cooling capacity during high-power fast charging, the energy storage device 700 can perform peak shaving to reduce the demand for system capacity improvement. At the same time, under low-temperature conditions, the energy storage device 700 can heat the drive battery pack 300 to further reduce the energy consumption in winter at low temperatures.

[0084] Taking the first embodiment of the present invention as an example, the refrigerant cycle of the vehicle thermal management system of the present invention under the refrigeration condition of the passenger compartment will be described in detail, as follows Figure 7 shown:

[0085] The compressor 102 compresses the refrigerant and then discharges the refrigerant in a high-temperature and high-pressure gas state. After the high-temperature and high-pressure gaseous refrigerant flows through the indoor cooler 101, it then passes through the first normally open solenoid valve 111 (such as a 10mm normally open solenoid valve) and the inlet of the four-way solenoid valve 103 in sequence, and flows out from the first outlet of the four-way solenoid valve 103 and enters the outdoor three-medium heat exchanger 105, where it exchanges heat with air and coolant in the outdoor three-medium heat exchanger 105, and the high-temperature and high-pressure gaseous refrigerant is transformed into a medium-temperature and medium-pressure liquid refrigerant. After the medium-temperature and medium-pressure liquid refrigerant flows out from the outdoor three-medium heat exchanger 105, it passes through the refrigeration check valve 106 (such as an 8mm check valve) and the first expansion valve 109 in sequence and then turns into a low-temperature and low-pressure gas-liquid mixture refrigerant. The low-temperature and low-pressure gas-liquid mixture refrigerant enters the four-way solenoid valve 103 through the second outlet of the four-way solenoid valve 103, and then flows out from the third outlet of the four-way solenoid valve 103, and simultaneously enters the evaporator A 1041 and the evaporator B 1042 in the evaporator group 104, where it evaporates and absorbs heat in the evaporator A 1041 and the evaporator B 1042 to realize the cooling of the passenger compartment; at the same time, it turns into a low-temperature and low-pressure gaseous refrigerant. The low-temperature and low-pressure gaseous refrigerant then enters the gas-liquid separator 113 through the second normally open solenoid valve 112 (such as a 16mm normally open solenoid valve) for gas-liquid separation; the low-pressure gaseous refrigerant after gas-liquid separation is absorbed and compressed by the compressor 102 again, and the cycle repeats to realize the continuous refrigeration of the passenger compartment.

[0086] Taking the first embodiment of the present invention as an example, the refrigerant cycle of the vehicle thermal management system of the present invention under the refrigeration condition of the battery pack 300 will be described in detail, as follows Figure 6 shown:

[0087] The compressor 102 compresses the refrigerant and then discharges the refrigerant in a high-temperature and high-pressure gas state. After the refrigerant in the high-temperature and high-pressure gas state flows through the indoor cooler 101, it flows into the four-way solenoid valve 103 through the first normally open solenoid valve 111 (for example, a 10mm normally open solenoid valve), and then flows out from the first outlet of the four-way solenoid valve 103 and into the outdoor triple-medium heat exchanger 105. The refrigerant exchanges heat with air and cooling water in the outdoor triple-medium heat exchanger 105, and the refrigerant in the high-temperature and high-pressure gas state is transformed into a medium-temperature and medium-pressure liquid refrigerant. After the medium-temperature and medium-pressure liquid refrigerant flows out from the outdoor triple-medium heat exchanger 105, it successively passes through the refrigeration check valve 106 (8mm check valve) and the second expansion valve 201 and is transformed into a low-temperature and low-pressure gas-liquid mixed refrigerant. The low-temperature and low-pressure gas-liquid mixed refrigerant flows to the refrigeration / heating heat exchanger 202, exchanges heat with the coolant in the first coolant circulation loop in the refrigeration / heating heat exchanger 202, and finally realizes the cooling of the battery pack 300. The low-temperature and low-pressure liquid refrigerant flowing out from the refrigeration / heating heat exchanger 202 successively passes through the fourth normally closed solenoid valve 205 (for example, a 16mm normally closed solenoid valve) and the second normally open solenoid valve 112 (for example, a 16mm normally open solenoid valve) and flows into the gas-liquid separator 113 for gas-liquid separation; the low-pressure gaseous refrigerant after gas-liquid separation is compressed by the compressor 102 again, and the cycle is repeated, realizing the continuous cooling of the battery pack 300.

[0088] Taking the first embodiment of the present invention as an example, the circulation of the refrigerant in the vehicle thermal management system of the present invention under the condition of simultaneous refrigeration of the passenger compartment and the battery pack 300 will be described in detail, as Figure 8 shown:

[0089] The compressor 102 compresses the refrigerant and then discharges the refrigerant in a high-temperature and high-pressure gas state. After the refrigerant in the high-temperature and high-pressure gas state flows through the indoor cooler 101, it successively passes through the first normally open solenoid valve 111 (10mm normally open solenoid valve) and the four-way solenoid valve 103 and then enters the outdoor triple-medium heat exchanger 105. The refrigerant exchanges heat with air and cooling water in the outdoor triple-medium heat exchanger 105, and the refrigerant in the high-temperature and high-pressure gas state is transformed into a medium-temperature and medium-pressure liquid refrigerant. The medium-temperature and medium-pressure liquid refrigerant flows out from the outdoor triple-medium heat exchanger 105 and, after passing through the refrigeration check valve 106 (8mm check valve), the medium-temperature and medium-pressure liquid refrigerant is divided into two parts.

[0090] One part of the medium-temperature and medium-pressure liquid refrigerant is transformed into a low-temperature and low-pressure gas-liquid mixed refrigerant through the first expansion valve 109; the low-temperature and low-pressure gas-liquid mixed refrigerant passes through the four-way solenoid valve 103 again and then simultaneously enters the evaporator A 1041 and the evaporator B 1042 in the evaporator group 104, evaporates and absorbs heat in the evaporator A 1041 and the evaporator B 1042, realizes the cooling of the passenger compartment, and at the same time is transformed into a low-temperature and low-pressure gaseous refrigerant;

[0091] Another part of the medium-temperature and medium-pressure liquid refrigerant becomes a low-temperature and low-pressure gas-liquid mixed refrigerant after passing through the second expansion valve 201; the low-temperature and low-pressure gas-liquid mixed refrigerant flows to the refrigeration / heating heat exchanger 202, where it exchanges heat with the coolant in the first coolant circulation loop, and finally cools the battery pack 300.

[0092] The low-temperature and low-pressure liquid refrigerant flowing out of the refrigeration / heating heat exchanger 202 converges with the low-temperature and low-pressure gaseous refrigerant flowing out of the evaporator A 1041 and the evaporator B 1042 after passing through the fourth normally closed solenoid valve (such as a 16mm normally closed solenoid valve);

[0093] The converged low-temperature and low-pressure refrigerant enters the gas-liquid separator 113 through the second normally open solenoid valve 112 (such as a 16mm normally open solenoid valve) for gas-liquid separation. The low-pressure gaseous refrigerant after gas-liquid separation is absorbed and compressed by the compressor 102 again, and this cycle is repeated to continuously cool the passenger compartment and continuously cool the battery pack 300.

[0094] Taking the first embodiment of the present invention as an example, the refrigerant circulation of the vehicle thermal management system of the present invention under the heating condition of the passenger compartment will be described in detail, as Figure 9 shown:

[0095] The compressor 102 compresses the refrigerant and then discharges it in a high-temperature and high-pressure gas state. The refrigerant in the high-temperature and high-pressure gas state flows through the indoor cooler 101. At this time, the blower first blows the hot air in the passenger compartment to the evaporator group 104 and then through the indoor cooler 101; because the air temperature passing through the indoor cooler 101 is lower than the refrigerant temperature, the medium-temperature and medium-pressure liquid refrigerant flowing out of the indoor cooler 101 is obtained, and at the same time, the air is heated and returned to the passenger compartment to realize heating of the passenger compartment. That is to say, under the heating condition, the blower blows the air in the passenger compartment to the evaporator group 104 and the indoor cooler 101, that is, a full internal circulation is realized. Compared with blowing the outside air to the indoor cooler 101, blowing the hot air in the passenger compartment to the evaporator and the indoor cooler 101 can reduce the overall energy consumption of the machine.

[0096] The medium-temperature and medium-pressure liquid refrigerant then passes through the first normally open solenoid valve 111 (such as a 10mm normally open solenoid valve) in sequence and then enters the four-way solenoid valve 103, and then flows out from the second outlet of the solenoid valve; it then passes through the first expansion valve 109 and becomes a low-temperature and low-pressure gas-liquid mixed refrigerant.

[0097] The low-temperature and low-pressure gas-liquid mixed refrigerant alternately enters the evaporator A 1041 and the evaporator B 1042 in the evaporator group 104 at this time, evaporates and absorbs heat in the evaporator A 1041 and the evaporator B 1042, and becomes a low-temperature and low-pressure gaseous refrigerant.

[0098] The low-temperature and low-pressure gaseous refrigerant flows into the outdoor three-medium heat exchanger 105 through the first heat generation check valve 107 (for example, after a 16mm check valve), and exchanges heat with air and coolant in the outdoor three-medium heat exchanger 105. At this time, the coolant is cooled, and at the same time, the temperature of the low-temperature and low-pressure gaseous refrigerant relatively increases, which realizes the effective utilization of heat. The low-temperature and low-pressure gaseous refrigerant flowing out of the outdoor three-medium heat exchanger 105 enters the gas-liquid separator 113 through the first normally closed solenoid valve 108 (16mm normally closed solenoid valve) for gas-liquid separation; the low-pressure gaseous refrigerant after gas-liquid separation returns to the compressor 102 to circulate the above process. The full internal circulation under the low-temperature heating condition is realized. Also, because the low-pressure gaseous refrigerant after gas-liquid separation exchanges heat with the coolant in the outdoor three-medium heat exchanger 105, it can improve the waste heat utilization rate of the whole vehicle and reduce energy consumption. The low-pressure gaseous refrigerant flowing out of the outdoor three-medium heat exchanger 105 is in the same state of being compressed by the compressor 102 to the same pressure and temperature, which saves more power, that is, reduces the power consumption of the compressor 102, reduces the cooling load of the low-temperature fresh air, and reduces the overall power consumption of the low-temperature heating.

[0099] It should also be noted that in the heating condition, the blower blows the hot air in the passenger compartment towards the evaporator group 104, which is cooled by the evaporator group 104, and then blows towards the indoor cooler 101 for heating. When passing through the evaporator group 104, the hot air transfers heat to the refrigerant, and the refrigerant circulates through the compressor 102 and then transfers the heat to the air. In this way, through circulation, it not only has the effect of dehumidification but also saves energy to the greatest extent.

[0100] Taking the first embodiment of the present invention as an example, the refrigerant circulation of the vehicle thermal management system of the present invention under the heating conditions of the passenger compartment and the battery pack 300 will be described in detail, as Figure 10 shown:

[0101] The compressor 102 compresses the refrigerant and then discharges the refrigerant in a high-temperature and high-pressure gas state.

[0102] After the refrigerant in the high-temperature and high-pressure gas state flows through the indoor cooler 101, at this time, the blower blows the hot air in the passenger compartment towards the evaporator group 104 first and then through the indoor cooler 101; because the temperature of the air passing through the indoor cooler 101 is lower than the temperature of the refrigerant, the medium-temperature and medium-pressure liquid refrigerant flowing out of the indoor cooler 101 is obtained, and at the same time, the air is heated and returned to the passenger compartment to realize the heating of the passenger compartment.

[0103] The medium-temperature and medium-pressure liquid refrigerant then sequentially flows through the second normally closed solenoid valve 110 (10mm normally closed solenoid valve) to the refrigeration / heating heat exchanger 202, and exchanges heat with the coolant in the refrigeration / heating heat exchanger 202, thereby realizing the temperature increase of the battery pack 300.

[0104] The low-temperature medium-pressure liquid refrigerant flowing out of the refrigeration / heating heat exchanger 202 successively passes through the second heating one-way valve 204 (such as a 10mm single-line solenoid valve), the four-way solenoid valve 103, and the first expansion valve 109, and then turns into a low-temperature low-pressure liquid-gas mixed refrigerant;

[0105] After the low-temperature low-pressure liquid-gas mixed refrigerant passes through the second normally closed solenoid valve 110 (16mm normally closed solenoid valve), the low-temperature low-pressure gas-liquid mixed refrigerant alternately enters the evaporator A 1041 and the evaporator B 1042 in the evaporator group 104 at this time, evaporates and absorbs heat in the evaporator A 1041 and the evaporator B 1042, and turns into a low-temperature low-pressure gaseous refrigerant.

[0106] The low-temperature low-pressure gaseous refrigerant flows into the outdoor three-medium heat exchanger 105 after passing through the first heating one-way valve 107 (such as a 16mm one-way valve), and exchanges heat with air and coolant in the outdoor three-medium heat exchanger 105. At this time, the coolant is cooled, and at the same time, the temperature of the low-temperature low-pressure gaseous refrigerant relatively increases, which realizes the effective utilization of heat.

[0107] The low-temperature low-pressure gaseous refrigerant flowing out of the outdoor three-medium heat exchanger 105 enters the gas-liquid separator 113 through the first normally closed solenoid valve 108 (16mm normally closed solenoid valve) for gas-liquid separation; the low-pressure gaseous refrigerant after gas-liquid separation returns to the compressor 102 to cycle the above process. The full internal circulation under the low-temperature heating condition is realized. Also, because the low-pressure gaseous refrigerant after gas-liquid separation exchanges heat with the coolant in the outdoor three-medium heat exchanger 105, the waste heat utilization rate of the whole vehicle can be improved and the energy consumption can be reduced. The low-pressure gaseous refrigerant flowing out of the outdoor three-medium heat exchanger 105 is also compressed to the same pressure and temperature state by the compressor 102, which saves more power, that is, reduces the power consumption of the compressor 102, reduces the cooling load of the low-temperature fresh air, and reduces the overall power consumption of the low-temperature heating.

[0108] Taking the first embodiment of the present invention as an example, the coolant circulation of the vehicle thermal management system of the present invention under the heat dissipation conditions of the vehicle power heat source component 500 and the battery pack 300 will be described in detail, as Figure 11 shown:

[0109] The heat dissipation process of the vehicle power heat source component 500 is as follows: The dual-drive water pump starts to pump the coolant into the outdoor three-medium heat exchanger 105. After exchanging heat with the refrigerant and air in the outdoor three-medium heat exchanger 105, it successively flows through the drive motor 501 and the motor controller 502 to realize the heat dissipation of the drive motor 501 and the circulation of the coolant.

[0110] The heat dissipation process of the battery pack 300 is as follows: The dual-drive water pump starts to pump the coolant into the battery pack 300; after the coolant flowing out of the battery pack 300 flows into the refrigeration / heating heat exchanger 202, it exchanges heat with the refrigerant in the refrigeration / heating heat exchanger 202; the coolant flowing out of the refrigeration / heating heat exchanger 202 then flows back to the dual-drive water pump, realizing the heat dissipation of the battery pack 300 and the circulation of the coolant.

[0111] The present invention also provides an automobile, which includes the vehicle thermal management system in any of the above embodiments.

[0112] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some of the technical features; 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 embodiments of the present invention.

Claims

1. A vehicle thermal management system, characterized in that, it includes: An indoor cooler (101) is connected in series between the outlet of a compressor (102) and the inlet of a four-way solenoid valve (103); An evaporator group (104) includes at least two parallel-connected evaporators; An outdoor triple-medium heat exchanger (105), the second end of the outdoor triple-medium heat exchanger (105) is connected to a refrigeration check valve (106) and a first heating check valve (107); the refrigeration check valve (106) and the first heating check valve (107) are connected in parallel, and the conducting directions of the refrigeration check valve (106) and the first heating check valve (107) are opposite; The first outlet of the four-way solenoid valve (103) is connected to the first end of the outdoor triple-medium heat exchanger; it is also connected to the suction port of the compressor (102) through a first normally closed solenoid valve (108); The second outlet of the four-way solenoid valve (103) is connected to the first end of a first expansion valve (109); The second end of the first expansion valve (109) is connected to the conducting end of the refrigeration check valve (106); it is also connected to the second end of the evaporator group (104) through a second normally closed solenoid valve (110); The third outlet of the four-way solenoid valve (103) is connected to the cut-off end of the first heating check valve (107); it is also connected to the first end of the evaporator group (104); The suction port of the compressor (102) is also connected between the second normally closed solenoid valve (110) and the second end of the evaporator group (104); It also includes: A refrigeration / heating heat exchanger (202) for cooling or heating electronic components; The first end of the refrigeration / heating heat exchanger (202) is connected to the outlet of the indoor cooler (101) through a third normally closed solenoid valve (203); the first end of the refrigeration / heating heat exchanger (202) is also connected to the second end of a second expansion valve (201), and the first end of the second expansion valve (201) is connected between the conducting end of the refrigeration check valve (106) and the second end of the first expansion valve (109); The second end of the refrigeration / heating heat exchanger (202) is connected between the second normally closed solenoid valve (110) and the second end of the evaporator group (104) through a fourth normally closed solenoid valve (205); the second end of the refrigeration / heating heat exchanger (202) is also connected to the cut-off end of a second heating check valve (204); the conducting end of the second heating check valve (204) is connected to the inlet of the four-way solenoid valve (103); It also includes a solenoid valve (114), and the number of the solenoid valves (114) is at least the same as the number of the evaporators; at least one solenoid valve (114) is installed on each evaporator.

2. The vehicle thermal management system according to claim 1, characterized in that, it also includes: A pump assembly (400), the pump assembly (400) is connected between the refrigeration / heating heat exchanger (202) and the electronic components to form a first coolant circulation loop.

3. The vehicle thermal management system according to claim 2, characterized in that, it also includes: The vehicle power heat source component (500) is connected between the pump assembly (400) and the outdoor triple-medium heat exchanger to form a second coolant circulation loop.

4. The vehicle thermal management system according to claim 3, wherein, the pump assembly (400) is a dual-drive water pump.

5. The vehicle thermal management system according to claim 3, wherein, the pump assembly (400) includes: a first water pump (401) connected between the refrigeration / heating heat exchanger (202) and the battery pack (300) of the electronic component to form the first coolant circulation loop; a second water pump (402) connected between the outdoor triple-medium heat exchanger and the vehicle power heat source component (500) to form the second coolant circulation loop.

6. The vehicle thermal management system according to any one of claims 1 to 5, wherein, it further includes: an energy recovery device connected between the first outlet of the four-way solenoid valve (103) and the first end of the outdoor triple-medium heat exchanger (105).

7. The vehicle thermal management system according to any one of claims 1 to 5, wherein, it further includes: an energy storage device (700) connected between the electronic component and the refrigeration / heating heat exchanger (202).

8. A vehicle, wherein, it includes a vehicle body and the vehicle thermal management system according to any one of claims 1 - 7; the vehicle thermal management system is installed on the vehicle body.

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