Vehicle thermal management system and vehicle

Abstract

The present application relates to a kind of vehicle thermal management system and vehicle, vehicle thermal management system includes: first air conditioning system and second air conditioning system;Because the boiling point of second working medium is less than the boiling point of first working medium, in low temperature state, second vehicle outer heat exchanger of second air conditioning system can be used to absorb heat from outside the vehicle and compensate heat to first air conditioning system through first heat exchanger, so as to improve the temperature of first working medium in first air conditioning system, thereby improving the heating capacity and heating efficiency of first air conditioning system, solving the problem of slow heating and poor heating effect of electric vehicle in low temperature or ultra-low temperature environment, improving the comfort of users;At the same time, the endurance of electric vehicle battery can be effectively improved.

Description

Technical Field

[0001] This application relates to the field of vehicle thermal management technology, and more specifically, to a vehicle thermal management system and a vehicle having the vehicle thermal management system. Background Technology

[0002] As electric vehicles are used in more and more regions, the decreasing ambient temperature outside the vehicle causes a significant reduction in the heating capacity of the heat pump air conditioner, which in turn fails to meet the heating needs of the passenger compartment and the heat load requirements of the vehicle battery, affecting the vehicle's range and user comfort. Summary of the Invention

[0003] One objective of this invention is to provide a vehicle thermal management system and a vehicle.

[0004] According to a first aspect of the present invention, a vehicle thermal management system is provided. The vehicle thermal management system includes a first air conditioning system and a second air conditioning system;

[0005] The first air conditioning system includes a first compressor, a first external heat exchanger, a first heat exchanger and heat exchange components connected in sequence. The heat exchange components include a passenger compartment heat exchange component and a battery heat exchange component. The passenger compartment heat exchange component and the battery heat exchange component are arranged in parallel. The first air conditioning system is used to heat or cool the passenger compartment and the battery. The first air conditioning system is equipped with a first working fluid.

[0006] The second air conditioning system includes a first circuit and a second circuit;

[0007] The first circuit includes a second compressor, a second external heat exchanger, a heat storage heat exchanger, and a first heat exchanger. The second external heat exchanger and the heat storage heat exchanger are connected in parallel and are connected to one of the inlet and outlet of the second compressor. The first heat exchanger is connected to the other inlet and outlet of the second compressor. A second working fluid is provided in the first circuit, and the boiling point of the second working fluid is lower than that of the first working fluid.

[0008] The second loop includes a heat storage unit and a heat storage heat exchanger. The heat storage unit is connected to the heat storage heat exchanger to store the heat from the heat storage heat exchanger.

[0009] One beneficial effect of this invention is that, since the boiling point of the second working fluid is lower than that of the first working fluid, at low temperatures, the second external heat exchanger of the second air conditioning system can absorb heat from outside the vehicle and transfer it to the first air conditioning system via the first heat exchanger. This increases the temperature of the first working fluid in the first air conditioning system, thereby improving the heating capacity and efficiency of the first air conditioning system. This solves the problem of slow heating and poor heating effect of electric vehicles in low or ultra-low temperature environments, improving user comfort. At the same time, it can effectively improve the range of electric vehicle batteries.

[0010] According to a second aspect of the present invention, a vehicle is also provided, including the vehicle thermal management system described above.

[0011] Other features and advantages of the present invention will become clear from the following detailed description of exemplary embodiments of the invention with reference to the accompanying drawings. Attached Figure Description

[0012] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments of the invention and, together with their description, serve to explain the principles of these embodiments.

[0013] Figure 1 This is a schematic diagram of a vehicle thermal management system provided in an embodiment of the present invention;

[0014] Figure 2 and Figure 3 This is a schematic diagram of the battery cooling mode and passenger compartment cooling mode of the vehicle thermal management system provided in an embodiment of the present invention.

[0015] Figures 4-7 This is a schematic diagram of the battery heating mode and passenger compartment heating mode of the vehicle thermal management system provided in the embodiments of the present invention.

[0016] Figure 8 This is a schematic diagram of the battery cooling mode and passenger compartment heating mode of the vehicle thermal management system provided in an embodiment of the present invention.

[0017] Figure 9 This is a schematic diagram of the battery heating mode and passenger compartment cooling mode of the vehicle thermal management system provided in this embodiment of the invention. Detailed Implementation

[0018] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention.

[0019] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the invention or its application or use.

[0020] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, they should be considered part of the specification.

[0021] In all the examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0022] The electric vehicle thermal management system according to an embodiment of the present invention will now be described in detail with reference to the accompanying drawings.

[0023] like Figures 1 to 9 As shown, the vehicle thermal management system provided in this embodiment of the invention includes a first air conditioning system and a second air conditioning system. The first air conditioning system includes a first compressor 1, a first external heat exchanger 2, a first heat exchanger 3, and heat exchange components connected in sequence. The heat exchange components include a passenger compartment heat exchange component 7 and a battery heat exchange component 5, which are connected in parallel. The first air conditioning system is used to heat or cool the passenger compartment and the battery, and a first working fluid is provided within the first air conditioning system. The second air conditioning system includes a first circuit and a second circuit.

[0024] The first circuit includes a second compressor 12, a second external heat exchanger 13, a heat storage heat exchanger 14, and a first heat exchanger 3. The second external heat exchanger 13 and the heat storage heat exchanger 14 are connected in parallel and are connected to one of the inlet and outlet of the second compressor 12. The first heat exchanger 3 is connected to the other inlet and outlet of the second compressor 12. A second working fluid is provided in the first circuit, and the boiling point of the second working fluid is lower than that of the first working fluid.

[0025] The second loop includes a heat storage unit 19 and a heat storage heat exchanger 14, with the heat storage unit 19 connected to the heat storage heat exchanger 14 to store the heat from the heat storage heat exchanger 14.

[0026] Since the boiling point of the second working fluid is lower than that of the first working fluid, at low temperatures, the second external heat exchanger of the second air conditioning system can absorb heat from outside the vehicle and transfer it to the first air conditioning system via the first heat exchanger. This increases the temperature of the first working fluid in the first air conditioning system, thereby improving its heating capacity and efficiency. This solves the problem of slow heating and poor heating effect in electric vehicles under low or ultra-low temperature conditions, improving user comfort. Simultaneously, it effectively improves the battery range of electric vehicles. Furthermore, the second air conditioning system also includes a heat storage unit 19 and a heat storage heat exchanger 14. The heat storage heat exchanger 14 can transfer heat from the first air conditioning system to the heat storage unit 19 via the first heat exchanger 3, and store the heat through the heat storage unit 19. When necessary, the heat from the heat storage unit 19 can be released to the outside through the heat storage heat exchanger 14, facilitating effective heat recovery and utilization, thus improving thermal management efficiency. This system can transfer heat between the first and second air conditioning systems. When the first air conditioning system has excess heat, it stores the heat in the second air conditioning system. When the first air conditioning system has high heating demand, the second air conditioning system compensates for the heat and / or shares the heating pressure, thereby meeting the vehicle's heating needs and improving heat utilization, which helps to increase the vehicle's mileage.

[0027] In one embodiment, such as Figure 5As shown, when the outlet 12b of the second compressor 12 is connected to the first heat exchanger 3 and the inlet 12a of the second compressor 12 is connected to the second external heat exchanger 13, the vehicle has a first circulation mode. In the first circulation mode, the second working fluid flows from the second compressor 12 through the first heat exchanger 3 to the second external heat exchanger 13. The second external heat exchanger 13 can absorb heat from the external environment and then transfer the heat to the first air conditioning system through the first circuit at this time, thereby increasing the temperature of the first working fluid flowing through the first heat exchanger 3 and improving the heating efficiency of the first air conditioning system.

[0028] In one embodiment, such as Figure 1 and Figure 6 As shown, the second external heat exchanger 13 can be connected to the heat storage heat exchanger 14 to form a defrost circuit, and the second air conditioning system has a defrost mode. In the defrost mode, the heat storage unit 19 is connected to the heat storage heat exchanger 14, and the second external heat exchanger 13 is connected to the heat storage heat exchanger 14. If the temperature inside the heat storage unit 19 meets the heating requirements, the heat inside the heat storage unit 19 can be used to transfer it to the second external heat exchanger 13 through the heat storage heat exchanger 14, thereby achieving defrosting. At this time, the heat in the first air conditioning system is no longer used for defrosting, but the heat stored in the heat storage unit 19 is used to ensure the heating capacity and efficiency of the battery pack and passenger compartment.

[0029] In one embodiment, such as Figure 1 and Figure 3 As shown, when the outlet 12b of the second compressor 12 is connected to the heat storage heat exchanger 14, and the inlet 12a of the second compressor 12 is connected to the first heat exchanger 3, the vehicle thermal management system has a second circulation mode. In the second circulation mode, the second working fluid flows from the first heat exchanger 3 and the second compressor 12 to the heat storage heat exchanger 14. The heat storage heat exchanger 14 is connected to the heat storage unit 19, and the heat storage unit 19 is in a heat storage state. At this time, the first heat exchanger 3 can be used to transfer heat from the first air conditioning system to the second air conditioning system, and the heat can be stored through the heat storage unit 19. Heat can be provided in defrosting or other modes to achieve heat recovery and utilization. This system can realize the heat transfer between the first air conditioning system and the second air conditioning system. When the first air conditioning system has excess heat, the heat is stored in the second air conditioning system. When the heating demand of the first air conditioning system is high, the second air conditioning system can compensate for the heat and / or share the heating pressure, thereby meeting the vehicle's heating demand and improving heat utilization, which helps to increase vehicle mileage.

[0030] like Figure 1 and Figure 7As shown, if the heat in the heat storage unit 19 does not meet the heating requirements, the second circulation mode can be used to defrost the second external heat exchanger 13. Specifically, when the outlet of the second compressor 12 is connected to the second external heat exchanger 13 and the inlet of the second compressor 12 is connected to the first heat exchanger 3, the vehicle thermal management system has a third circulation mode; in the third circulation mode, the second working fluid flows from the second compressor 12 to the second external heat exchanger 13 and the first heat exchanger 3.

[0031] like Figure 1 As shown, the first circuit also includes a first four-way valve 16 and a third throttling device 15; the third throttling device 15 is disposed between the first parallel position of the heat storage heat exchanger 14 and the second external heat exchanger 13 and the first heat exchanger 3; the first port 16a of the first four-way valve 16 is connected to the outlet 12b of the second compressor 12, the second port 16b of the first four-way valve 16 is connected to the second parallel position of the heat storage heat exchanger 14 and the second external heat exchanger 13, the third port 16c of the first four-way valve 16 is connected to the inlet 12a of the second compressor 12, and the fourth port 16d of the first four-way valve 16 is connected to the first heat exchanger 3. It is understandable that the first parallel connection position of the heat storage heat exchanger 14 and the second external heat exchanger 13 refers to the end of the heat storage heat exchanger 14 and the second external heat exchanger 13 that is connected in parallel and is closer to the first heat exchanger 3, and the second parallel connection position of the heat storage heat exchanger 14 and the second external heat exchanger 13 refers to the end of the heat storage heat exchanger 14 and the second external heat exchanger 13 that is connected in parallel and is closer to the second compressor 12.

[0032] When the first port 16a of the first four-way valve 16 is connected to the second port 16b of the first four-way valve 16 and the third port 16c of the first four-way valve 16 is connected to the fourth port 16d of the first four-way valve 16, the second parallel connection position of the second external heat exchanger 13 and the heat storage heat exchanger 14 is connected to the outlet 12b of the second compressor 12, and the first heat exchanger 3 is connected to the inlet 12a of the second compressor 12; when the first port 16a of the first four-way valve 16 is connected to the fourth port 16d of the first four-way valve 16 and the second port 16b of the first four-way valve 16 is connected to the third port 16c of the first four-way valve 16, the second parallel connection position of the second external heat exchanger 13 and the heat storage heat exchanger 14 is connected to the inlet 12a of the second compressor 12, and the first heat exchanger 3 is connected to the outlet 12b of the second compressor 12. The first circuit utilizes a first four-way valve 16 to connect the second external heat exchanger 13 and the heat storage heat exchanger 14 in parallel, and to one of the inlet 12a and outlet 12b of the second compressor 12. The first heat exchanger 3 is connected to the other inlet 12b and outlet 12b of the second compressor 12. This invention simplifies the entire first circuit and reduces the number of components by utilizing the first four-way valve 16.

[0033] In other embodiments, the above function can also be achieved by setting up multiple loops and setting different valves on the loops.

[0034] like Figure 1 As shown, the first circuit also includes a first three-way valve 17. The first port 17a, the second port 17b, and the third port 17c of the first three-way valve 17 are respectively connected to the second port 16b of the first four-way valve 16, the second external heat exchanger 13, and the heat storage heat exchanger 14. Any two of the first ports 17a, 17b, and 17c of the first three-way valve 17 can be connected. This first three-way valve 17 can connect the heat storage heat exchanger 14 and the second external heat exchanger 13 to the second compressor 12, and can also connect the second external heat exchanger 13 to the heat storage heat exchanger 14.

[0035] like Figure 1 and Figure 5 As shown, when the first port 16a of the first four-way valve 16 is connected to the fourth port 16d of the first four-way valve 16, and the second port 16b of the first four-way valve 16 is connected to the third port 16c of the first four-way valve 16, and the first port 17a of the first three-way valve 17 is connected to the second port 17b of the first three-way valve 17, the second air conditioning system is in the first circulation mode.

[0036] like Figure 1 and Figure 3 As shown, when the first port 16a of the first four-way valve 16 is connected to the second port 16b of the first four-way valve 16 and the third port 16c of the first four-way valve 16 is connected to the fourth port 16d of the first four-way valve 16, and the first port 17a of the first three-way valve 17 is connected to the third port 17c of the first three-way valve 17, the second air conditioning system is in the second circulation mode.

[0037] like Figure 1 and Figure 7 As shown, when the first port 16a of the first four-way valve 16 is connected to the second port 16b of the first four-way valve 16 and the third port 16c of the first four-way valve 16 is connected to the fourth port 16d of the first four-way valve 16, and the first port 17a of the first three-way valve 17 is connected to the second port 17b of the first three-way valve 17, the second air conditioning system is in the third circulation mode.

[0038] like Figure 1 and Figure 8As shown, the second loop also includes a high-pressure system 21, which is connected in parallel with the heat storage unit 19, and at least one of the high-pressure system 21 and the heat storage unit 19 is connected to the heat storage heat exchanger 14. When the high-pressure system 21 is connected to the heat storage heat exchanger 14, the second loop is in the high-pressure system heat dissipation mode. In this scheme, the heat storage mode and the high-pressure system heat dissipation mode share a heat storage heat exchanger 14, which improves the utilization rate of components and simplifies the entire system.

[0039] like Figure 1 As shown, the second circuit also includes a second three-way valve 20. The first port 20b, second port 20a, and third port 20c of the second three-way valve 20 are respectively connected to the heat storage exchanger 14, the heat storage unit 19, and the high-pressure system 21. When the first port 20b of the second three-way valve 20 is connected to the second port 20a, the second circuit can realize heat storage in the heat storage unit 19 or utilize the heat storage unit 19 for defrosting. When the first port 20b of the second three-way valve 20 is connected to the third port 20c, the second circuit can realize heat dissipation in the high-pressure system.

[0040] In this embodiment, the high-voltage system 21 may include an electric drive system, which includes a motor.

[0041] In specific implementations, the electric drive system may also include a motor controller, a transmission, etc. Similarly, the high-voltage system may also be a charging and distribution system, which includes DC-DC converters, on-board chargers (OBCs), distribution boxes, etc. The heat storage pipes of the heat storage system may be in contact with the motor windings, IGBTs of the motor controller, and other heat-generating devices. When the low-temperature heat storage agent in the heat storage pipe flows through the motor windings, IGBTs of the motor controller, and other heat-generating devices, it can carry away the heat from these devices. Similarly, the heat generated by the motor windings, IGBTs of the motor controller, and other heat-generating devices can be adjusted to heat the heat storage liquid flowing through these devices.

[0042] In this embodiment, a temperature detection module is provided inside the heat storage unit 19. The temperature detection module can detect the internal temperature of the heat storage unit 19 in real time to achieve effective thermal management.

[0043] like Figure 1 As shown, the second loop also includes a water pump 18, which is located between the heat storage heat exchanger 14 and the parallel-connected high-pressure system 21 and heat storage unit 19. The water pump 18 improves the medium flow efficiency between the heat storage heat exchanger and the high-pressure system or heat storage unit 19. In addition, the second loop also includes a second fan 23, which is located at the heat storage heat exchanger 14. The second fan 23 can improve the heat dissipation efficiency in the high-pressure system heat dissipation mode.

[0044] like Figure 1 As shown, the first compressor 1 has a first inlet 1a, a second inlet 1b and an outlet 1c, and the first air conditioning system also includes a first throttling device 4 and a second throttling device 6. The first throttling device 4 is disposed between the battery heat exchanger 5 and the first heat exchanger 3, and the second throttling device 6 is disposed between the passenger compartment heat exchanger 7 and the first heat exchanger 3.

[0045] The first air conditioning system also includes a second four-way valve 8. The first port 8a of the second four-way valve 8 is connected to the outlet 1c of the first compressor 1. The second port 8b of the second four-way valve 8 is selectively connected to the first external heat exchanger 2 or the battery heat exchanger 5. The third port 8c of the second four-way valve 8 is connected to the second inlet 1b of the first compressor 1. The battery heat exchanger 5 is selectively connected to the fourth port 8d of the second four-way valve 8. The passenger compartment heat exchanger 7 is selectively connected to at least one of the fourth port 8d of the second four-way valve 8 and the first inlet 1a of the first compressor 1.

[0046] like Figure 2 and Figure 3 As shown, when the first port 8a of the second four-way valve 8 is connected to the second port 8b of the second four-way valve 8, the third port 8c of the second four-way valve 8 is connected to the fourth port 8d of the second four-way valve 8, and the battery heat exchanger 5 is connected to the fourth port 8d of the second four-way valve 8, and the passenger compartment heat exchanger 7 is connected to the first inlet 1a of the first compressor 1, the first air conditioning system is in battery cooling mode and passenger compartment cooling mode.

[0047] like Figures 4 to 7 As shown, when the first port 8a of the second four-way valve 8 is connected to the fourth port 8d of the second four-way valve 8, the third port 8c of the second four-way valve 8 is connected to the second port 8b of the second four-way valve 8, and the battery heat exchanger 5 is connected to the fourth port 8d of the second four-way valve 8, and the passenger compartment heat exchanger 7 is connected to the fourth port 8d of the second four-way valve 8, the first air conditioning system is in battery heating mode and passenger compartment heating mode.

[0048] like Figure 8 As shown, when the first port 8a of the second four-way valve 8 is connected to the fourth port 8d of the second four-way valve 8, the second port 8b of the second four-way valve 8 is connected to the third port 8c of the second four-way valve 8, and the battery heat exchanger 5 is connected to the second port 8b of the second four-way valve 8, and the passenger compartment heat exchanger 7 is connected to the fourth port 8d of the second four-way valve 8, the first air conditioning system is in battery cooling mode and passenger compartment heating mode.

[0049] like Figure 9As shown, when the first port 8a of the second four-way valve 8 is connected to the fourth port 8d of the second four-way valve 8, the third port 8c of the second four-way valve 8 is connected to the second port 8b of the second four-way valve 8, and the battery heat exchanger 5 is connected to the fourth port 8d of the second four-way valve 8, and the passenger compartment heat exchanger 7 is connected to the first inlet 1a of the first compressor 1, the first air conditioning system is in battery heating mode and passenger compartment cooling mode.

[0050] like Figure 1 As shown, the first air conditioning system also includes a third three-way valve 9 and a fourth three-way valve 11; the first port 9a of the third three-way valve 9 is connected to the second port 8b of the second four-way valve 8, and the second port 9b and the third port 9c of the third three-way valve 9 are respectively connected to the battery heat exchanger 5 and the first external heat exchanger 2; the first port 11a of the fourth three-way valve 11 is connected to the passenger compartment heat exchanger 7, and the second port 11b and the third port 11c of the fourth three-way valve 11 are respectively connected to the first inlet 1a of the first compressor 1 and the fourth port 8d of the second four-way valve 8; a control valve is provided between the battery heat exchanger 5 and the fourth port 8d of the second four-way valve 8.

[0051] like Figure 1 As shown, the first air conditioning system also includes a first fan 22, which is located at the first vehicle external heat exchanger 2.

[0052] like Figure 1 As shown, the control valve is a fifth three-way valve 10. The first port 10a of the fifth three-way valve 10 is connected to the battery heat exchanger 5. The second port 10b and the third port 10c of the fifth three-way valve 10 are respectively connected to the fourth port 8d of the second four-way valve 8 and the third port 11c of the fourth three-way valve 11. At least two of the inlet and outlets of the fifth three-way valve 10 can be connected. The fifth three-way valve 10 can be used with a single pipeline in both battery heating and crew compartment heating modes, reducing the number of components and simplifying the entire system.

[0053] like Figures 1 to 3As shown, when the first air conditioning system is in battery cooling mode and passenger compartment cooling mode, the first port 8a of the second four-way valve 8 is connected to the second port 8b of the second four-way valve 8, the third port 8c of the second four-way valve 8 is connected to the fourth port 8d of the second four-way valve 8, the first port 10a of the fifth three-way valve 10 is connected to the second port 10b of the fifth three-way valve 10, and the first port 9a of the third three-way valve 9 is connected to the second port 9b of the third three-way valve 9, and the first port 11a of the fourth three-way valve 11 is connected to the second port 11b of the fourth three-way valve 11, so as to connect the outlet of the first compressor 1 with the first external heat exchanger 2, so that the first working fluid enters the battery heat exchanger 5 and the passenger compartment heat exchanger 7 from the first compressor 1 and the first heat exchanger 3 respectively for cooling. The first working fluid passing through the passenger compartment heat exchanger 7 enters the first inlet 1a of the first compressor 1 through the fourth three-way valve 11, and the first working fluid passing through the battery heat exchanger 5 enters the second inlet 1b of the first compressor 1 through the fifth three-way valve 10.

[0054] like Figure 1 and Figure 2 As shown, at this time, the first fan 22 located at the first external heat exchanger 2 is turned on, so that the high temperature and high pressure first working fluid discharged by the first compressor 1 enters the first external heat exchanger 2 through the second four-way valve 8 and the third three-way valve 9 to dissipate heat and obtain a low temperature and high pressure first working fluid. After passing through the first heat exchanger 3, it passes through the first throttling device 4 and the second throttling device 6 respectively to obtain a low temperature and low pressure first working fluid, which enters the battery heat exchanger 5 and the passenger compartment heat exchanger 7 respectively for heat exchange to cool the battery and the passenger compartment.

[0055] At this time, as Figure 2 As shown, the first port 20b of the second three-way valve 20 can be connected to the third port 20c of the second three-way valve 20, and the heat storage heat exchanger 14 can be used to dissipate heat from the high-pressure system. At this time, the second fan 23 can be turned on to improve the heat dissipation efficiency.

[0056] like Figure 3As shown, if the temperature of the heat storage unit 19 is lower than the required storage temperature, the second compressor 12 can be activated. The first port 20b of the second three-way valve 20 is connected to the first port 20a of the second three-way valve 20, and the first port 16a of the first four-way valve 16 is connected to the second port 16b of the first four-way valve 16, and the third port 16c of the first four-way valve 16 is connected to the fourth port 16d of the first four-way valve 16. The first port 17a of the first three-way valve 17 is connected to the third port 17c of the first three-way valve 17. This connects the outlet 12b of the second compressor 12 to the heat storage exchanger 14. In this way, the high-temperature, low-pressure first working fluid exchanges heat with the second working fluid at the first heat exchanger 3. The heat-absorbing second working fluid is then stored in the heat storage unit 19 via the second compressor 12 and the heat storage exchanger 4. This mode achieves the recovery and reuse of heat generated by the first air conditioning system, resulting in good performance and effectively avoiding energy waste.

[0057] like Figures 4 to 7 As shown, the first air conditioning system is in battery heating mode and passenger compartment heating mode. At this time, the first port 8a of the second four-way valve 8 is connected to the fourth port 8d, the second port 8b of the second four-way valve 8 is connected to the third port 8c, the first port 9a of the third three-way valve 9 is connected to the second port 9b, the first port 11a of the fourth three-way valve 11 is connected to the third port 11c, and the inlet of the fifth three-way valve 10 is connected to both its first and second outlets. At this time, the high-temperature, high-pressure first working fluid discharged from the first compressor 1 enters the battery heat exchanger 5 through the second four-way valve 8 and the fifth three-way valve 10 to heat the battery, and the high-temperature, high-pressure first working fluid enters the passenger compartment heat exchanger 5 through the second four-way valve 8, the fifth three-way valve 10, and the fourth three-way valve 11 to heat the passenger compartment, thus achieving battery heating and passenger compartment heating.

[0058] like Figure 4 As shown, the first air conditioning system is in battery heating mode and passenger compartment heating mode, at which time the first fan 22 is turned on.

[0059] like Figure 5As shown, when the first air conditioning system is in battery heating mode and passenger compartment heating mode, and the outdoor temperature is low enough to affect the heating efficiency of the first air conditioning system, the second compressor 12 operates. The first port 16a of the first four-way valve 16 connects to the fourth port 16d, and the second port 16b connects to the third port 16c. The second external heat exchanger 13 connects to the second port 16b of the first four-way valve 16. At this time, the high-temperature, high-pressure second medium enters the first heat exchanger 3 from the second compressor 12 and exchanges heat with the first working fluid of the first air conditioning system to heat the first working fluid and improve the heating efficiency of the first air conditioning system. The second air conditioning system is then in the first circulation mode. When to activate the first circulation mode depends on the ambient temperature and the characteristics of the first working fluid. Due to the extremely low ambient temperature, after the first compressor 1 of the first air conditioning system starts, its work is primarily used to heat the first working fluid and refrigerant oil at low temperatures for a short period. This results in a slow rise in exhaust temperature during the initial startup time, hindering rapid heating and leading to poor heating performance. Therefore, the second air conditioning system compensates for the temperature of the first working fluid flowing into the first compressor 1 of the first air conditioning system. This increases the temperature of the first working fluid in the first air conditioning system, thereby increasing the return gas temperature and pressure of the first compressor 1. This improves the heating capacity and efficiency of the first air conditioning system, resolving the problem of slow heating and poor heating performance in electric vehicles under low or ultra-low temperature conditions, and enhancing user comfort. Simultaneously, it effectively improves the driving range of electric vehicle batteries.

[0060] like Figure 6 As shown, when the first air conditioning system is in battery heating mode and passenger compartment heating mode, and the outdoor temperature does not affect the heating efficiency of the first air conditioning system, if the second external radiator requires defrosting, and if the heat storage unit meets the conditions, the second air conditioning system is put into the second circulation mode. In the second circulation mode, the second compressor 12 does not work, the first port 20b of the second three-way valve 20 is connected to the second port 20a of the second three-way valve 20, and the second port 17b of the first three-way valve 17 is connected to the third port 17c of the first three-way valve 17. At this time, the heat in the heat storage unit enters the first circuit through the heat storage heat exchanger 14, and reaches the second external heat exchanger 13 through the first circuit to achieve defrosting. Using the heat storage unit for defrosting at this time reduces the heating burden of the first air conditioning system, ensuring the heating needs of the battery pack and passenger compartment, thereby ensuring the battery is at a suitable operating temperature and helping to improve driving range.

[0061] like Figure 7As shown, if the second external radiator requires defrosting and the temperature inside the heat storage unit is low, the second air conditioning system is set to the third circulation mode. In the third circulation mode, the second compressor 12 operates, the first port 16a of the first four-way valve 16 is connected to the second port 16b of the first four-way valve 16, and the fourth port 16d of the first four-way valve 16 is connected to the third port 16c of the first four-way valve 16. The first port 17a of the first three-way valve 17 is connected to the second port 17b of the first three-way valve 17. The high-temperature and high-pressure second working fluid enters the second external heat exchanger 13 through the second compressor 12 to achieve defrosting.

[0062] like Figure 8 As shown, if the battery pack requires cooling and the passenger compartment requires heating, then the first port 8a of the second four-way valve 8 is connected to the fourth port 8d of the second four-way valve 8, the second port 8b of the second four-way valve 8 is connected to the third port 8c of the second four-way valve 8, the second port 10b of the fifth three-way valve 10 is connected to the third port 10c of the fifth three-way valve 10, the second port 9b and the third port 9c of the third three-way valve 9 are both connected to the first port 9a of the third three-way valve 9, and the third port 11c of the fourth three-way valve 11 is connected to the first port 11a of the fourth three-way valve 11. At this time, the first air conditioning system is in battery cooling mode and passenger compartment heating mode. In this way, the high-temperature and high-pressure first working fluid enters the passenger compartment heat exchanger 7 through the fifth three-way valve 10 and the fourth three-way valve 11 to heat the passenger compartment, and then passes through the second throttling device 6 to obtain the low-temperature and low-pressure second working fluid. It then passes through the first throttling device 4 to enter the battery pack heat exchanger 5 to cool the battery pack. Another part of the low-temperature and low-pressure second working fluid absorbs heat through the first heat exchanger 3 and the second external heat exchanger 2, and then returns to the first compressor 1 through the third three-way valve 9 and the second four-way valve 8.

[0063] like Figure 9As shown, if the battery pack requires heating and the passenger compartment requires cooling, then the first port 8a of the second four-way valve 8 is connected to the fourth port 8d of the second four-way valve 8, the second port 8b of the second four-way valve 8 is connected to the third port 8c of the second four-way valve 8, the first port 9a of the third three-way valve 9 is connected to the second port 9b of the third three-way valve 9, the first port 10a of the fifth three-way valve 10 is connected to the second port 10b of the fifth three-way valve 10, and the first port 11a of the fourth three-way valve 11 is connected to the second port 11b of the fourth three-way valve 11. At this time, the first air conditioning system is in battery heating mode and passenger compartment cooling mode. In this way, the high-temperature and high-pressure first working fluid enters the battery pack heat exchanger 5 through the fifth three-way valve 10 to heat the battery pack. The cooled, low-temperature and high-pressure first working fluid enters the passenger compartment heat exchanger 7 through the first throttling device 4 and the second throttling device 6 to cool the passenger compartment. Another part of the first working fluid enters the rear passenger compartment heat exchanger 7 after being cooled and depressurized through the first heat exchanger 3, the second external heat exchanger 2, and the second throttling device 6 to cool the passenger compartment. Then it returns to the first compressor 1 through the third three-way valve 9 and the second four-way valve 8.

[0064] In this embodiment, the first working fluid in the first air conditioning system can be a medium-temperature refrigerant such as R134a or R1234yf; the refrigerant in the second air conditioning system is a second working fluid, which can be a low-temperature refrigerant such as R290, CO2, or R23. The heat storage unit can be a water tank or other device capable of storing heat. In this embodiment, the low-temperature heat storage agent in the heat storage unit can be an environmentally friendly liquid with a high specific heat, including but not limited to water and ethylene glycol.

[0065] For example, the heat storage unit 19 can be filled with materials that have strong heat storage capacity, large latent heat of phase change, and large specific heat for heat storage.

[0066] In this embodiment, the first throttling device 4 and the second throttling device 6 can be any type of throttling element, preferably an electronic expansion valve. This allows the electronic expansion valve to be controlled by a circuit control system, improving the automation and control accuracy of the first air conditioning system. The function of the first throttling device 4 and the second throttling device 6 is to convert the low-temperature, high-pressure liquid refrigerant into a low-temperature, low-pressure liquid refrigerant.

[0067] In this embodiment, the battery heat exchanger 5 is located at the vehicle battery, and the passenger compartment heat exchanger 7 is located inside the passenger compartment.

[0068] In this embodiment, the third throttling device 15 can be any type of throttling element, preferably an electronic expansion valve. This allows the electronic expansion valve to be controlled by a circuit control system, improving the automation and control accuracy of the first air conditioning system. The function of the third throttling device 15 is to convert the low-temperature, high-pressure liquid refrigerant into a low-temperature, low-pressure liquid refrigerant.

[0069] The present invention also provides a vehicle that includes the above-described vehicle thermal management system.

[0070] In this embodiment, the vehicle can be a pure electric vehicle or a hybrid vehicle with an electric motor.

[0071] The vehicle provided by this invention, due to the aforementioned vehicle thermal management system, will not experience a situation where the vehicle battery and passenger cabin cannot be heated, thereby improving the vehicle battery's range and user comfort.

[0072] The various embodiments of the present invention have been described above. These descriptions are exemplary and not exhaustive, and are not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or technical improvements to the embodiments in the market, or to enable others skilled in the art to understand the embodiments disclosed herein. The scope of the invention is defined by the appended claims.

Claims

1. A vehicle thermal management system, characterized in that, include: First air conditioning system and second air conditioning system; The first air conditioning system includes a first compressor (1), a first external heat exchanger (2), a first heat exchanger (3), and heat exchange components connected in sequence. The heat exchange components include a passenger compartment heat exchange component (7) and a battery heat exchange component (5). The passenger compartment heat exchange component (7) and the battery heat exchange component (5) are arranged in parallel. The first air conditioning system is used to heat or cool the passenger compartment and the battery. The first air conditioning system is provided with a first working fluid. The second air conditioning system includes a first circuit and a second circuit; The first circuit includes a second compressor (12), a second external heat exchanger (13), a heat storage heat exchanger (14), and the first heat exchanger (3). The second external heat exchanger (13) is connected in parallel with the heat storage heat exchanger (14) and is connected to one of the inlet (12a) and outlet (12b) of the second compressor (12). The first heat exchanger (3) is connected to the other of the inlet (12a) and outlet (12b) of the second compressor (12). A second working fluid is provided in the first circuit, and the boiling point of the second working fluid is lower than that of the first working fluid. The second circuit includes a heat storage unit (19) and the heat storage heat exchanger (14), wherein the heat storage unit (19) is connected to the heat storage heat exchanger (14) to store the heat of the heat storage heat exchanger (14); The first air conditioning system and the second air conditioning system are two independent air conditioning systems.

2. The vehicle thermal management system according to claim 1, characterized in that, When the outlet (12b) of the second compressor (12) is connected to the first heat exchanger (3) and the inlet (12a) of the second compressor (12) is connected to the second external heat exchanger (13), the second air conditioning system has a first circulation mode; In the first cycle mode, the second working fluid flows from the second compressor (12) through the first heat exchanger (3) to the second external heat exchanger (13).

3. The vehicle thermal management system according to claim 1 or 2, characterized in that, The second external heat exchanger (13) can be connected to the heat storage heat exchanger (14) to form a defrost circuit, and the second air conditioning system has a defrost mode; In the defrosting mode, the heat storage unit (19) is connected to the heat storage heat exchanger (14) and the second external heat exchanger (13) is connected to the heat storage heat exchanger (14).

4. The vehicle thermal management system according to claim 3, characterized in that, When the outlet (12b) of the second compressor (12) is connected to the heat storage heat exchanger (14) and the inlet (12a) of the second compressor (12) is connected to the first heat exchanger (3), the second air conditioning system has a second circulation mode; In the second circulation mode, the second working fluid flows from the first heat exchanger (3) and the second compressor (12) to the heat storage heat exchanger (14), the heat storage heat exchanger is connected to the heat storage unit (19), and the heat storage unit is in a heat storage state.

5. The vehicle thermal management system according to claim 3, characterized in that, When the outlet (12b) of the second compressor (12) is connected to the second external heat exchanger (13) and the inlet (12a) of the second compressor (12) is connected to the first heat exchanger (3), the second air conditioning system has a third circulation mode; In the third cycle mode, the second working fluid flows from the second compressor (12) to the second external heat exchanger (13) and the first heat exchanger (3).

6. The vehicle thermal management system according to claim 1, characterized in that, The first circuit also includes a first four-way valve (16) and a third throttling device (15). The third throttling device (15) is located between the first parallel position of the heat storage heat exchanger (14) and the second external heat exchanger (13) and the first heat exchanger (3); The first port (16a) of the first four-way valve (16) is connected to the outlet (12b) of the second compressor (12); The second port (16b) of the first four-way valve (16) is connected to the second parallel position of the heat storage heat exchanger (14) and the second vehicle exterior heat exchanger (13); The third port (16c) of the first four-way valve (16) is connected to the inlet (12a) of the second compressor (12); The fourth port (16d) of the first four-way valve (16) is connected to the first heat exchanger (3); When the first port (16a) of the first four-way valve (16) is connected to the second port (16b) of the first four-way valve (16) and the third port (16c) of the first four-way valve (16) is connected to the fourth port (16d) of the first four-way valve (16), the second parallel position of the second vehicle external heat exchanger (13) and the heat storage heat exchanger (14) is connected to the outlet (12b) of the second compressor (12), and the first heat exchanger (3) is connected to the inlet (12a) of the second compressor (12); When the first port (16a) of the first four-way valve (16) is connected to the fourth port (16d) of the first four-way valve (16), and the second port (16b) of the first four-way valve (16) is connected to the third port (16c) of the first four-way valve (16), the second parallel position of the second vehicle external heat exchanger (13) and the heat storage heat exchanger (14) is connected to the inlet (12a) of the second compressor (12), and the first heat exchanger (3) is connected to the outlet (12b) of the second compressor (12).

7. The vehicle thermal management system according to claim 6, characterized in that, The first circuit also includes a first three-way valve (17); The first circuit also includes a first three-way valve (17), the first port (17a), the second port (17b) and the third port (17c) of the first three-way valve (17) are respectively connected to the second port (16b) of the first four-way valve (16), the second external heat exchanger (13) and the heat storage heat exchanger (14), and any two of the first port (17a), the second port (17b) and the third port (17c) of the first three-way valve (17) can be connected.

8. The vehicle thermal management system according to claim 1, characterized in that, The second circuit also includes a high-voltage system (21); The high-pressure system (21) is connected in parallel with the heat storage unit (19), and at least one of the high-pressure system (21) and the heat storage unit (19) is connected to the heat storage heat exchanger (14). When the high-pressure system (21) is connected to the heat storage heat exchanger (14), the second circuit is in the high-pressure system heat dissipation mode.

9. The vehicle thermal management system according to claim 8, characterized in that, The second circuit also includes a second three-way valve (20), the first port (20b), the second port (20a) and the third port (20c) of the second three-way valve (20) are respectively connected to the heat storage heat exchanger (14), the heat storage unit (19) and the high pressure system (21).

10. The vehicle thermal management system according to claim 8, characterized in that, The second circuit also includes a water pump (18), which is located between the heat storage heat exchanger (14) and the high-pressure system (21) and the heat storage unit (19) connected in parallel.

11. The vehicle thermal management system according to claim 8, characterized in that, The second circuit also includes a second fan (23), which is located at the heat storage heat exchanger (14).

12. The vehicle thermal management system according to claim 1, characterized in that, The first air conditioning system also includes a first throttling device (4) and a second throttling device (6); The first throttling device (4) is disposed between the battery heat exchanger (5) and the first heat exchanger (3); The second throttling device (6) is disposed between the crew compartment heat exchanger (7) and the first heat exchanger (3).

13. The vehicle thermal management system according to claim 1, characterized in that, The first compressor (1) has a first inlet (1a), a second inlet (1b) and an outlet (1c).

14. The vehicle thermal management system according to claim 1, characterized in that, The first air conditioning system also includes a second four-way valve (8); The first port (8a) of the second four-way valve (8) is connected to the outlet (1c) of the first compressor (1); The second port (8b) of the second four-way valve (8) is selectively connected to the first external heat exchanger (2) or the battery heat exchanger (5); The third port (8c) of the second four-way valve (8) is connected to the second inlet (1b) of the first compressor (1); The battery heat exchanger (5) may be selectively connected to the fourth port (8d) of the second four-way valve (8); The crew compartment heat exchanger (7) may be selectively connected to at least one of the fourth port (8d) of the second four-way valve (8) and the first inlet (1a) of the first compressor (1); When the first port (8a) of the second four-way valve (8) is connected to the second port (8b) of the second four-way valve (8), the third port (8c) of the second four-way valve (8) is connected to the fourth port (8d) of the second four-way valve (8), and the battery heat exchanger (5) is connected to the fourth port (8d) of the second four-way valve (8), and the passenger compartment heat exchanger (7) is connected to the first inlet (1a) of the first compressor (1), the first air conditioning system is in battery cooling mode and passenger compartment cooling mode; When the first port (8a) of the second four-way valve (8) is connected to the fourth port (8d) of the second four-way valve (8), the third port (8c) of the second four-way valve (8) is connected to the second port (8b) of the second four-way valve (8), and the battery heat exchanger (5) is connected to the fourth port (8d) of the second four-way valve (8), and the passenger compartment heat exchanger (7) is connected to the fourth port (8d) of the second four-way valve (8), the first air conditioning system is in battery heating mode and passenger compartment heating mode; When the first port (8a) of the second four-way valve (8) is connected to the fourth port (8d) of the second four-way valve (8), the second port (8b) of the second four-way valve (8) is connected to the third port (8c) of the second four-way valve (8), and the battery heat exchanger (5) is connected to the second port (8b) of the second four-way valve (8), and the passenger compartment heat exchanger (7) is connected to the fourth port (8d) of the second four-way valve (8), the first air conditioning system is in battery cooling mode and passenger compartment heating mode; When the first port (8a) of the second four-way valve (8) is connected to the fourth port (8d) of the second four-way valve (8), the third port (8c) of the second four-way valve (8) is connected to the second port (8b) of the second four-way valve (8), and the battery heat exchanger (5) is connected to the fourth port (8d) of the second four-way valve (8), and the passenger compartment heat exchanger (7) is connected to the first inlet (1a) of the first compressor (1), the first air conditioning system is in battery heating mode and passenger compartment cooling mode.

15. The vehicle thermal management system according to claim 14, characterized in that, The first air conditioning system also includes a third three-way valve (9) and a fourth three-way valve (11). The first port (9a) of the third three-way valve (9) is connected to the second port (8b) of the second four-way valve (8), and the second port (9b) and the third port (9c) of the third three-way valve (9) are respectively connected to the first vehicle external heat exchanger (2) and the battery heat exchanger (5); The first port (11a) of the fourth three-way valve (11) is connected to the crew compartment heat exchanger (7), and the second port (11b) and the third port (11c) of the fourth three-way valve (11) are respectively connected to the first inlet (1a) of the first compressor (1) and the fourth port (8d) of the second four-way valve (8). A control valve is provided between the battery heat exchanger (5) and the fourth port (8d) of the second four-way valve (8).

16. The vehicle thermal management system according to claim 15, characterized in that, The control valve is a fifth three-way valve (10). The first port (10a) of the fifth three-way valve (10) is connected to the battery heat exchanger (5). The second port (10b) and the third port (10c) of the fifth three-way valve (10) are respectively connected to the fourth port (8d) of the second four-way valve (8) and the third port (11c) of the fourth three-way valve (11).

17. A vehicle, characterized in that, Includes a vehicle thermal management system according to any one of claims 1-16.

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