Vehicle thermal management system and vehicle having the same

Abstract

The application discloses a vehicle thermal management system and a vehicle with the same. The vehicle thermal management system comprises a compressor, a gas-liquid separator, a battery heat exchanger adapted to adjust the temperature of a battery, a first heat source, a second heat source arranged on the gas-liquid separator, an air inlet of the compressor connected to the gas-liquid separator, an air outlet of the compressor connected to the battery heat exchanger, and the first heat source connected between the gas-liquid separator and an indoor condenser. The vehicle thermal management system has a battery heating mode. In the battery heating mode, the refrigerant in the vehicle thermal management system absorbs the heat of the first heat source and the second heat source, and flows into the battery heat exchanger under the action of the compressor. The first heat source and the second heat source are arranged to directly heat the refrigerant flowing to the compressor, so that the heat release amount and the heat release speed of the refrigerant in the battery heat exchanger are improved, and the temperature of the battery can be rapidly increased in a short time. In addition, the additional heating device can be cancelled in some schemes, the system architecture is simplified, the arrangement difficulty is reduced, and the cost is reduced.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a vehicle thermal management system and a vehicle having the same. Background Technology

[0002] In existing vehicle thermal management heat pump system architectures, the main heating circuit has a slow heating speed and low heating performance, resulting in the heat pump system being unable to meet the battery heating requirements in extremely cold conditions. Furthermore, the heat transfer path generated by the main heating circuit is long, and the system has numerous components, leading to complex layout and high cost. Summary of the Invention

[0003] This application aims to address at least one of the technical problems existing in the prior art. To this end, one objective of this application is to provide a vehicle thermal management system that heats the battery quickly, has a simple layout, and low manufacturing cost.

[0004] This application also proposes a vehicle.

[0005] A vehicle thermal management system according to an embodiment of this application includes: a compressor, a gas-liquid separator, a battery heat exchanger suitable for regulating battery temperature, and a first heat source. The gas-liquid separator is provided with a second heat source. The gas-liquid separator is connected to the air inlet of the compressor, and the battery heat exchanger is connected to the exhaust port of the compressor. The first heat source is connected between the gas-liquid separator and the battery heat exchanger. The vehicle thermal management system has a battery heating mode. In the battery heating mode, the refrigerant in the battery vehicle thermal management system absorbs heat from the first heat source and the second heat source and flows into the battery heat exchanger under the action of the compressor.

[0006] According to the vehicle thermal management system of this application, by setting a first heat source and a second heat source to directly heat the refrigerant flowing to the compressor, the temperature of the refrigerant flowing out of the compressor is increased. The refrigerant can release a large amount of heat in the battery heat exchanger, which can quickly raise the battery temperature in a short time, allowing the battery to quickly reach a suitable operating temperature, thus reducing battery energy consumption. Furthermore, it eliminates the need for a heat transfer system architecture in the power system and additional heating devices such as air / water heating PTC modules, thereby simplifying the system architecture, reducing layout difficulty, and lowering layout costs.

[0007] In some embodiments, the vehicle thermal management system further includes an interior condenser adapted to heat the passenger compartment, the interior condenser being connected between the exhaust port of the compressor and the first heat source. The vehicle thermal management system has a passenger compartment heating mode, in which refrigerant in the vehicle thermal management system absorbs heat from the first heat source and the second heat source, and flows into the interior condenser under the action of the compressor.

[0008] In some embodiments, the vehicle thermal management system further includes an external heat exchanger adapted to exchange heat with the outside environment, the external heat exchanger being connected between the interior condenser and the first heat source. The vehicle thermal management system has a battery cooling mode, in which the second heat source in the gas-liquid separator is turned off, and the refrigerant flowing from the compressor flows into the battery heat exchanger after being cooled by the external heat exchanger.

[0009] Specifically, the vehicle thermal management system further includes an indoor evaporator adapted to cool the passenger compartment, the indoor evaporator being connected between the gas-liquid separator and the first heat source.

[0010] The vehicle thermal management system has a passenger compartment cooling mode. In the passenger compartment cooling mode, the second heat source in the gas-liquid separator is turned off, and the refrigerant flowing out of the compressor flows into the indoor evaporator after being cooled by the external heat exchanger.

[0011] In some embodiments, the first heat source includes a powertrain waste heat recovery branch, which is used to absorb the heat generated by the powertrain.

[0012] In some embodiments, the second heat source includes an electric heater disposed within the gas-liquid separator.

[0013] In some embodiments, the gas-liquid separator includes: a cylinder body, the cylinder body having a refrigerant receiving cavity formed inside, and an inlet on the cylinder body for refrigerant to enter the refrigerant receiving cavity; a first refrigerant flow pipe, the first refrigerant flow pipe being disposed within the refrigerant receiving cavity, the first refrigerant flow pipe having a first refrigerant flow channel formed inside, one end of the first refrigerant flow pipe having a first refrigerant inlet disposed within the refrigerant receiving cavity, and the other end of the first refrigerant flow pipe having a first refrigerant outlet communicating with the outside of the refrigerant receiving cavity; and an electric heater being disposed on the wall of the first refrigerant flow pipe for heating the refrigerant within the first refrigerant flow pipe.

[0014] Specifically, the first refrigerant flow pipe includes: a first pipe body and a second pipe body, the second pipe body being spirally wrapped around the outer periphery of the first pipe body, and the electric heater being disposed on the second pipe body.

[0015] Furthermore, the second tube also includes an inner tube and an outer tube, the outer tube being sleeved on the outside of the inner tube, and the electric heater being disposed between the inner tube and the outer tube.

[0016] The vehicle according to the embodiments of this application includes a vehicle body and a vehicle thermal management system mounted on the vehicle body, wherein the vehicle thermal management system is any of the vehicle thermal management systems described above.

[0017] According to the vehicle embodiment of this application, by setting the above-described vehicle thermal management system, the battery can quickly reach a suitable operating temperature, thereby reducing battery energy consumption.

[0018] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0019] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0020] Figure 1 This is a schematic diagram of a vehicle thermal management system according to an embodiment of this application;

[0021] Figure 2 This is a system schematic diagram of a vehicle thermal management system according to other embodiments of this application;

[0022] Figure 3 This is a system schematic diagram of a vehicle thermal management system according to some embodiments of this application;

[0023] Figure 4 This is a system schematic diagram of a vehicle thermal management system according to some embodiments of this application;

[0024] Figure 5 This is a schematic diagram of a gas-liquid separation structure according to an embodiment of this application;

[0025] Figure 6 This is a schematic diagram of the structure of the second tube according to an embodiment of this application;

[0026] Figure 7 This is a schematic diagram of the structure of a vehicle and a vehicle thermal management system according to an embodiment of this application.

[0027] Figure label:

[0028] Vehicle 1000; Vehicle body 900; Battery 800; Battery heat exchanger 801;

[0029] Vehicle thermal management system 100; powertrain waste heat recovery branch circuit 103;

[0030] First heat source S1; Second heat source S2; Third heat source S3;

[0031] Compressor 10;

[0032] Gas-liquid separator 20; cylinder 21; refrigerant receiving cavity 210; inlet 211; first refrigerant flow pipe 22; first refrigerant flow channel 220; inner pipe wall 221; outer pipe wall 222; first refrigerant inlet 226; first refrigerant outlet 227; first pipe body 2200; second pipe body 2201;

[0033] Indoor condenser 30; Indoor evaporator 31;

[0034] Heat exchanger 40; First heat exchange channel 41; Second heat exchange channel 42;

[0035] First flow path 51; Third switch 511; Second flow path 52; Third flow path 53; First battery heat exchanger throttling device 531; Second battery heat exchanger throttling device 532; Fourth flow path 54; Fourth switch 541; Fifth flow path 55; Sixth flow path 56; Seventh flow path 57; Eighth flow path 58; Ninth flow path 59; Fifth switch 591;

[0036] External heat exchanger 521;

[0037] Powertrain cooler 61; radiator 62; drive pump 63; selector valve 64; selector branch 65;

[0038] First flow path 70; First branch 71; First switch 711; Second branch 72; First throttling element 721;

[0039] Second flow path 80; Third branch 81; Second switch 811; Fourth branch 82; Second throttling element 821;

[0040] Electric heater S21. Detailed Implementation

[0041] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0042] The following disclosure provides numerous different embodiments or examples for implementing various structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, various specific examples of processes and materials are provided in this application; however, those skilled in the art will recognize the applicability of other processes and / or the use of other materials.

[0043] The vehicle thermal management system 100 according to an embodiment of the present application will now be described with reference to the accompanying drawings.

[0044] like Figure 1 As shown, the vehicle thermal management system 100 according to an embodiment of this application includes: a compressor 10, a gas-liquid separator 20, a battery heat exchanger 801 adapted to regulate the temperature of a battery 800, a first heat source S1, a second heat source S2 provided on the gas-liquid separator 20, the gas-liquid separator 20 being connected to the air inlet of the compressor 10, the battery heat exchanger 801 being connected to the exhaust outlet of the compressor 10, and the first heat source S1 being connected between the gas-liquid separator 20 and the battery heat exchanger 801.

[0045] The vehicle thermal management system 100 has a battery heating mode. In the battery heating mode, the refrigerant in the battery vehicle thermal management system 100 absorbs heat from the first heat source S1 and the second heat source S2, and flows into the battery heat exchanger 801 under the action of the compressor 10.

[0046] In the battery heating mode, the vehicle thermal management system 100 of this application heats the battery 800 by releasing heat at the battery heat exchanger 801. The refrigerant flows in from the inlet of the compressor 10, where it is compressed from a low temperature and low pressure to a high temperature and high pressure, and then flows out from the outlet of the compressor 10. The compressor 10 performs work on the refrigerant, causing it to heat up; therefore, the compressor 10 can also be considered a third heat source S3, through which the refrigerant absorbs heat. The battery heat exchanger 801 is connected to the outlet of the compressor 10, where the high temperature and high pressure gaseous refrigerant condenses and releases heat, thus heating the battery 800.

[0047] The battery heat exchanger 801 can directly contact the surface of the battery 800 for heat exchange. The heat released by the refrigerant in the battery heat exchanger 801 is directly supplied to the battery 800 through contact to heat the battery 800. The battery heat exchanger 801 can also transfer heat to the battery 800 through a duct system to achieve the effect of blowing hot air to the battery 800 for heating. The specific arrangement of the battery heat exchanger 801 is not limited here.

[0048] The high-temperature, high-pressure gaseous refrigerant releases heat at the battery heat exchanger 801. The refrigerant flowing out of the battery heat exchanger 801 has a lower temperature and pressure, and may become a low-temperature, medium-pressure refrigerant. At this time, the low-temperature, medium-pressure refrigerant may be in a liquid state or a gas-liquid mixture. After absorbing heat from the first heat source S1, the low-temperature, medium-pressure refrigerant flows into the gas-liquid separator 20 before re-flowing into the compressor 10. The gas-liquid separator 20 separates the gaseous and liquid refrigerants, driving only the low-temperature, low-pressure gaseous refrigerant to flow into the compressor 10, preventing liquid refrigerant from liquid slugging into the functional components inside the compressor 10, and ensuring the safe and normal operation of the compressor 10.

[0049] The vehicle thermal management system 100 of this application embodiment has a first heat source S1 provided at the outlet of the battery heat exchanger 801, and a second heat source S2 provided on the gas-liquid separator 20. The refrigerant flowing out of the battery heat exchanger 801 does not flow directly back to the compressor 10, but absorbs heat from the first heat source S1 and the second heat source S2, then flows back to the air inlet of the compressor 10, and flows into the battery heat exchanger 801 under the action of the compressor 10.

[0050] Understandably, the refrigerant releases heat at the battery heat exchanger 801. If the refrigerant is only heated by the compressor 10, under cold weather conditions, the temperature of the refrigerant flowing out of the compressor 10's exhaust port will be relatively low, and the heat released by the refrigerant at the battery heat exchanger 801 will be limited. However, the refrigerant flows sequentially through the first heat source S1 and the second heat source S2, both of which heat the refrigerant. The refrigerant flowing into the compressor 10's inlet is at a higher temperature. After being heated by the compressor 10 (i.e., by the third heat source S3), the temperature of the refrigerant flowing out of the compressor 10's exhaust port is higher than the temperature of the refrigerant flowing out after only being heated by the compressor 10.

[0051] In particular, the inclusion of a second heat source S2 on the gas-liquid separator 20 not only increases the refrigerant temperature at the compressor 10's exhaust port but also maximizes the conversion of liquid refrigerant within the gas-liquid separator 20 into gaseous refrigerant, thereby increasing refrigerant flow, system pressure, and heat exchange efficiency. Especially in cold weather conditions, when the vehicle is first started and other heat sources are insufficient, the second heat source S2 provides a direct and effective supplement to the heat source, helping to raise the battery 800's temperature during startup.

[0052] As is well known, the power consumption of battery 800 increases when the temperature drops. The vehicle thermal management system of this application utilizes a first heat source S1 and a second heat source S2 to rapidly increase the temperature of battery 800, which helps to improve the environmental adaptability of battery 800, improve the performance of battery 800 in cold weather, and increase the vehicle's driving range in winter.

[0053] It is also known that traditional vehicle battery heating methods directly incorporate air / water-based PTC modules for rapid battery heating. However, the layout of these modules is complex, increasing the overall vehicle layout difficulty and cost. The vehicle thermal management system 100 of this application, by setting a first heat source S and a second heat source S2 on the gas-liquid separator 20, directly heats the refrigerant flowing to the compressor 10. This not only simplifies the heat transfer path and improves the heating speed of the battery 800, but also eliminates the need for a separate heat transfer system architecture for the power system and the air / water-based PTC modules, thereby simplifying the system architecture, reducing layout difficulty, and lowering system development costs.

[0054] In some embodiments, such as Figure 2 As shown, the vehicle thermal management system 100 also includes an indoor condenser 30 adapted to heat the passenger compartment, the indoor condenser 30 being connected between the exhaust port of the compressor 10 and the first heat source S1.

[0055] The vehicle thermal management system 100 has a passenger compartment heating mode. In the passenger compartment heating mode, the refrigerant in the vehicle thermal management system 100 absorbs heat from the first heat source S1 and the second heat source S2, and flows into the indoor condenser 30 under the action of the compressor 10.

[0056] In other words, in passenger compartment heating mode, when the vehicle thermal management system 100 is working, refrigerant flows in from the inlet of the compressor 10. The low-temperature, low-pressure gaseous refrigerant is compressed by the compressor 10 into a high-temperature, high-pressure gaseous refrigerant, which then flows out from the outlet of the compressor 10. The compressor 10 performs work on the refrigerant, causing it to heat up. The indoor condenser 30 is connected to the outlet of the compressor 10, and the high-temperature, high-pressure gaseous refrigerant condenses and releases heat at the indoor condenser 30, thereby heating the passenger compartment and improving user comfort.

[0057] The refrigerant flowing from the indoor condenser 30 passes sequentially through the first heat source S1 and the second heat source S2. After entering the compressor 10, the refrigerant temperature has already increased. Following the work done by the compressor 10 and further heating by the third heat source S3, the refrigerant discharged from the compressor 10 reaches a high temperature. The refrigerant can release a large amount of heat in the indoor condenser 30, rapidly raising the temperature of the passenger compartment in a short time.

[0058] The gaseous refrigerant releases heat at the indoor condenser 30, and the heat released by the indoor condenser 30 can be provided to the passenger compartment through the air duct system, thereby achieving a heating effect by blowing hot air into the passenger compartment. It should be noted that the specific composition of the air duct system is not limited, and may include, for example, air ducts, fans for airflow through the air ducts, and hot / cold dampers for controlling the opening and closing of the air ducts, etc. The air ducts are suitable for delivering air to the passenger compartment through air vents. In addition, the location where the air duct system blows air into the passenger compartment is not limited, and can be determined according to the location of the air vents, for example, it can blow air onto the windows, the upper body or face of the front (or rear) passengers, the lower body or feet of the front (or rear) passengers, etc., without restriction.

[0059] In this application, when the vehicle thermal management system 100 includes both a battery heat exchanger 801 and an interior condenser 30, the battery heat exchanger 801 and the interior condenser 30 can be connected in parallel. That is, the refrigerant discharged from the compressor 10 can be split and flow to the battery heat exchanger 801 and the interior condenser 30 respectively. Alternatively, the battery heat exchanger 801 and the interior condenser 30 can be connected in series, so that the refrigerant discharged from the compressor 10 flows first to the battery heat exchanger 801 and then to the interior condenser 30, or first to the interior condenser 30 and then to the battery heat exchanger 801. Through these combinations, various vehicle thermal management systems 100 can be formed, and each vehicle thermal management system 100 can be combined to produce multiple heating modes.

[0060] For example, in some specific embodiments, such as Figure 2 As shown, the battery heat exchanger 801 and the interior condenser 30 are connected in parallel. Switches are provided on the two branch lines where the battery heat exchanger 801 and the interior condenser 30 are located. Therefore, the vehicle thermal management system 100 can form a battery heating mode, a passenger compartment heating mode, and a dual heating mode. Figure 2 The arrow indicates the crew compartment heating mode, where the three heat sources heat only the indoor condenser 30. In the dual-heating mode, both branch circuits are open, and both the battery heat exchanger 801 and the indoor condenser 30 can be heated by the first heat source S1, the second heat source S2, and the third heat source S3.

[0061] In some specific embodiments, such as Figure 3 As shown, the vehicle thermal management system 100 also includes an external heat exchanger 521 adapted to exchange heat with the outside environment, the external heat exchanger 521 being connected between the indoor condenser 30 and the first heat source S1.

[0062] The vehicle thermal management system 100 has a battery cooling mode. In the battery cooling mode, the second heat source S2 in the gas-liquid separator 20 is turned off, and the refrigerant flowing out of the compressor 10 flows into the battery heat exchanger 801 after being cooled by the external heat exchanger 521. Figure 3 The direction indicated by the middle arrow is the direction of refrigerant flow in battery cooling mode.

[0063] After the second heat source S2 is shut off, the heat absorbed from the system can be quickly released through the external heat exchanger 521. The cooled refrigerant then enters the battery heat exchanger 801, absorbing heat from it and thus rapidly reducing the temperature of the battery 800. This helps maintain the battery 800 within a suitable temperature range, preventing risks such as overheating, fire, or explosion caused by excessively high battery temperatures.

[0064] Understandably, when the vehicle thermal management system 100 operates in battery cooling mode, refrigerant flows in from the intake port of the compressor 10. The low-temperature, low-pressure gaseous refrigerant is compressed by the compressor 10 into a high-temperature, high-pressure gaseous refrigerant, which then flows out from the exhaust port of the compressor 10. This high-temperature, high-pressure gaseous refrigerant condenses and releases heat at the external heat exchanger 521. The refrigerant flowing out of the external heat exchanger 521 becomes a low-temperature, medium-pressure refrigerant, which may be in a liquid state or a gas-liquid mixture. To improve the heat absorption efficiency of the refrigerant within the battery heat exchanger 801, the refrigerant typically undergoes a throttling and pressure reduction process after flowing out of the external heat exchanger 521. For example, in… Figure 3 In the process, a first battery heat exchange throttling device 531 is provided between the external heat exchanger 521 and the battery heat exchanger 801. After the refrigerant is throttled and depressurized, it becomes a low-temperature and low-pressure refrigerant. Then the refrigerant flows into the battery heat exchanger 801 and absorbs heat at the battery heat exchanger 801, thereby rapidly cooling the battery 800 and improving the safety of the battery 800.

[0065] In this application, when the vehicle thermal management system 100 includes both an external heat exchanger 521 and an indoor condenser 30, the external heat exchanger 521 and the indoor condenser 30 can be connected in parallel. In battery cooling mode, the refrigerant discharged from the compressor 10 flows directly to the external heat exchanger 521 and no longer flows through the indoor condenser 30. Then, the refrigerant in the external heat exchanger 521 flows to the battery heat exchanger 801.

[0066] Or such as Figure 3 As shown, the external heat exchanger 521 and the indoor condenser 30 are connected in series. If only cooling of the battery 800 is required without heating of the passenger compartment, the heat release of the refrigerant at the indoor condenser 30 can be controlled. For example, the cooling fan at the indoor condenser 30 can be turned off, preventing hot air around the indoor condenser 30 from blowing into the passenger compartment. The refrigerant discharged from the compressor 10 flows through the indoor condenser 30 and then to the external heat exchanger 521, where it releases a large amount of heat. The cooled refrigerant then flows to the battery heat exchanger 801.

[0067] In some specific embodiments, such as Figure 3As shown, the vehicle thermal management system 100 also includes an indoor evaporator 31 adapted to cool the passenger compartment, the indoor evaporator 31 being connected between the gas-liquid separator 20 and the first heat source S1.

[0068] The vehicle thermal management system 100 has a passenger compartment cooling mode. In the passenger compartment cooling mode, the second heat source S2 in the gas-liquid separator 20 is turned off, and the refrigerant flowing out of the compressor 10 flows into the indoor evaporator 31 after being cooled by the external heat exchanger 521.

[0069] When the refrigerant flows through the indoor evaporator 31, it absorbs heat, thereby reducing the temperature of the passenger compartment by cooling the passenger compartment through the indoor evaporator 31 when the outside environment is high, thus improving user comfort.

[0070] Specifically, when the vehicle thermal management system 100 operates in passenger compartment cooling mode, refrigerant flows in from the inlet of the compressor 10. The low-temperature, low-pressure gaseous refrigerant is compressed by the compressor 10 into a high-temperature, high-pressure gaseous refrigerant, which then flows out from the outlet of the compressor 10. The external heat exchanger 521 is connected to the outlet of the compressor 10, and the high-temperature, high-pressure gaseous refrigerant condenses and releases heat at the external heat exchanger 521. The refrigerant flowing out from the external heat exchanger 521 becomes a low-temperature, medium-pressure refrigerant. At this point, the low-temperature, medium-pressure refrigerant may be in a liquid state or a gas-liquid mixture. After being throttled and depressurized, the low-temperature, medium-pressure refrigerant becomes a low-pressure refrigerant, which then flows into the indoor evaporator 31. The refrigerant absorbs heat at the indoor evaporator 31, thereby cooling the passenger compartment and improving user comfort.

[0071] After throttling and evaporation, the refrigerant flows into the gas-liquid separator 20, which separates the gaseous and liquid refrigerant, driving only the low-temperature, low-pressure gaseous refrigerant to flow to the compressor 10.

[0072] In this application, when the vehicle thermal management system 100 includes an indoor evaporator 31, an indoor condenser 30 may not be required. Alternatively, as... Figure 3 As shown, the vehicle thermal management system 100 includes both an interior evaporator 31 and an interior condenser 30. The heat output of the interior evaporator 31 and the cooling capacity of the interior condenser 30 can be controlled by controlling the flow direction of the refrigerant (i.e., whether the refrigerant flows through the interior evaporator 31 and the interior condenser 30) or by controlling the heat exchange between the refrigerant and the interior evaporator 31 and the interior condenser 30. Furthermore, both the interior evaporator 31 and the interior condenser 30 are equipped with cooling fans; by controlling the operation of the corresponding cooling fans, the system can control whether the passenger compartment is heated or cooled.

[0073] For example, in the passenger compartment heating mode, the cooling fan at the indoor condenser 30 is turned on, and the cooling fan at the indoor evaporator 31 is turned off. This allows the hot air around the indoor condenser 30 to be blown into the passenger compartment for cooling. In the passenger compartment cooling mode, the cooling fan at the indoor condenser 30 is turned off, and the cooling fan at the indoor evaporator 31 is turned on. This allows the cold air around the indoor evaporator 31 to be blown into the passenger compartment for cooling.

[0074] In some specific embodiments, such as Figure 3 As shown, the vehicle thermal management system 100 includes an indoor evaporator 31 and an indoor condenser 30, and also includes an external heat exchanger 521.

[0075] Specifically, such as Figure 3 As shown, the vehicle thermal management system 100 further includes a first selective flow path 70 and a second selective flow path 80. The first selective flow path 70 is connected in series between the indoor condenser 30 and the external heat exchanger 521. The first selective flow path 70 includes a first branch 71 and a second branch 72 connected in parallel. A first switch 711 is provided on the first branch 71, and a first throttling element 721 is provided on the second branch 72. The first switch 711 can selectively control the opening and closing of the first branch 71. When the first switch 711 opens the first branch 71, due to the large flow resistance of the refrigerant caused by the first throttling element 721 in the second branch 72, the refrigerant flows directly to the external heat exchanger 521 through the first branch 71 and does not flow out through the second branch 72. When the first switch 711 closes the first branch 71, the refrigerant flows to the external heat exchanger 521 through the second branch 72 after the pressure is reduced by the first throttling element 721.

[0076] The second selective flow path 80 is connected in series between the gas-liquid separator 20 and the external heat exchanger 521. The second selective flow path 80 includes a third branch 81 and a fourth branch 82 connected in parallel. The third branch 81 is equipped with a second switch 811, and the fourth branch 82 is equipped with an indoor evaporator 31 and a second throttling element 821. The second switch 811 selectively controls the on / off state of the third branch 81. When the second switch 811 opens the third branch 81, because the fourth branch 82 is equipped with the indoor evaporator 31 and the second throttling element 821, the refrigerant flows directly to the gas-liquid separator 20 via the third branch 81, without passing through the fourth branch 82. When the second switch 811 closes the third branch 81, the refrigerant flows through the fourth branch 82, undergoes pressure reduction by the second throttling element 821, absorbs heat through the evaporator 822, and then flows to the gas-liquid separator 20.

[0077] The first throttling element 721 and the second throttling element 821 are independent of each other. The flow direction of the refrigerant can be selectively controlled by setting the first selective flow path 70 and the second selective flow path 80. The refrigerant can be depressurized only by the first throttling element 721, or the refrigerant can be depressurized only by the second throttling element 821. The refrigerant can also be depressurized first by the first throttling element 721 and then by the second throttling element 821.

[0078] exist Figure 4 In the illustrated embodiment, the vehicle thermal management system 100 may have multiple operating modes.

[0079] Dual-heat mode: When the ambient temperature is low in winter, it is necessary to quickly raise the temperature of the crew compartment and battery 800 in a short period of time. At this time, the second heat source S2 on the gas-liquid separator 20 is activated, the first switch 711 opens the first branch 71 of the first selection flow path 70, and the second switch 811 conducts the third branch 81 of the second selection flow path 80.

[0080] The high-temperature refrigerant discharged from compressor 10 is split and flows to battery heat exchanger 801 and indoor condenser 30 respectively. Then, the refrigerant in indoor condenser 30 flows to first heat source S1 via first branch 71, and the refrigerant in battery heat exchanger 801 flows to first heat source S1. After absorbing heat, the refrigerant flows to gas-liquid separator 20 via third branch 81, where it is heated by second heat source S2 and flows into compressor 10. The compressor 10 then heats and pressurizes the refrigerant to perform work. This cycle continues, continuously releasing heat to the crew compartment and battery 800, which can rapidly increase the temperature of the crew compartment and battery 800 in a short time.

[0081] Dual cooling mode: When the ambient temperature is high in summer, it is necessary to reduce the temperature of the crew compartment and battery 800. At this time, the second heat source S2 of the gas-liquid separator 20 is turned off, the first switch 711 turns off the first branch 71 of the first selection flow path 70, and the second switch 811 turns off the third branch 81 of the second selection flow path 80.

[0082] The high-temperature refrigerant discharged from compressor 10 flows sequentially to indoor condenser 30 and external heat exchanger 521, where it releases a large amount of heat. Then, it splits into streams flowing to battery heat exchanger 801 and indoor evaporator 31, respectively. The refrigerant flowing to indoor evaporator 31 is throttled and depressurized by the second throttling device 821 before absorbing heat in indoor evaporator 31. The refrigerant flowing to battery heat exchanger 801 is throttled and depressurized by the first battery heat exchanger throttling device 531 before entering battery heat exchanger 801. After absorbing heat, the refrigerant flows to gas-liquid separator 20 for gas-liquid separation. The separated gaseous refrigerant flows back into compressor 10, where it is heated and pressurized to perform work. This cycle continues, continuously releasing cool air to the passenger compartment and battery 800, rapidly reducing their temperature in a short time.

[0083] In some embodiments, such as Figure 4 As shown, the first heat source S1 includes a powertrain waste heat recovery branch 103, which absorbs the heat generated by the powertrain. The heat generated by the powertrain is transferred to the refrigerant, utilizing the waste heat generated during powertrain operation to heat the refrigerant. This effectively utilizes the heat generated by the powertrain, not only improving the heating capacity of the vehicle thermal management system 100 but also reducing its energy consumption. Furthermore, the vehicle thermal management system 100 can be used to cool the powertrain, thus fully utilizing the heat utilization rate.

[0084] Specifically, such as Figure 4 As shown, the first heat source S1 includes a powertrain waste heat recovery branch 103 and a heat exchanger 40. The heat exchanger 40 has a first heat exchange channel 41 and a second heat exchange channel 42 that exchange heat with each other. The first heat exchange channel 41 is connected in series between the battery heat exchanger 801 and the gas-liquid separator 20. A powertrain cooler 61 is provided on the heat source cooling branch 103. The powertrain cooler 61 is used to absorb waste heat from the vehicle. The two ends of the heat source cooling branch 103 are connected to the second heat exchange channel 42 to form a coolant circulation loop.

[0085] The first heat exchange channel 41 is connected to the battery heat exchanger 801 and the gas-liquid separator 20. After the powertrain waste heat recovery branch 103 absorbs the heat generated by the powertrain, the heat in the powertrain waste heat recovery branch 103 is transferred to the first heat exchange channel 41 by the heat exchanger 40.

[0086] When heating of the crew compartment is required, the refrigerant releases heat at the indoor condenser 30, flows into the first heat exchange channel 41, and then flows to the gas-liquid separator 20 via the first heat exchange channel 41. When heating of the battery 800 is required, the refrigerant releases heat at the battery heat exchanger 801, flows into the first heat exchange channel 41, and then flows to the gas-liquid separator 20 via the first heat exchange channel 41.

[0087] Coolant flows in the powertrain waste heat recovery branch 103, absorbing the heat generated by the powertrain. The heat exchanger 40 can transfer the heat in the powertrain waste heat recovery branch 103 to the refrigerant in the first heat exchange channel 41, thereby heating the refrigerant and absorbing the heat from the first heat source S1.

[0088] The heat exchanger 40 has a first heat exchange channel 41 and a second heat exchange channel 42 for mutual heat exchange. A powertrain waste heat recovery branch 103 is equipped with a powertrain cooler 61, which absorbs waste heat from the vehicle. Both ends of the powertrain waste heat recovery branch 103 are connected to the second heat exchange channel 42 to form a coolant circulation loop. The powertrain cooler 61 dissipates heat from the vehicle's powertrain system, reducing its operating temperature and improving its operational stability.

[0089] In some specific embodiments, such as Figure 1 As shown, the powertrain waste heat recovery branch 103 is also equipped with a drive pump 63 and a radiator 62. The drive pump 63 is used to drive the coolant in the powertrain cooler 61 to flow to the second heat exchange channel 42. The radiator 62 is located downstream of the second heat exchange channel 42 and upstream of the powertrain cooler 61.

[0090] Driven by pump 63, coolant flows through powertrain cooler 61 and radiator 62, where it exchanges heat with them to remove heat generated by the powertrain system. Coolant flowing out of powertrain cooler 61 first flows to second heat exchange channel 42. In second heat exchange channel 42, coolant exchanges heat with refrigerant flowing in first heat exchange channel 41, transferring heat generated by the powertrain system to the refrigerant. Subsequently, under the action of pump 63, coolant in second heat exchange channel 42 flows to radiator 62, releasing excess heat from the heat exchange to the outside, and then flows back to powertrain cooler 61.

[0091] A selection valve 64 is also provided on the powertrain waste heat recovery branch 103. The selection valve 64 has three valve ports, of which the first valve port is connected to the second heat exchange channel 42, the second valve port is connected to the radiator 62, and the third valve port is connected between the radiator 62 and the powertrain cooler 61 through the selection branch 65.

[0092] The selector valve controls the flow of coolant, thereby controlling the direction in which the heat generated by the powertrain is directed.

[0093] When the first valve port of the selector valve 64 is open, the second valve port of the selector valve 64 is open, and the third valve port of the selector valve 64 is closed, the coolant flows in the circuit formed by the powertrain cooler 61, the second heat exchange channel 42, and the radiator 62.

[0094] The coolant flowing from the powertrain cooler 61 is driven by the pump 63 to the second heat exchange channel 42. In the second heat exchange channel 42, the coolant exchanges heat with the refrigerant in the first heat exchange channel 41, then flows to the radiator 62 for heat dissipation, and subsequently flows back to the powertrain cooler 61. When the vehicle thermal management system 100 is in cooling mode, it is equivalent to the first heat source S1 being turned off, and the heat generated by the powertrain cooler 61 is mainly dissipated through the radiator 62.

[0095] When the first port of selector valve 64 is open, the second port of selector valve 64 is closed, and the third port of selector valve 64 is open, the coolant flows in the circuit formed by the powertrain cooler 61 and the second heat exchange channel 42. The refrigerant has a heat absorption requirement, while the powertrain has a heat dissipation requirement; therefore, the coolant flows in the aforementioned circuit.

[0096] The high-temperature coolant flowing out of the powertrain cooler 61 flows into the second heat exchange channel 42 and exchanges heat with the low-temperature refrigerant flowing through the first heat exchange channel 41, transferring the heat generated by the power system to the refrigerant. After the heat exchange, the temperature of the coolant meets the heat dissipation requirements and then flows directly back to the powertrain cooler 61.

[0097] In some embodiments, such as Figure 5 As shown, the second heat source S2 includes an electric heater S21 installed in the gas-liquid separator 20. This can improve the compactness of the system structure and allow the gas separator 20 to fully absorb the heat from the electric heater S21, thereby reducing heat loss.

[0098] In some specific embodiments, such as Figure 6 As shown, the gas-liquid separator 20 includes a cylinder 21 and a first refrigerant flow pipe 22. A refrigerant receiving cavity 210 is formed inside the cylinder 21, and an inlet 211 is provided on the cylinder 21 for the refrigerant to enter the refrigerant receiving cavity 210.

[0099] The first refrigerant flow pipe 22 is installed inside the refrigerant receiving cavity 210, such as Figure 5 As shown, a first refrigerant flow channel 220 is formed inside the first refrigerant flow pipe 22. One end of the first refrigerant flow pipe 22 has a first refrigerant inlet 226 disposed in the refrigerant receiving cavity 210, and the other end of the first refrigerant flow pipe 22 has a first refrigerant outlet 227, which communicates with the outside of the refrigerant receiving cavity 210. An electric heater S21 is disposed on the pipe wall of the first refrigerant flow pipe 22, and the electric heater S21 is used to heat the refrigerant in the first refrigerant flow pipe 22.

[0100] An electric heater S21 is installed on the wall of the first refrigerant flow pipe 22, which can directly heat the refrigerant in the first refrigerant flow channel 220, resulting in high heating efficiency. In some designs, the superheat of the refrigerant after being discharged through the first refrigerant outlet 227 can be increased to about 20°C, thereby reducing the risk of liquid slugging of the refrigerant at the intake of the compressor 10 and increasing the heat exchange capacity of the vehicle thermal management system 100.

[0101] The above solution, by directly installing an electric heater S2 on the first refrigerant flow pipe 22, can not only heat the liquid refrigerant (or refrigerant in a gas-liquid mixture) in the gas-liquid separator 20, accelerating the phase change of the liquid refrigerant to the gaseous refrigerant, but also further heat the gaseous refrigerant entering the first refrigerant flow pipe 22. This can effectively increase the superheat of the gaseous refrigerant entering the compressor 10, reduce the risk of liquid slugging at the compressor 10 inlet, and ensure that the heat pump system has a high suction temperature, increasing the heat exchange capacity of the heating system, improving the heating rate under heating conditions, and enhancing the COP performance of the heat pump system. Therefore, the gas-liquid separator 20 involved in this invention can replace the high-pressure air-heating PTC thermistor in related heat pump structures, and eliminate the motor stall function, reducing the number of components in the vehicle system and lowering the development cost of the entire vehicle system.

[0102] refer to Figure 6 and Figure 6 The first refrigerant flow pipe 22 may include: a first pipe body 2200 and a second pipe body 2201, the second pipe body 2201 being spirally wound around the outer circumference of the first pipe body 2200, and an electric heater S21 being disposed on the second pipe body 2201. Thus, the electric heater S21 directly heats the refrigerant inside the second pipe body 2201, and the heat dissipated by the electric heater S21 can also directly heat the refrigerant inside the first pipe body 2200, improving the heating efficiency of the electric heater S21 for the refrigerant.

[0103] The electric heater S21 is installed on the wall of the second tube 2201, directly heating the gaseous refrigerant flowing to the compressor 10. The first refrigerant flow pipe 22 is partially spiral-shaped, increasing the contact area between the electric heater S21 and the refrigerant, thus improving the heating effect. The spiral design of the second tube 2201 increases its length, extending the heating time of the refrigerant within the first refrigerant flow pipe 22. This ensures sufficient heating of the gaseous refrigerant within the first refrigerant flow pipe 22 by the electric heater S21, increasing the superheat of the refrigerant entering the heat pump system. Under heating conditions, this provides the refrigerant temperature entering the heat pump system, ensuring a high suction temperature, increasing the heat exchange capacity of the heating system, and improving the heating rate and COP of the system under heating conditions.

[0104] Furthermore, such as Figure 4 As shown, the second tube 2201 also includes an inner tube 221 and an outer tube 222, with the outer tube 222 sleeved outside the inner tube 221. The electric heater S21 is disposed between the inner tube 221 and the outer tube 222. This arrangement not only improves the structural strength but also increases the contact area between the electric heater S21 and the refrigerant, thereby enhancing the heating effect on the refrigerant.

[0105] Of course, the electric heater S21 of this application can also adopt other structural forms, such as being set at the bottom of the refrigerant housing 210, etc., which is not limited here.

[0106] The following is combined Figure 7 The structure of a vehicle thermal management system 100 according to a specific embodiment of this application is described.

[0107] The vehicle thermal management system 100 includes a compressor 10, a gas-liquid separator 20, a battery heat exchanger 801 suitable for regulating the temperature of the battery 800, a first heat source S1, a second heat source S2 provided on the gas-liquid separator 20, and also includes an external heat exchanger 521 suitable for exchanging heat with the outside world and an indoor evaporator 31 suitable for cooling the passenger compartment.

[0108] The vehicle thermal management system 100 further includes: a first flow path 51, one end of which is connected to the exhaust port of the compressor 10, and a third switch 511 connected in series on the first flow path 51; a second flow path 52, one end of which is connected to the first flow path 51, and an indoor condenser 30 and a first selective flow path 70 connected in series on the second flow path 52; a third flow path 53, one end of which is connected to the first flow path 51, and the other end of which is connected to the first heat source S1, and a battery heat exchanger 801 connected in series on the third flow path 53, and a first battery heat exchange throttling element 531 and a second battery heat exchange throttling element 532 connected in series before and after the battery heat exchanger 801 on the third flow path 53; a fourth flow path 54, one end of which is connected to the gas-liquid separator 20, and the other end of which is connected to the intersection of the first flow path 51 and the third flow path 53, and a fourth switch 541 connected in series on the fourth flow path 54; and a fifth flow path 55, which is connected to the gas-liquid separator 20. Between the inlet of the separator 20 and the compressor 10; a sixth flow path 56, with its two ends connected to the gas-liquid separator 20 and the first heat source S1 respectively, and a second selective flow path 80 connected in series on the sixth flow path 56; a seventh flow path 57, with one end connected to the other end of the second flow path 52 and the other end connected to the other end of the third flow path 53, i.e., connected between the first battery heat exchange throttling device 531 and the first heat source S1; an eighth flow path 58, with one end connected to the intersection of the second flow path 52 and the seventh flow path 57, and the other end connected to the intersection of the sixth flow path 56 and the first heat source S1; a ninth flow path 59, with one end connected to the other end of the third flow path 53, i.e. connected between the first battery heat exchange throttling device 531 and the first heat source S1, and the other end connected to the sixth flow path 56, and a fifth switch 591 connected in series on the ninth flow path 59.

[0109] With this configuration, the vehicle thermal management system 100 can have multiple operating modes, such as dual heating mode, dual cooling mode, passenger compartment heating mode (i.e., passenger compartment single heating mode), battery cooling mode (i.e., battery single heating mode), passenger compartment cooling mode (i.e., passenger compartment single cooling mode), battery cooling mode (i.e., battery single cooling mode), passenger compartment heating battery cooling mode, and passenger compartment cooling battery heating mode.

[0110] The vehicle according to the embodiments of this application, such as ​ As shown, the system includes a vehicle body 900 and a vehicle thermal management system 100 mounted on the vehicle body 900. The vehicle thermal management system 100 is any of the vehicle thermal management systems described above. The vehicle thermal management system 100 is as described above and will not be repeated here.

[0111] According to the vehicle embodiment of this application, by setting the above-mentioned vehicle thermal management system 100, the heating performance of the battery 800 is better, the performance of the battery 800 in cold weather is improved, and the range is increased.

[0112] The following content should be incorporated into the writing process as needed to explain the relevant information:

[0113] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0114] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection adapted through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. In this application, unless otherwise expressly specified and limited, "on" or "below" a second feature can mean that the first and second features are in direct contact, or that the first and second features are adapted to be in indirect contact through an intermediate medium.

[0115] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0116] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle thermal management system, characterized in that, include: The compressor (10), gas-liquid separator (20), battery heat exchanger (801) suitable for regulating the temperature of battery (800), and first heat source (S1) are provided. The gas-liquid separator (20) is provided with a second heat source (S2). The gas-liquid separator (20) is connected to the air inlet of the compressor (10), and the battery heat exchanger (801) is connected to the exhaust port of the compressor (10). The first heat source (S1) is connected between the gas-liquid separator (20) and the battery heat exchanger (801). The vehicle thermal management system (100) has a battery heating mode. In the battery heating mode, the refrigerant in the vehicle thermal management system (100) absorbs heat from the first heat source (S1) and the second heat source (S2) and flows into the battery heat exchanger (801) under the action of the compressor (10). The first heat source (S1) includes a powertrain waste heat recovery branch (103), which is used to absorb the heat generated by the powertrain. The second heat source (S2) includes an electric heater (S21) disposed within the gas-liquid separator (20); The gas-liquid separator (20) includes: The cylinder (21) has a refrigerant receiving cavity (210) inside, and the cylinder (21) is provided with an inlet for the refrigerant to enter the refrigerant receiving cavity (210). A first refrigerant flow pipe (22) is disposed in the refrigerant receiving cavity (210). A first refrigerant flow channel (220) is formed inside the first refrigerant flow pipe (22). A first refrigerant inlet (226) is formed at one end of the first refrigerant flow pipe (22) and disposed in the refrigerant receiving cavity (210). A first refrigerant outlet (227) is provided at the other end of the first refrigerant flow pipe (22). The first refrigerant outlet (227) is connected to the outside of the refrigerant receiving cavity (210). An electric heater (S21) is provided on the wall of the first refrigerant flow pipe (22), and the electric heater (S21) is used to heat the refrigerant in the first refrigerant flow pipe (22); The first refrigerant flow pipe (22) includes: A first tube (2200) and a second tube (2201), the second tube (2201) being spirally wrapped around the outer periphery of the first tube (2200), and the electric heater (S21) being disposed on the second tube (2201).

2. The vehicle thermal management system according to claim 1, characterized in that, Also includes: An indoor condenser (30) suitable for heating the crew compartment is connected between the exhaust port of the compressor (10) and the first heat source (S1). The vehicle thermal management system (100) has a passenger compartment heating mode. In the passenger compartment heating mode, the refrigerant in the vehicle thermal management system (100) absorbs heat from the first heat source (S1) and the second heat source (S2) and flows into the indoor condenser (30) under the action of the compressor (10).

3. The vehicle thermal management system according to claim 2, characterized in that, Also includes: An external heat exchanger (521) suitable for exchanging heat with the outside environment is connected between the indoor condenser (30) and the first heat source (S1). The vehicle thermal management system (100) has a battery cooling mode. In the battery cooling mode, the second heat source (S2) in the gas-liquid separator (20) is turned off, and the refrigerant flowing out of the compressor (10) flows into the battery heat exchanger (801) after being cooled by the external heat exchanger (521).

4. The vehicle thermal management system according to claim 3, characterized in that, Also includes: An indoor evaporator (31) suitable for cooling the crew compartment is connected between the gas-liquid separator (20) and the first heat source (S1). The vehicle thermal management system (100) has a passenger compartment cooling mode. In the passenger compartment cooling mode, the second heat source (S2) in the gas-liquid separator (20) is turned off, and the refrigerant flowing out of the compressor (10) flows into the indoor evaporator (31) after being cooled by the external heat exchanger (521).

5. The vehicle thermal management system according to claim 1, characterized in that, The second tube (2201) also includes: The inner tube (221) and the outer tube (222) are fitted on the outside of the inner tube (221), and the electric heater (S21) is disposed between the inner tube (221) and the outer tube (222).

6. A vehicle, characterized in that, The vehicle includes a vehicle body (900) and a vehicle thermal management system (100) mounted on the vehicle body (900), wherein the vehicle thermal management system (100) is the vehicle thermal management system (100) according to any one of claims 1-5.

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