Vehicle

Abstract

The application discloses a vehicle, which comprises a vehicle body and a first heat exchange system. The first heat exchange system is arranged on the vehicle body. The first heat exchange system comprises a first heat exchange loop for a first heat exchange medium to flow through in a first direction. The first heat exchange system further comprises, in the first direction, a compressor, a first heat exchanger, a first expansion valve, a structure to be heat exchanged, a second expansion valve and an accumulator, which are arranged in sequence on the first heat exchange loop. The first heat exchange system further comprises a first fan for guiding air to flow through the first heat exchanger. The technical scheme of the application aims to reduce the failure rate of the heat exchange system.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle. Background Technology

[0002] Currently, vehicle heat exchange systems rely on four-way reversing valves to change the refrigerant flow direction for cooling and heating. When a vehicle encounters uneven terrain while driving, it experiences severe vibrations, which in turn cause the four-way reversing valve to vibrate violently. Researchers have found that the four-way reversing valve is prone to damage during vibration, resulting in a high failure rate for the heat exchange system. Summary of the Invention

[0003] The main objective of this invention is to provide a vehicle designed to reduce the failure rate of the heat exchange system.

[0004] To achieve the above objectives, the vehicle proposed in this invention includes:

[0005] The vehicle body; and

[0006] A first heat exchange system is provided on the vehicle body. The first heat exchange system includes a first heat exchange circuit through which a first heat exchange medium flows in a first direction. The first heat exchange system also includes a compressor, a first heat exchanger, a first expansion valve, a structure to be heat exchanged, a second expansion valve, and a liquid collector, which are sequentially arranged in the first heat exchange circuit in the first direction. The first heat exchange system also includes a first fan for guiding airflow through the first heat exchanger.

[0007] Optionally, the vehicle body is provided with a passenger compartment, and the heat exchange structure is configured as a second heat exchanger connected to the passenger compartment. The first heat exchange system further includes a second fan for guiding airflow through the second heat exchanger, and the second fan is also used to guide the airflow flowing through the second heat exchanger through the passenger compartment.

[0008] Optionally, the first heat exchange system further includes a heater disposed between the second fan and the second heat exchanger, wherein the second fan is used to guide airflow sequentially through the heater and the second heat exchanger.

[0009] Optionally, the first heat exchange circuit includes a first pipe section having a first end and a second end, and a second pipe section having both ends connected to the first end and the second end respectively. The compressor, the first heat exchanger, the second expansion valve, and the liquid collector are all located in the first pipe section. The first expansion valve and the second heat exchanger are both located in the second pipe section. The first heat exchange system also includes a first shut-off valve located in the second pipe section, a third pipe section having both ends connected to the first end and the second end respectively, and the first heat exchange system also includes a third expansion valve, a battery pack, and a second shut-off valve all located in the third pipe section. The third expansion valve is located downstream of the first heat exchanger, and the battery pack is located downstream of the third expansion valve and upstream of the second expansion valve.

[0010] Optionally, the first shut-off valve is located downstream of the first heat exchanger and upstream of the first expansion valve, the second shut-off valve is located downstream of the battery pack and upstream of the second expansion valve, the second pipe section includes a fourth pipe section connecting the first expansion valve and the first shut-off valve, the third pipe section includes a fifth pipe section connecting the battery pack and the second shut-off valve, and the first heat exchange system further includes a sixth pipe section connecting the fourth pipe section and the fifth pipe section, and a third shut-off valve located in the sixth pipe section.

[0011] Optionally, the vehicle body is provided with an openable and closable air intake structure, and the first fan is used to guide the airflow entering from the air intake structure through the first heat exchanger.

[0012] Optionally, the vehicle further includes a second heat exchange system disposed in the vehicle body. The second heat exchange system includes a second heat exchange circuit through which the engine oil flows, a drive motor disposed in the second heat exchange circuit, a third heat exchanger disposed in the second heat exchange circuit, a pump body disposed in the second heat exchange circuit, and a third fan for guiding airflow through the third heat exchanger.

[0013] Optionally, the second heat exchange circuit includes a seventh pipe section having a third end and a fourth end, and an eighth pipe section having both ends connected to the third end and the fourth end respectively. The drive motor, the third heat exchanger, and the pump body are all located in the seventh pipe section. The second heat exchange system also includes a fourth shut-off valve located in the eighth pipe section, a ninth pipe section having both ends connected to the third end and the fourth end respectively, and a fifth shut-off valve located in the ninth pipe section. The vehicle also includes a fourth heat exchanger located in the ninth pipe section and the first heat exchange circuit.

[0014] Optionally, the drive motor includes a motor body, a motor controller electrically connected to the motor body, and an auxiliary drive controller electrically connected to the motor body, wherein the motor body, the motor controller, and the auxiliary drive controller are all located in the second heat exchange circuit.

[0015] Optionally, the first fan and the third fan are configured as the same fan.

[0016] In the technical solution of the present invention, the vehicle includes a vehicle body and a first heat exchange system. The first heat exchange system is disposed in the vehicle body and includes a first heat exchange circuit through which a first heat exchange medium flows in a first direction. The first heat exchange system also includes a compressor, a first heat exchanger, a first expansion valve, a structure to be heat exchanged, a second expansion valve, and a liquid collector, which are sequentially disposed in the first heat exchange circuit in the first direction. The first heat exchange system also includes a first fan for guiding airflow through the first heat exchanger.

[0017] Thus, when the structure to be heated needs heating, the compressor drives the first heat exchange medium to flow sequentially through the first heat exchanger, the first expansion valve, the structure to be heated, the second expansion valve, and the accumulator, finally returning the first heat exchange medium to the compressor. With the first fan off, the high-temperature, high-pressure first heat exchange medium output from the compressor experiences less heat loss as it flows through the first heat exchanger, maintaining a relatively high temperature. The opening of the first expansion valve is adjusted so that it is approximately equal to the diameter of the pipe in which it is located, preventing the first heat exchange medium from being throttled and depressurized before flowing through the structure to be heated. Thus, when the first heat exchange medium flows through the structure, the higher-temperature medium exchanges heat with the structure, increasing its temperature. The opening of the second expansion valve is adjusted so that it is smaller than the diameter of the pipe in which it is located, allowing the second expansion valve to throttle and depressurize the first heat exchange medium. Subsequently, the liquid collector performs gas-liquid separation on the first heat exchange medium, and the separated first heat exchange medium flows back to the compressor.

[0018] When the structure to be cooled requires cooling, the compressor drives the first heat exchange medium to flow sequentially through the first heat exchanger, the first expansion valve, the structure to be cooled, the second expansion valve, and the accumulator, finally returning the first heat exchange medium to the compressor. The first fan is on, guiding airflow through the first heat exchanger, causing significant heat dissipation as the high-temperature, high-pressure first heat exchange medium from the compressor flows through it, thus lowering its temperature. The opening of the first expansion valve is adjusted so that its opening is smaller than the pipe diameter, throttling and depressurizing the first heat exchange medium. In this way, when the first heat exchange medium flows through the structure to be cooled, the lower-temperature medium exchanges heat with the structure, reducing its temperature. Adjust the opening of the second expansion valve so that the opening of the second expansion valve is approximately equal to the diameter of the pipeline where the second expansion valve is located, so as to avoid the first heat exchange medium being throttled and depressurized at the second expansion valve. After that, the liquid collector performs gas-liquid separation on the first heat exchange medium, and the first heat exchange medium after gas-liquid separation flows back to the compressor.

[0019] It can be seen that, whether cooling or heating the heat exchange structure, the flow direction of the first heat exchange medium in the first heat exchange system is always the first direction. Thus, this scheme can achieve cooling and heating of the heat exchange structure without using a four-way reversing valve. In addition, not using a four-way reversing valve also simplifies the pipeline. Specifically, the ring-shaped first heat exchange loop structure is relatively simple. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0021] Figure 1 This is a partial structural schematic diagram of an embodiment of the vehicle of the present invention;

[0022] Explanation of icon numbers:

[0023]

[0024]

[0025] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0026] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0027] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0028] In this invention, unless otherwise explicitly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean abutting; it can mean the internal communication of two elements or the interaction between two elements, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0029] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the meaning of "and / or" throughout the text includes three parallel solutions; for example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0030] Currently, vehicle heat exchange systems rely on four-way reversing valves to change the refrigerant flow for cooling and heating. When a vehicle encounters uneven terrain, it experiences severe vibrations, causing the four-way reversing valve to vibrate violently as well. Researchers have found that these valves are prone to damage during vibration, resulting in a high failure rate for the heat exchange system. Therefore, this invention proposes a vehicle design aimed at reducing the failure rate of the heat exchange system.

[0031] Reference Figure 1 In one embodiment of the present invention, the vehicle includes a vehicle body and a first heat exchange system. The first heat exchange system is disposed in the vehicle body and includes a first heat exchange circuit 110 through which a first heat exchange medium flows in a first direction. The first heat exchange system also includes a compressor 120, a first heat exchanger 130, a first expansion valve 150, a structure to be heat exchanged 160, a second expansion valve 180, and a liquid collector 190, which are sequentially disposed in the first heat exchange circuit 110 in the first direction. The first heat exchange system also includes a first fan 200 for guiding airflow through the first heat exchanger 130.

[0032] Thus, when the heat exchange structure 160 needs heating, the compressor 120 drives the first heat exchange medium to flow sequentially through the first heat exchanger 130, the first expansion valve 150, the heat exchange structure 160, the second expansion valve 180, and the accumulator 190, finally returning the first heat exchange medium to the compressor 120. The first fan 200 is in the off state, so that when the high-temperature, high-pressure first heat exchange medium output from the compressor 120 flows through the first heat exchanger 130, heat loss is reduced, thus maintaining a relatively high temperature for the first heat exchange medium. The opening of the first expansion valve 150 is adjusted so that its opening is approximately equal to the pipe diameter of the pipeline where it is located, preventing the first heat exchange medium from being throttled and depressurized before flowing through the heat exchange structure 160. Thus, when the first heat exchange medium flows through the heat exchange structure 160, the higher-temperature first heat exchange medium exchanges heat with the heat exchange structure 160, thereby increasing the temperature of the heat exchange structure 160. The opening of the second expansion valve 180 is adjusted so that it is smaller than the diameter of the pipeline in which the second expansion valve 180 is located, thereby enabling the second expansion valve 180 to throttle and reduce the pressure of the first heat exchange medium. Subsequently, the liquid collector 190 performs gas-liquid separation on the first heat exchange medium, and the separated first heat exchange medium flows back to the compressor 120.

[0033] When the heat exchange structure 160 needs cooling, the compressor 120 drives the first heat exchange medium to flow sequentially through the first heat exchanger 130, the first expansion valve 150, the heat exchange structure 160, the second expansion valve 180, and the accumulator 190, finally returning the first heat exchange medium to the compressor 120. The first fan 200 is in the open state, guiding airflow through the first heat exchanger 130, so that when the high-temperature, high-pressure first heat exchange medium output from the compressor 120 flows through the first heat exchanger 130, a significant amount of heat is dissipated, resulting in a lower temperature for the first heat exchange medium. The opening of the first expansion valve 150 is adjusted so that its opening is smaller than the pipe diameter of the pipeline where the first expansion valve 150 is located, thus throttling and reducing the pressure of the first heat exchange medium. In this way, when the first heat exchange medium flows through the heat exchange structure 160, the lower-temperature first heat exchange medium exchanges heat with the heat exchange structure 160, thereby lowering the temperature of the heat exchange structure 160. The opening of the second expansion valve 180 is adjusted so that the opening of the second expansion valve 180 is approximately equal to the pipe diameter of the pipeline where the second expansion valve 180 is located, so as to avoid the first heat exchange medium being throttled and depressurized at the second expansion valve 180. After that, the liquid collector 190 performs gas-liquid separation on the first heat exchange medium, and the first heat exchange medium after gas-liquid separation flows back to the compressor 120.

[0034] It can be seen that, whether cooling or heating the heat exchange structure 160, the flow direction of the first heat exchange medium is always in the first direction. Thus, this solution can achieve cooling and heating of the heat exchange structure 160 without using a four-way reversing valve. In addition, not using a four-way reversing valve also simplifies the piping. Specifically, the annular structure of the first heat exchange loop 110 is relatively simple.

[0035] It is worth mentioning that the first heat exchange medium may, but is not limited to, be a refrigerant. Furthermore, there are many ways in which the first fan 200 guides the airflow through the first heat exchanger 130. For example, the rotation axis of the first fan 200 may pass through the first heat exchanger 130, so that the first fan 200 and the first heat exchanger 130 are positioned opposite each other. Alternatively, the first fan 200 and the first heat exchanger 130 may be connected via a ventilation duct, in which case the positions of the first fan 200 and the first heat exchanger 130 are quite flexible.

[0036] Optionally, in one embodiment, the vehicle body has a passenger compartment, and the heat exchange structure 160 is configured as a second heat exchanger connected to the passenger compartment. The first heat exchange system further includes a second fan 211 for guiding airflow through the second heat exchanger. The second fan 211 is also used to guide the airflow through the second heat exchanger to flow through the passenger compartment. Thus, when the first heat exchange medium lowers the temperature of the second heat exchanger, the second fan 211 can be turned on to guide airflow through the second heat exchanger. After heat exchange with the second heat exchanger, the airflow temperature is lower, and the second fan 211 guides the lower-temperature airflow to the passenger compartment to lower the temperature of the passenger compartment, thereby achieving cooling of the passenger compartment. Similarly, when the first heat exchange medium raises the temperature of the second heat exchanger, the second fan 211 can be turned on to guide airflow through the second heat exchanger. After heat exchange with the second heat exchanger, the airflow temperature is higher, and the second fan 211 guides the higher-temperature airflow to the passenger compartment to raise the temperature of the passenger compartment, thereby achieving heating of the passenger compartment. However, this design is not limited to this. In other embodiments, the vehicle body is provided with a storage compartment, and the heat exchange structure 160 is configured as a fourth heat exchanger 400 connected to the storage compartment. The first heat exchange system also includes a fourth fan for guiding airflow through the fourth heat exchanger 400. The fourth fan is also used to guide the airflow through the fourth heat exchanger 400 to flow through the storage compartment. Alternatively, the heat exchange structure 160 can be configured as a battery pack 240, and the first heat exchange medium can be used to achieve cooling and heating of the battery pack 240.

[0037] It should be noted that there are many ways for the second fan 211 to guide the airflow through the second heat exchanger. For example, the rotation axis of the second fan 211 can pass through the second heat exchanger, so that the second fan 211 and the second heat exchanger are positioned opposite each other. Another example is that the second fan 211 and the second heat exchanger are connected through a ventilation duct. In this case, the positions of the second fan 211 and the second heat exchanger are more flexible.

[0038] Optionally, in one embodiment, the first heat exchange system further includes a heater 210 disposed between the second fan 211 and the second heat exchanger. The second fan 211 guides airflow sequentially through the heater 210 and the second heat exchanger. Thus, when the first heat exchange medium raises the temperature of the second heat exchanger, the second fan 211 and the heater 210 can be turned on. The airflow guided by the second fan 211 can be preheated by the heater 210 before flowing through the second heat exchanger. The preheated airflow is further heated as it flows through the second heat exchanger, and the further heated airflow enters the passenger compartment under the guidance of the second fan 211, thereby improving the efficiency of heating the passenger compartment. It is understood that when the user needs cooling of the passenger compartment, the heater 210 can be turned off.

[0039] It should be noted that heater 210 may be configured as, but is not limited to, PTC heater 210. In addition, heater 210 may be a low-voltage or high-voltage component.

[0040] Furthermore, there are many ways to position the heater 210 between the second fan 211 and the second heat exchanger. For example, in the extension direction of the rotation axis of the second fan 211, the second fan 211, the heater 210, and the second heat exchanger are arranged sequentially, so that the heater 210 is positioned opposite to the second fan 211 and the second heat exchanger respectively in the extension direction of the rotation axis of the second fan 211. Another example is that the second fan 211 and the second heat exchanger are connected through a ventilation duct, in which case the heater 210 is located within the ventilation duct, so that the heater 210 is downstream of the second fan 211 and upstream of the second heat exchanger.

[0041] Optionally, in one embodiment, the first heat exchange circuit 110 includes a first pipe section 111 having a first end and a second end, and a second pipe section 112 having both ends connected to the first end and the second end respectively. The compressor 120, the first heat exchanger 130, the second expansion valve 180, and the liquid collector 190 are all located in the first pipe section 111, and the first expansion valve 150 and the second heat exchanger are all located in the second pipe section 112. The first heat exchange system also includes a first shut-off valve 140 located in the second pipe section 112, and a third pipe section 220 having both ends connected to the first end and the second end respectively. The first heat exchange system also includes a third expansion valve 230, a battery pack 240, and a second shut-off valve 260 all located in the third pipe section 220. The third expansion valve 230 is located downstream of the first heat exchanger 130, and the battery pack 240 is located downstream of the third expansion valve 230 and upstream of the second expansion valve 180.

[0042] Thus, when the first shut-off valve 140 is open and the second shut-off valve 260 is closed, the first pipe section 111 and the second pipe section 112 are connected, while the third pipe section 220 is blocked. In this way, the compressor 120 can drive the first heat exchange medium from the first pipe section 111 to the second pipe section 112, and then allow the first heat exchange medium to flow back from the second pipe section 112 to the first pipe section 111. When the first heat exchange medium flows through the second pipe section 112, it can cool and heat the second heat exchanger, thereby cooling and heating the passenger compartment. During the cooling process of the passenger compartment, the first heat exchange medium needs to be throttled and depressurized at the first expansion valve 150, but not at the second expansion valve 180, and the first fan 200 needs to be in the open state. During the heating process of the passenger compartment, the first heat exchange medium needs to be throttled and depressurized without throttling at the first expansion valve 150, but at the second expansion valve 180, and the first fan 200 needs to be in the closed state.

[0043] When the first shut-off valve 140 is closed and the second shut-off valve 260 is open, the first pipe section 111 and the third pipe section 220 are connected, while the second pipe section 112 is blocked. Thus, the compressor 120 can drive the first heat exchange medium from the first pipe section 111 to the third pipe section 220, and then allow the first heat exchange medium to flow back from the third pipe section 220 to the first pipe section 111. While flowing through the third pipe section 220, the first heat exchange medium can cool and heat the battery pack 240. Specifically, during the cooling process of the battery pack 240, the first heat exchange medium needs to be throttled and depressurized at the third expansion valve 230, but not at the second expansion valve 180, and the first fan 200 needs to be in the open state. During the heating process of the battery pack 240, the first heat exchange medium needs to be depressurized without throttling at the third expansion valve 230, but throttled and depressurized at the second expansion valve 180, and the first fan 200 needs to be in the closed state.

[0044] When the first shut-off valve 140 and the second shut-off valve 260 are open, the first pipe section 111 is connected to the second pipe section 112 and the third pipe section 220, respectively. Without loss of generality, the first end is defined here as being upstream of the second end. When the compressor 120 drives the first heat exchange medium to flow to the first end, part of the heat exchange medium enters the second pipe section 112, and another part of the heat exchange medium enters the third pipe section 220. Then, part of the first heat exchange medium flowing through the second pipe section 112 and another part of the first heat exchange medium flowing through the third pipe section 220 will flow back to the first pipe section 111 at the second end. In this way, simultaneous cooling and heating of the passenger compartment and the battery pack 240 can be achieved. During the simultaneous cooling of the passenger compartment and battery pack 240, a portion of the first heat exchange medium needs to be throttled and depressurized at the first expansion valve 150, and another portion needs to be throttled and depressurized at the third expansion valve 230. The combined first heat exchange medium needs to be throttled and depressurized at the second expansion valve 180 without throttling. Additionally, the first fan 200 needs to be kept on. Conversely, during the simultaneous cooling of the passenger compartment and battery pack 240, a portion of the first heat exchange medium needs to be throttled and depressurized at the first expansion valve 150 without throttling, and another portion needs to be throttled and depressurized at the third expansion valve 230 without throttling. The combined first heat exchange medium needs to be throttled and depressurized at the second expansion valve 180, and the first fan 200 needs to be kept off.

[0045] In this way, users can choose to cool or heat the passenger compartment alone, the battery pack 240 alone, or both simultaneously, according to the needs of the passenger compartment and the battery pack 240. This helps reduce energy waste.

[0046] Optionally, in one embodiment, the first shut-off valve 140 is located downstream of the first heat exchanger 130 and upstream of the first expansion valve 150, the second shut-off valve 260 is located downstream of the battery pack 240 and upstream of the second expansion valve 180, the second pipe section 112 includes a fourth pipe section connecting the first expansion valve 150 and the first shut-off valve 140, the third pipe section 220 includes a fifth pipe section connecting the battery pack 240 and the second shut-off valve 260, and the first heat exchange system further includes a sixth pipe section 270 connecting the fourth pipe section and the fifth pipe section, and a third shut-off valve 280 located in the sixth pipe section 270.

[0047] Thus, when the first shut-off valve 140 is closed, the second shut-off valve 260 is closed, and the third shut-off valve 280 is open, the first heat exchange medium can flow from the first end through the third expansion valve 230, the battery pack 240, the third shut-off valve 280, the first expansion valve 150, the second heat exchanger, and the second end. This allows for simultaneous cooling and heating of the passenger compartment and the battery pack 240. During the simultaneous cooling of the passenger compartment and the battery pack 240, the first heat exchange medium needs to be throttled and depressurized at the third expansion valve 230, but not at the first expansion valve 150 or the second expansion valve 180. Furthermore, the first fan 200 must be in the open state. In this way, the lower-temperature first heat exchange medium preferentially cools the battery pack 240, giving it higher chemical activity and thus higher vehicle operating efficiency. After flowing through the battery pack 240, the first heat exchange medium then cools the second heat exchanger, thereby achieving cooling of the passenger compartment. When both the passenger compartment and the battery pack 240 are heated simultaneously, the first heat exchange medium must not be throttled or depressurized at the third expansion valve 230 and the first expansion valve 150, but it must be throttled and depressurized at the second expansion valve 180. Additionally, the first fan 200 must be kept off. In this way, the higher-temperature first heat exchange medium heats the battery pack 240, giving it higher rated chemical activity and thus higher vehicle operating efficiency. After flowing through the battery pack 240, the first heat exchange medium then heats the second heat exchanger, thereby achieving heating of the passenger compartment.

[0048] It is worth mentioning that if the temperature of the battery pack 240 is higher than that of the first heat exchange medium, the first heat exchange medium can absorb the heat of the battery pack 240 to cool down the battery pack 240. The heat of the heat exchange medium flowing through the battery pack 240 is further increased, so that the heat of the battery pack 240 can be used when the passenger compartment is heated, reducing energy waste.

[0049] Optionally, in one embodiment, the vehicle body is provided with an openable and closable air intake structure 290, and a first fan 200 is used to guide the airflow entering from the air intake structure 290 through the first heat exchanger 130. When the air intake structure 290 is in the open state, it is beneficial to increase the airflow available for the first fan 200 to further reduce the temperature of the first heat exchange medium flowing through the first heat exchanger 130. When the air intake structure 290 is in the closed state, it is beneficial to reduce the airflow around the first heat exchanger 130 to further reduce the heat dissipated by the first heat exchange medium flowing through the first heat exchanger 130. It is worth mentioning that when the fan is in the open state, the air intake structure 290 is in the open state, and when the fan is in the closed state, the air intake structure 290 is in the closed state. In addition, the air intake structure 290 may be configured as an air intake grille, but is not limited to that configured.

[0050] Optionally, in one embodiment, the vehicle further includes a second heat exchange system disposed on the vehicle body. The second heat exchange system includes a second heat exchange circuit 310 through which the engine oil flows, a drive motor 320 disposed on the second heat exchange circuit 310, a third heat exchanger 330 disposed on the second heat exchange circuit 310, a pump body 340 disposed on the second heat exchange circuit 310, and a third fan 350 for guiding airflow through the third heat exchanger 330.

[0051] Thus, during the cooling process of the drive motor 320, driven by the pump body 340, the motor oil carries away the heat of the drive motor 320 to the third heat exchanger 330. The third fan 350 is in the open state to guide the airflow through the third heat exchanger 330 to carry away the heat of the motor oil, thereby reducing the temperature of the drive motor 320.

[0052] It is worth mentioning that the motor oil can be, but is not limited to, motor oil. Furthermore, there are many ways in which the third fan 350 guides the airflow through the third heat exchanger 330. For example, the rotation axis of the third fan 350 may pass through the third heat exchanger 330, so that the third fan 350 and the third heat exchanger 330 are positioned opposite each other. Alternatively, the third fan 350 and the third heat exchanger 330 may be connected via a ventilation duct, in which case the positions of the third fan 350 and the third heat exchanger 330 are quite flexible.

[0053] Optionally, in one embodiment, the second heat exchange circuit 310 includes a seventh pipe section 311 having a third end and a fourth end, and an eighth pipe section 312 having both ends connected to the third end and the fourth end respectively. The drive motor 320, the third heat exchanger 330, and the pump body 340 are all located in the seventh pipe section 311. The second heat exchange system also includes a fourth shut-off valve 360 ​​located in the eighth pipe section 312, a ninth pipe section 370 having both ends connected to the third end and the fourth end respectively, and a fifth shut-off valve 380 located in the ninth pipe section 370. The vehicle also includes a fourth heat exchanger 400 located in the ninth pipe section 370 and the first heat exchange circuit 110.

[0054] Thus, when the fourth shut-off valve 360 ​​is open and the fifth shut-off valve 380 is closed, the seventh pipe section 311 and the eighth pipe section 312 are connected, while the ninth pipe section 370 is blocked, meaning that the motor oil will not flow through the ninth pipe section 370. Therefore, when cooling of the heat exchange structure 160 is required, it will not be affected by the heat from the second heat exchange system, and the cooling efficiency of the heat exchange structure 160 will not be reduced.

[0055] When the fourth shut-off valve 360 ​​is closed and the fifth shut-off valve 380 is open, the seventh pipe section 311 and the ninth pipe section 370 are connected, while the eighth pipe section 312 is blocked. This means the motor oil will flow through the ninth pipe section 370. Thus, when heating of the heat exchange structure is required, the motor oil can carry away the heat from the drive motor 320, and the fourth heat exchanger 400 absorbs the heat from the motor oil, transferring it to the first heat exchange circuit 110 for use by the structure 160 to be heated. This avoids energy waste.

[0056] The drive motor 320 has many structural forms. Optionally, in one embodiment, the drive motor 320 includes a motor body 331, a motor controller 332 electrically connected to the motor body 331, and an auxiliary drive controller 333 electrically connected to the motor body 331. The motor body 331, the motor controller 332, and the auxiliary drive controller 333 are all located in the second heat exchange circuit 310. In this way, the motor body 331, the motor controller 332, and the auxiliary drive controller 333 can all be adequately cooled. However, this design is not limited to this. In other embodiments, the motor body 331 and the motor controller 332 can be integrated together, with the motor body 331 located in the second heat exchange circuit 310; or the motor body 331, the motor controller 332, and the auxiliary drive controller 333 can be integrated together, with the motor body 331 located in the second heat exchange circuit 310.

[0057] Optionally, in one embodiment, the first fan 200 and the third fan 350 are configured as the same fan. This helps to simplify the vehicle structure and reduce vehicle costs. Optionally, in one embodiment, the air intake structure 290, the first heat exchanger 130, the third heat exchanger 330, and the first fan 200 are arranged sequentially in the extension direction of the rotation axis of the first fan 200.

[0058] It is worth mentioning that the vehicle has many heat exchange modes.

[0059] The heat exchange mode includes the drive motor 320 heat dissipation mode. In the drive motor 320 heat dissipation mode, the pump body 340, drive motor 320, first fan 200, air intake structure 290, and fourth shut-off valve 360 ​​are in the open state, and the fifth shut-off valve 380 is in the closed state.

[0060] The heat exchange mode also includes a passenger compartment cooling mode. In the passenger compartment cooling mode, the compressor 120, liquid collector 190, first fan 200, intake structure 290, first shut-off valve 140, second fan 211, and fourth shut-off valve 360 ​​are in the open state, while the heater 210, second shut-off valve 260, third shut-off valve 280, and fifth shut-off valve 380 are in the closed state. The opening of the first expansion valve 150 is adjusted to cause the refrigerant to be throttled and depressurized at the first expansion valve 150, and the opening of the second expansion valve 180 is adjusted to prevent the refrigerant from being throttled and depressurized at the second expansion valve 180.

[0061] The heat exchange mode also includes a battery pack 240 cooling mode. In battery pack 240 cooling mode, compressor 120, liquid collector 190, first fan 200, intake structure 290, second shut-off valve 260, and fourth shut-off valve 360 ​​are in the open state, while heater 210, first shut-off valve 140, third shut-off valve 280, second fan 211, and fifth shut-off valve 380 are in the closed state. The opening of the third expansion valve 230 is adjusted to cause the refrigerant to be throttled and depressurized at the third expansion valve 230, and the opening of the second expansion valve 180 is adjusted to prevent the refrigerant from being throttled and depressurized at the second expansion valve 180.

[0062] The heat exchange mode also includes a first cooling mode in which the crew compartment and battery pack 240 are cooled simultaneously. In the first cooling mode, the compressor 120, liquid collector 190, first fan 200, air intake structure 290, first shut-off valve 140, second shut-off valve 260, second fan 211, and fourth shut-off valve 360 ​​are in the open state, while the heater 210, third shut-off valve 280, and fifth shut-off valve 380 are in the closed state. The opening of the first expansion valve 150 is adjusted to cause the refrigerant to be throttled and depressurized at the first expansion valve 150. The opening of the second expansion valve 180 is adjusted to prevent the refrigerant from being throttled and depressurized at the second expansion valve 180. The opening of the third expansion valve 230 is adjusted to cause the refrigerant to be throttled and depressurized at the third expansion valve 230.

[0063] The heat exchange mode also includes a second cooling mode in which the crew compartment and battery pack 240 are cooled simultaneously. In the second cooling mode, compressor 120, liquid collector 190, first fan 200, air intake structure 290, second fan 211, third shut-off valve 280, and fourth shut-off valve 360 ​​are in the open state, while heater 210, first shut-off valve 140, second shut-off valve 260, and fifth shut-off valve 380 are in the closed state. The opening of first expansion valve 150 is adjusted so that the refrigerant is not throttled and depressurized at first expansion valve 150. The opening of second expansion valve 180 is adjusted so that the refrigerant is not throttled and depressurized at second expansion valve 180. The opening of third expansion valve 230 is adjusted so that the refrigerant is throttled and depressurized at third expansion valve 230.

[0064] The heat exchange mode also includes a first crew compartment heating mode, in which the second fan 211 and heater 210 are turned on and the compressor 120 is turned off.

[0065] The heat exchange mode also includes a second crew compartment heating mode. In this mode, the liquid collector 190, compressor 120, first shut-off valve 140, second fan 211, pump body 340, drive motor 320, and fifth shut-off valve 380 are open, while the first fan 200, air intake structure 290, heater 210, second shut-off valve 260, third shut-off valve 280, and fourth shut-off valve 360 ​​are closed. The opening of the first expansion valve 150 is adjusted to prevent refrigerant from being throttled and depressurized at the first expansion valve 150, and the opening of the second expansion valve 180 is adjusted to prevent refrigerant from being throttled and depressurized at the second expansion valve 180. The motor body 331 does not operate in the inefficient range.

[0066] The heat exchange mode also includes a third crew cabin heating mode. The difference between the third crew cabin heating mode and the second crew cabin heating mode is that the heater 210 is in the open state and the motor body 331 is not operating in the low efficiency range.

[0067] The heat exchange mode also includes a fourth crew cabin heating mode. The difference between the fourth crew cabin heating mode and the second crew cabin heating mode is that the heater 210 is in the open state and the motor body 331 is operating in the low efficiency range.

[0068] The heat exchange mode also includes the fifth crew cabin heating mode. The difference between the fifth crew cabin heating mode and the second crew cabin heating mode is that the heater 210 is in the off state and the motor body 331 operates in the low efficiency range.

[0069] The heat exchange mode also includes a heating mode for the first battery pack 240. In this mode, the liquid collector 190, compressor 120, second shut-off valve 260, pump body 340, drive motor 320, and fifth shut-off valve 380 are open, while the first fan 200, air intake structure 290, first shut-off valve 140, third shut-off valve 280, and fourth shut-off valve 360 ​​are closed. The opening of the third expansion valve 230 is adjusted to prevent the refrigerant from being throttled and depressurized at the third expansion valve 230, and the opening of the second expansion valve 180 is adjusted to prevent the refrigerant from being throttled and depressurized at the second expansion valve 180. The motor body 331 does not operate in the inefficient range.

[0070] The heat exchange mode also includes a second battery pack 240 heating mode. The difference between the second battery pack 240 heating mode and the first battery pack 240 heating mode is that the motor body 331 operates in the low-efficiency range.

[0071] In the heating mode of the second battery pack 240, the liquid collector 190, compressor 120, second shut-off valve 260, pump body 340, drive motor 320, and fifth shut-off valve 380 are in the open state, while the first fan 200, air intake structure 290, first shut-off valve 140, second fan 211, heater 210, third shut-off valve 280, and fourth shut-off valve 360 ​​are in the closed state. The opening of the third expansion valve 230 is adjusted to prevent the refrigerant from being throttled and depressurized at the third expansion valve 230, and the opening of the second expansion valve 180 is adjusted to prevent the refrigerant from being throttled and depressurized at the second expansion valve 180. The motor body 331 operates in the low-efficiency range.

[0072] The heat exchange mode also includes a first heating mode where the passenger compartment and battery pack 240 are heated simultaneously. In the first heating mode, the liquid collector 190, compressor 120, first shut-off valve 140, second shut-off valve 260, second fan 211, pump body 340, drive motor 320, and fifth shut-off valve 380 are in the open state, while the first fan 200, air intake structure 290, heater 210, third shut-off valve 280, and fourth shut-off valve 360 ​​are in the closed state. The opening of the first expansion valve 150 is adjusted to prevent the refrigerant from being throttled and depressurized at the first expansion valve 150, the opening of the second expansion valve 180 is adjusted to prevent the refrigerant from being throttled and depressurized at the second expansion valve 180, and the opening of the third expansion valve 230 is adjusted to prevent the refrigerant from being throttled and depressurized at the third expansion valve 230. The motor body 331 does not operate in the low-efficiency range.

[0073] The heat exchange mode also includes a second heating mode in which the crew compartment and the battery pack 240 are heated simultaneously. The difference between the second heating mode and the first heating mode is that the heater 210 is in the on state and the motor body 331 is operating in the low efficiency range.

[0074] The heat exchange mode also includes a third heating mode in which the crew compartment and the battery pack 240 are heated simultaneously. The difference between the third heating mode and the first heating mode is that the heater 210 is in the on state and the motor body 331 is not operating in the low efficiency range.

[0075] The heat exchange mode also includes a fourth heating mode in which the crew compartment and the battery pack 240 are heated simultaneously. The difference between the fourth heating mode and the first heating mode is that the heater 210 is turned off and the motor body 331 operates in the low-efficiency range.

[0076] The heat exchange mode also includes a fifth heating mode where the passenger compartment and battery pack 240 are heated simultaneously. In the fifth heating mode, the liquid collector 190, compressor 120, third shut-off valve 280, second fan 211, pump body 340, drive motor 320, and fifth shut-off valve 380 are in the open state, while the first fan 200, air intake structure 290, heater 210, first shut-off valve 140, second shut-off valve 260, and fourth shut-off valve 360 ​​are in the closed state. The opening of the first expansion valve 150 is adjusted to prevent the refrigerant from being throttled and depressurized at the first expansion valve 150, the opening of the second expansion valve 180 is adjusted to prevent the refrigerant from being throttled and depressurized at the second expansion valve 180, and the opening of the third expansion valve 230 is adjusted to prevent the refrigerant from being throttled and depressurized at the third expansion valve 230. The motor body 331 does not operate in the low-efficiency range.

[0077] The heat exchange mode also includes a sixth heating mode in which the crew compartment and the battery pack 240 are heated simultaneously. The difference between the sixth heating mode and the fifth heating mode is that the heater 210 is in the on state and the motor body 331 is operating in the low efficiency range.

[0078] The heat exchange mode also includes a seventh heating mode in which the crew compartment and the battery pack 240 are heated simultaneously. The difference between the seventh heating mode and the fifth heating mode is that the heater 210 is turned on and the motor body 331 is not operating in the low efficiency range.

[0079] The heat exchange mode also includes an eighth heating mode in which the crew compartment and battery pack 240 are heated simultaneously. The difference between the eighth heating mode and the fifth heating mode is that the heater 210 is turned off and the motor body 331 operates in the low efficiency range.

[0080] It should be noted that the motor body 331 generates a large amount of heat when operating in the low-efficiency range.

[0081] It is worth mentioning that the first heat exchange system also includes a first temperature and pressure sensor 170 located in the second pipe section 112, and the opening of the first expansion valve 150 is adjusted according to the value of the first temperature and pressure sensor 170. The first heat exchange system also includes a second temperature and pressure sensor 131 located in the first pipe section 111, and the opening of the second expansion valve 180 is adjusted according to the value of the second temperature and pressure sensor 131. The first heat exchange system also includes a third temperature sensor located in the third pipe section 220, and the opening of the third expansion valve 230 is adjusted according to the value of the third temperature and pressure sensor 250.

[0082] The above description is merely an optional embodiment of the present invention and does not limit the patent scope of the present invention. All equivalent structural transformations made using the contents of the present invention's specification and drawings under the inventive concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A vehicle, characterized in that, include: Vehicle body; as well as A first heat exchange system is provided on the vehicle body. The first heat exchange system includes a first heat exchange circuit through which a first heat exchange medium flows in a first direction. The first heat exchange system also includes a compressor, a first heat exchanger, a first expansion valve, a structure to be heat exchanged, a second expansion valve, and a liquid collector, which are sequentially arranged in the first heat exchange circuit in the first direction. The first heat exchange system also includes a first fan for guiding airflow through the first heat exchanger. The vehicle body is provided with a passenger compartment, and the heat exchange structure is configured as a second heat exchanger connected to the passenger compartment. The first heat exchange system also includes a second fan for guiding airflow through the second heat exchanger, and the second fan is also used to guide the airflow through the second heat exchanger through the passenger compartment. The first heat exchange circuit includes a first pipe section having a first end and a second end, and a second pipe section having both ends connected to the first end and the second end respectively. The compressor, the first heat exchanger, the second expansion valve, and the liquid collector are all located in the first pipe section. The first expansion valve and the second heat exchanger are both located in the second pipe section. The first heat exchange system also includes a first shut-off valve located in the second pipe section and a third pipe section having both ends connected to the first end and the second end respectively. The first heat exchange system also includes a third expansion valve, a battery pack, and a second shut-off valve all located in the third pipe section. The third expansion valve is located downstream of the first heat exchanger, and the battery pack is located downstream of the third expansion valve and upstream of the second expansion valve.

2. The vehicle as described in claim 1, characterized in that, The first heat exchange system further includes a heater disposed between the second fan and the second heat exchanger, wherein the second fan is used to guide airflow through the heater and the second heat exchanger in sequence.

3. The vehicle as described in claim 1, characterized in that, The first shut-off valve is located downstream of the first heat exchanger and upstream of the first expansion valve. The second shut-off valve is located downstream of the battery pack and upstream of the second expansion valve. The second pipe section includes a fourth pipe section connecting the first expansion valve and the first shut-off valve. The third pipe section includes a fifth pipe section connecting the battery pack and the second shut-off valve. The first heat exchange system also includes a sixth pipe section connecting the fourth pipe section and the fifth pipe section, and a third shut-off valve located in the sixth pipe section.

4. The vehicle as described in claim 1, characterized in that, The vehicle body is provided with an openable and closable air intake structure, and the first fan is used to guide the airflow entering from the air intake structure through the first heat exchanger.

5. The vehicle as described in any one of claims 1 to 4, characterized in that, The vehicle also includes a second heat exchange system disposed in the main body of the vehicle. The second heat exchange system includes a second heat exchange circuit through which the engine oil flows, a drive motor disposed in the second heat exchange circuit, a third heat exchanger disposed in the second heat exchange circuit, a pump body disposed in the second heat exchange circuit, and a third fan for guiding airflow through the third heat exchanger.

6. The vehicle as described in claim 5, characterized in that, The second heat exchange circuit includes a seventh pipe section having a third end and a fourth end, and an eighth pipe section having two ends connected to the third end and the fourth end respectively. The drive motor, the third heat exchanger, and the pump body are all located in the seventh pipe section. The second heat exchange system also includes a fourth shut-off valve located in the eighth pipe section, a ninth pipe section having two ends connected to the third end and the fourth end respectively, and a fifth shut-off valve located in the ninth pipe section. The vehicle also includes a fourth heat exchanger located in the ninth pipe section and the first heat exchange circuit.

7. The vehicle as described in claim 6, characterized in that, The drive motor includes a motor body, a motor controller electrically connected to the motor body, and an auxiliary drive controller electrically connected to the motor body. The motor body, the motor controller, and the auxiliary drive controller are all located in the second heat exchange circuit.

8. The vehicle as described in claim 5, characterized in that, The first fan and the third fan are configured as the same fan.

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