Vehicle thermal management system and vehicle with same

Abstract

The invention provides a vehicle heat management system and a vehicle with the same, the vehicle heat management system comprises a refrigerant compression cycle, the refrigerant compression cycle comprises a heat exchanger, the heat exchanger adjusts the temperature of a battery pack of the vehicle through a secondary refrigerant cycle, and the vehicle heat management system further comprises a liquid storage tank, the pipe tail end of a first out-cabin inlet and outlet pipe of the out-cabin heat exchanger, the pipe tail end of a first in-cabin inlet and outlet pipe of the in-cabin heat exchanger and the pipe tail end of a first heat exchanger inlet and outlet pipe of the heat exchanger all extend into the top space in the liquid storage tank; the height distances between the pipe tail end of the first out-cabin inlet and outlet pipe, the pipe tail end of the first in-cabin inlet and outlet pipe and the inner wall of the tank bottom of the liquid storage tank are smaller and smaller. According to the invention, the refrigerant can preferentially enter the heat exchanger capable of cooling and regulating the temperature of the battery pack in the refrigeration mode only through the height difference of the pipe tail ends of the inlet and outlet pipes, complicated control logic is not needed, the system construction cost is reduced, and the fault occurrence probability is reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of air conditioning, and in particular relates to a vehicle thermal management system and a vehicle having the same. Background Art

[0002] Currently, the commonly used new energy vehicle batteries are usually lithium batteries, and the essence of their charging and discharging is the migration process of lithium ions. With the popularization of fast charging technology, the energy density of the battery charging process has increased sharply, and good thermal management means are urgently needed to intervene, otherwise there will be great safety hazards. Studies have shown that the most suitable operating temperature range for lithium-ion batteries is 20℃~40℃. Therefore, in addition to the cooling demand under high-temperature operating conditions, the battery system also has a significant heating demand under low-temperature operation or low-temperature start-up conditions. Today, the newer thermal management system has the function of thermal control and thermal regulation (cooling / heating) of the cabin and battery. The system modes are numerous and complex. After the system modes are integrated, the system priority issue needs to be considered. For example, when the temperature of the passenger compartment and the battery system is high, the two systems need to be cooled at the same time. At this time, it is necessary to consider the cooling priority of the passenger compartment thermal management subsystem and the battery thermal management subsystem. There are also similar priority determination issues in system heating.

[0003] Because it affects the stability and life of new energy vehicles, the battery cold load or heat load demand is first met, and the system quickly adjusts the battery temperature to an appropriate temperature range, and then adjusts it with the temperature control of the passenger compartment as the core, so that the normal operation of the components can be guaranteed without affecting the human comfort of the passengers. Usually, the cooling demand of the battery is preferentially met by increasing the flow rate of the gas-liquid mixed refrigerant on the battery side (i.e., increasing the opening of the electronic expansion valve on the battery side). However, in the actual operation process, the gas-liquid mixed refrigerant often cannot be evenly distributed to the pipeline, resulting in the battery side electronic expansion valve opening being adjusted to the maximum and still unable to preferentially meet the battery cooling demand. In addition, for the vehicle thermal management system with 3 flow paths of the multi-cabin heat exchanger, the disturbance caused by gravity, changes in the cross-sectional area of ​​the pipeline, bends, etc., leads to uneven distribution of refrigerant and affects the comfort of passengers. Summary of the invention

[0004] Therefore, the present invention provides a vehicle thermal management system and a vehicle having the same, which can overcome the technical problems in the related art that the demand for battery priority cooling in the vehicle thermal management system is difficult to meet or complex control logic is required to achieve the purpose of battery priority cooling, resulting in high costs.

[0005] In order to solve the above problems, the present invention provides a vehicle thermal management system, including a refrigerant compression cycle, the refrigerant compression cycle includes a compressor module, an off-cabin heat exchanger, an in-cabin heat exchanger, a heat exchanger, a first throttling element corresponding to the in-cabin heat exchanger and a second throttling element corresponding to the heat exchanger, the heat exchanger adjusts the temperature of the vehicle's battery pack through a coolant circulation, the compressor module is used to compress the refrigerant and drive the refrigerant to form a refrigerant circulation between the off-cabin heat exchanger, the in-cabin heat exchanger and the heat exchanger, the heat exchanger is connected in parallel with the in-cabin heat exchanger, and the The vehicle thermal management system also includes a liquid storage tank, and the tube ends of the first outside cabin inlet and outlet pipes of the outside cabin heat exchanger, the tube ends of the first inside cabin inlet and outlet pipes of the inside cabin heat exchanger, and the tube ends of the first heat exchanger inlet and outlet pipes of the heat exchanger all extend into the top space in the liquid storage tank, and the height distances between the tube ends of the first outside cabin inlet and outlet pipes, the tube ends of the first inside cabin inlet and outlet pipes, and the tube ends of the first heat exchanger inlet and outlet pipes and the inner wall of the tank bottom of the liquid storage tank are getting smaller and smaller, and the first throttling element is serially connected to the first inside cabin inlet and outlet pipes, and the second throttling element is serially connected to the first heat exchanger inlet and outlet pipes.

[0006] In some embodiments, there are at least two in-cabin heat exchangers, and corresponding ends of the two in-cabin heat exchangers are brought together and connected to the first in-cabin inlet and outlet pipes.

[0007] In some embodiments, the compressor module includes a four-way reversing valve having a cooling flow path position corresponding to a cooling mode of the refrigerant compression cycle and a heating flow path position corresponding to a heating mode of the refrigerant compression cycle.

[0008] In some embodiments, the height difference between the end of the inlet and outlet pipe outside the first cabin and the inner wall of the bottom of the liquid storage tank is ha, the height difference between the end of the inlet and outlet pipe inside the first cabin and the inner wall of the bottom of the liquid storage tank is hb, and the height difference between the end of the inlet and outlet pipe of the first heat exchanger and the inner wall of the bottom of the liquid storage tank is hc, ha = (2.5 ~ 3.5) hc, hb = (1.5 ~ 2.0) hc.

[0009] In some embodiments, the liquid storage tank is cylindrical, the inner diameter of the cross section of the liquid storage tank is D, the inner wall diameters of the first cabin inlet and outlet pipes, the first cabin inlet and outlet pipes, and the first heat exchanger inlet and outlet pipes are all d, D = (5.8 ~ 6.0) d.

[0010] In some embodiments, the brine circulation includes a battery pack heat exchanger and a water pump for driving the brine to circulate between the heat exchanger and the battery pack heat exchanger.

[0011] In some embodiments, the battery pack heat exchanger is disposed around the battery pack, and the battery pack heat exchanger has a heat exchange portion located in a gap between two adjacent battery packs.

[0012] In some embodiments, the vehicle thermal management system also includes a redundant heat exchanger connected in parallel with the heat exchanger, the redundant heat exchanger having a first redundant inlet and outlet pipe, the end of the first redundant inlet and outlet pipe extending into the top space in the liquid storage tank, and the height distance between the end of the first redundant inlet and outlet pipe and the inner wall of the bottom of the liquid storage tank is greater than the height distance between the end of the inlet and outlet pipe of the first heat exchanger and the inner wall of the bottom of the liquid storage tank.

[0013] The present invention also provides a vehicle, comprising the above-mentioned vehicle thermal management system.

[0014] In some embodiments, the vehicle further includes a cabin heat exchange chamber, an outdoor heat exchange chamber and a compression chamber, the compressor module, the liquid storage tank and the heat exchanger are all located in the compression chamber, the in-cabin heat exchanger is located in the cabin heat exchange chamber, and the outdoor heat exchanger is located in the outdoor heat exchange chamber.

[0015] A vehicle thermal management system and a vehicle having the same provided by the present invention have the following beneficial effects:

[0016] By adding a liquid storage tank in the refrigerant compression cycle, and by arranging the height distance between the corresponding inlet and outlet pipes of each heat exchanger and the inner wall of the tank bottom of the liquid storage tank in layers, and designing the height of the tube end of the inlet and outlet pipe of the first heat exchanger to be the lowest, when the refrigerant compression cycle is running in the cooling mode, the refrigerant flowing out of the off-board heat exchanger will preferentially enter the first heat exchanger through the inlet and outlet pipe of the first heat exchanger with a lower height as the liquid level rises after entering the liquid storage tank to form a preferential heat exchange with the coolant circulation, thereby realizing preferential heat exchange for the battery pack, effectively preventing the safety hazards caused by the excessive temperature of the battery pack, and improving the stability and life of the performance of new energy vehicles. At the same time, the vehicle thermal management system of the present invention can realize that the refrigerant preferentially enters the heat exchanger that can cool and adjust the temperature of the battery pack in the cooling mode only through the height difference between the tube ends of each inlet and outlet pipe and the inner wall of the tank bottom of the liquid storage tank, without the need for complex control logic, reducing the system construction cost, and reducing the probability of failure.

[0017] When at least two in-cabin heat exchangers are arranged in the cabin, in the cooling mode, the refrigerant flowing out of the out-cabin heat exchanger enters the space with a larger capacity through the first out-cabin inlet and outlet pipe with a smaller pipe diameter. The refrigerant flow area suddenly expands, which will slow down the refrigerant flow rate. This helps to reduce the disturbance of the refrigerant after it passes through the pipeline and the electronic expansion valve, and can ensure that the refrigerant is evenly distributed to each in-cabin heat exchanger, ensuring that the heat exchange effect of the in-cabin heat exchanger 3 is uniform, thereby improving the comfort of passengers.

[0018] Since the vehicle thermal management system of the present invention is additionally provided with the aforementioned liquid storage tank, when the system operates in the heating mode, the refrigerant flowing out of the heat exchangers in each cabin after heat exchange first enters the liquid storage tank, the flow rate of the refrigerant in the liquid storage tank is reduced and the resistance of the refrigerant flowing out of the cabin heat exchanger is increased, which can also reduce the disturbance of the refrigerant in the pipeline in the heating mode, thereby further ensuring the uniform heat exchange effect of the cabin heat exchanger in the heating mode, and improving the comfort of passengers;

[0019] By providing a heat exchange part on the battery pack heat exchanger that can be inserted into the gap between the battery packs, the temperature inside the battery pack can be effectively adjusted, especially in the cooling mode, which can effectively prevent the temperature inside the battery pack from accumulating and causing excessive temperature rise. It can be understood that the battery pack heat exchanger is equipped with a corresponding fan to accelerate the flow of heat exchange airflow and ensure the temperature adjustment efficiency of the battery pack;

[0020] Placing the liquid storage tank, heat exchanger and compressor module in a chamber can effectively shorten the length of the first heat exchanger inlet and outlet pipes between the liquid storage tank and the heat exchanger, thereby reducing the flow resistance of the refrigerant entering the heat exchanger, further ensuring the priority of temperature control for the battery pack. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the implementation methods of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for the implementation methods or the description of the prior art. The drawings described below are only exemplary, and for ordinary technicians in this field, other implementation drawings can be derived from the provided drawings without creative work.

[0022] Figure 1 is a system schematic diagram of a vehicle thermal management system in an embodiment of the present invention;

[0023] Figure 2 yes Figure 1 A schematic diagram of the refrigerant flow direction when the refrigerant compression cycle in the vehicle thermal management system operates in a cooling mode;

[0024] Figure 3 yes Figure 1 Schematic diagram of the refrigerant flow in the refrigerant compression cycle of the vehicle thermal management system when operating in heating mode.

[0025] The accompanying drawings are marked as follows:

[0026] 1. Compressor module; 2. Outboard heat exchanger; 21. First outboard inlet and outlet pipes; 22. Second outboard inlet and outlet pipes; 3. Inboard heat exchanger; 31. First inboard inlet and outlet pipes; 32. Second inboard inlet and outlet pipes; 4. Heat exchanger; 41. First heat exchanger inlet and outlet pipes; 42. Second heat exchanger inlet and outlet pipes; 51. First throttling element; 52. Second throttling element; 6. Liquid storage tank; 71. Battery pack heat exchanger; 72. Water pump. DETAILED DESCRIPTION

[0027] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means intended to limit the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0028] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the devices or elements referred to must have a specific direction or be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the scope of protection of the present invention. The directional words "inside and outside" refer to the inside and outside relative to the contours of each component itself.

[0029] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90° or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0030] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above terms have no special meaning and therefore cannot be understood as limiting the scope of protection of the present invention.

[0031] See also Figures 1 to 3 As shown, according to an embodiment of the present invention, a vehicle thermal management system is provided, including a refrigerant compression cycle (not labeled in the figure), the refrigerant compression cycle includes a compressor module 1, an off-cabin heat exchanger 2, an in-cabin heat exchanger 3, a heat exchanger 4 (specifically, for example, a plate heat exchanger), a first throttling element 51 corresponding to the in-cabin heat exchanger 3 (that is, used to throttle the refrigerant entering or flowing out of the in-cabin heat exchanger 3, such as an electronic expansion valve) and a second throttling element 52 corresponding to the heat exchanger 4 (that is, used to throttle the refrigerant entering or flowing out of the heat exchanger 4, such as an electronic expansion valve), the heat exchanger 4 adjusts the temperature of the vehicle's battery pack (not shown in the figure) through a refrigerant circulation (refrigerant such as refrigerant, water, etc.) (cooling or heating according to the actual operating mode of the refrigerant compression cycle), the compressor module 1 is used to compress the refrigerant and drive the refrigerant to form a refrigerant circulation between the off-cabin heat exchanger 2, the in-cabin heat exchanger 3 and the heat exchanger 4, the heat exchange The heat exchanger 4 is connected in parallel with the cabin heat exchanger 3, and the vehicle thermal management system also includes a liquid storage tank 6. The pipe ends of the first cabin inlet and outlet pipe 21 of the cabin heat exchanger 2, the pipe ends of the first cabin inlet and outlet pipe 31 of the cabin heat exchanger 3, and the pipe ends of the first heat exchanger inlet and outlet pipe 41 of the heat exchanger 4 all extend into the top space of the liquid storage tank 6, and the pipe ends of the first cabin inlet and outlet pipe 21, the pipe ends of the first cabin inlet and outlet pipe 31, and the pipe ends of the first heat exchanger inlet and outlet pipe 41 are respectively connected to the liquid storage tank. 6, the height distance between the inner wall of the tank bottom is getting smaller and smaller. It should be noted that, with respect to the ends of the inlet and outlet pipes extending into the liquid storage tank 6, the height distance between the end of the first heat exchanger inlet and outlet pipe 41 and the inner wall of the tank bottom is the smallest, that is, the other ends of the pipes are also above the end of the first heat exchanger inlet and outlet pipe 41, and the first throttling element 51 is connected in series to the inlet and outlet pipe 31 in the first compartment, and the second throttling element 52 is connected in series to the first heat exchanger inlet and outlet pipe 41.

[0032] In this technical solution, a liquid storage tank 6 is added to the refrigerant compression cycle, and the height spacing between the corresponding inlet and outlet pipes of each heat exchanger and the inner wall of the tank bottom of the liquid storage tank 6 is layered, and the height of the tube end of the first heat exchanger inlet and outlet pipe 41 is designed to be the lowest. In this way, when the refrigerant compression cycle is running in the cooling mode, the refrigerant flowing out of the off-board heat exchanger 2 will preferentially enter the first heat exchanger 4 through the first heat exchanger inlet and outlet pipe 41 with a lower height as the liquid level rises after entering the liquid storage tank 6, and form a preferential heat exchange with the coolant cycle, thereby realizing preferential heat exchange for the battery pack, effectively preventing the safety hazards caused by excessive battery pack temperature, and improving the stability and life of the new energy vehicle performance. At the same time, the vehicle thermal management system of the present invention can be realized in the cooling mode (such as Figure 2 (as shown) the refrigerant preferentially enters the heat exchanger 4 which can cool and regulate the temperature of the battery pack, without the need for complex control logic, thus reducing the system construction cost and the probability of failure.

[0033] In some specific embodiments, the cabin heat exchanger 3 has at least two, and corresponding ends of the two cabin heat exchangers 3 are connected to the first cabin inlet and outlet pipes 31 after being combined. Figure 1 As shown in the figure, two parallel cabin heat exchangers 3 are arranged in the cabin of the vehicle, which can improve the temperature adjustment rate inside the cabin and meet the user's needs for rapid temperature adjustment.

[0034] In this technical solution, when at least two cabin heat exchangers 3 are arranged in the cabin, in the cooling mode (such as Figure 2 As shown in the figure, the refrigerant flowing out of the extracabin heat exchanger 2 enters a space with a larger capacity (the inner wall aperture is larger than the diameter of the first extracabin inlet and outlet pipe 21) through the first extracabin inlet and outlet pipe 21 with a smaller pipe diameter. The sudden expansion of the refrigerant flow area will slow down the refrigerant flow rate, which helps to reduce the disturbance of the refrigerant after it passes through the pipeline (including bends, reducers and other structures) and the electronic expansion valve, and can ensure that the refrigerant is evenly distributed to each in-cabin heat exchanger 3, ensuring that the heat exchange effect of the in-cabin heat exchanger 3 is uniform, thereby improving passenger comfort.

[0035] It can be understood that the above-mentioned compressor module 1 at least includes a compressor (not shown in the figure) and a gas-liquid separator on the suction port pipeline of the compressor. In order to enable the above-mentioned refrigerant compression cycle to have both cooling mode and heating mode, in a specific embodiment, the compressor module 1 also includes a four-way reversing valve (not shown in the figure), and the four-way reversing valve has a cooling flow path position corresponding to the cooling mode of the refrigerant compression cycle and a heating flow path position corresponding to the heating mode of the refrigerant compression cycle. That is, the vehicle thermal management system at this time can operate in cooling mode to achieve the purpose of cooling the cabin and the battery pack, and can also operate in heating mode to achieve the purpose of heating the cabin and the battery pack. In this way, the battery pack can be effectively prevented from operating at high or low temperatures, so that the battery pack can operate in a more suitable temperature range, thereby improving the performance and service life of the battery pack.

[0036] More importantly, the vehicle thermal management system of the present invention is provided with the aforementioned liquid storage tank 6, so when the system is running in the heating mode (such as Figure 3 As shown in the figure, the refrigerant flowing out of the heat exchanger 3 in each cabin after heat exchange first enters the liquid storage tank 6. The flow rate of the refrigerant in the liquid storage tank 6 is reduced and the resistance of the refrigerant flowing out of the cabin heat exchanger 3 is increased. This can also reduce the disturbance of the refrigerant in the pipeline in the heating mode, thereby further ensuring the uniform heat exchange effect of the cabin heat exchanger 3 in the heating mode and improving the passenger comfort.

[0037] It should be noted that the aforementioned four-way reversing valve can be a conventional four-way reversing valve (electromagnetic) in the field of air conditioning, and its four ports are respectively connected to the exhaust port, the air intake port, the second outside cabin inlet and outlet pipes 22 of the outside cabin heat exchanger 2, and the second inside cabin inlet and outlet pipes 32 of each parallel inside cabin heat exchanger 3 and the second heat exchanger inlet and outlet pipe 42 of the heat exchanger 4, thereby changing the flow direction of the refrigerant by changing the connection relationship of the four ports, thereby realizing the switching between the cooling mode and the heating mode.

[0038] In some embodiments, the height difference between the end of the first external inlet and outlet pipe 21 and the inner wall of the bottom of the liquid storage tank 6 is ha, the height difference between the end of the first internal inlet and outlet pipe 31 and the inner wall of the bottom of the liquid storage tank 6 is hb, and the height difference between the end of the first heat exchanger inlet and outlet pipe 41 and the inner wall of the bottom of the liquid storage tank 6 is hc, ha = (2.5 ~ 3.5) hc, hb = (1.5 ~ 2.0) hc.

[0039] In this technical solution, when the aforementioned ha, hb and hc satisfy the aforementioned relationship, the cooling and heating capacities of the thermal management system are relatively high, and it is ensured that during cooling, the liquid refrigerant enters the heat exchanger 4 first, and then enters the cabin heat exchanger 3, to ensure battery cooling priority; during heating, it is ensured that the refrigerant entering the cabin heat exchanger 3 is in a gaseous or mixed state, and then the refrigerant entering the compressor is in a gaseous state, to prevent liquid hammer in the compressor and damage the compressor.

[0040] In some embodiments, the liquid storage tank 6 is cylindrical, the inner diameter of the cross section of the liquid storage tank 6 is D, the inner diameter of the first compartment inlet and outlet pipe 21, the first compartment inlet and outlet pipe 31 and the first heat exchanger inlet and outlet pipe 41 are all d, D = (5.8-6.0) d. It has been verified by experiments that under this proportional relationship, the liquid storage tank 6 can effectively reduce the disturbance caused by the pipeline to the refrigerant, ensure that the refrigerant out of the liquid storage tank 6 is relatively uniform and has a slow flow rate, thereby ensuring sufficient and complete heat exchange.

[0041] In some embodiments, the coolant cycle includes a battery pack heat exchanger 71 and a water pump 72 for driving the coolant to circulate between the heat exchanger 4 and the battery pack heat exchanger 71 .

[0042] In this technical solution, by providing a water pump 72, the rapid flow circulation of the coolant in the pipeline can be improved, thereby improving the temperature control efficiency of the battery pack.

[0043] In a specific embodiment, the battery pack heat exchanger 71 is arranged around the battery pack, and the battery pack heat exchanger 71 has a heat exchange portion (not shown in the figure) located in the gap between two adjacent battery packs. The aforementioned heat exchange portion can specifically be several U-tubes protruding outward from the heat exchange core of the battery pack heat exchanger 71, and these protruding U-tubes also form a heat exchange portion inserted in the gap between each battery pack.

[0044] In this technical solution, by providing a heat exchange part that can be inserted into the gap between battery packs on the battery pack heat exchanger 71, effective temperature regulation of the inside of the battery pack can be achieved, especially in the cooling mode, which can effectively prevent the accumulation of temperature inside the battery pack and cause excessive temperature rise. It can be understood that the battery pack heat exchanger 71 is configured with a corresponding fan to accelerate the flow of heat exchange airflow and ensure the temperature regulation efficiency of the battery pack.

[0045] In some embodiments, the vehicle thermal management system also includes a redundant heat exchanger (not shown in the figure) connected in parallel with the heat exchanger 4. The aforementioned redundant heat exchanger can be, for example, a heat exchanger of a motor driver, or a heat exchanger built into a vehicle seat. The redundant heat exchanger has a first redundant inlet and outlet pipe and a second redundant inlet and outlet pipe. The redundant heat exchanger forms a refrigerant parallel connection with the heat exchanger 4 through the aforementioned first redundant inlet and outlet pipe and the second redundant inlet and outlet pipe. The end of the first redundant inlet and outlet pipe extends into the top space in the liquid storage tank 6, and the height distance between the end of the first redundant inlet and outlet pipe and the inner wall of the bottom of the liquid storage tank 6 is greater than the height distance between the end of the first heat exchanger inlet and outlet pipe 41 and the inner wall of the bottom of the liquid storage tank 6, that is, the heat exchange priority of the redundant heat exchanger is also lower than the heat exchange priority of the battery pack.

[0046] The following is combined with Figure 2 And attached Figure 3 The embodiments of the present invention are further described:

[0047] See also Figure 2 As shown, both the cabin (i.e., the cabin interior, the same below) and the battery (i.e., the battery pack, the same below) have cooling requirements, and when the two circuits are working at the same time, the liquid refrigerant after releasing heat through the cabin exterior heat exchanger 2 enters the liquid storage tank 6 from the first cabin exterior inlet and outlet pipe 21, first contacts the longest tube first heat exchanger inlet and outlet pipe 41, and enters the battery cooling circuit (i.e., the aforementioned coolant circulation, the same below). As the liquid refrigerant enters the liquid storage tank 6, the liquid level gradually rises, and then contacts the first cabin interior inlet and outlet pipe 31, and enters the cabin cooling circuit (i.e., the cabin interior heat exchanger 3, the same below), thereby realizing the battery priority cooling function, especially in the second section. When the flow element 52 is opened to the maximum and cannot meet the battery cooling demand, the liquid refrigerant flowing out of the inlet and outlet pipes 41 of the first heat exchanger becomes a mixed refrigerant under the throttling action of the second throttling element 52, enters the heat exchanger 4 to absorb the heat of the coolant and becomes a gaseous refrigerant, returns to the compressor for pressure boosting, and releases heat in the condenser (that is, the aforementioned off-cabin heat exchanger 2, the same below), and then continues to circulate. For the battery side, after releasing heat in the heat exchanger 4, the coolant enters the battery pack (that is, the battery pack heat exchanger 71) to absorb heat to lower the temperature of the battery pack, and then is driven to circulate by the electronic water pump (that is, the aforementioned water pump 72, the same below). Since the diameter of the liquid storage tank 6 is larger than that of the pipeline, the refrigerant flow path flowing into the liquid storage tank 6 becomes smaller instantly. Under the action of gravity, the liquid refrigerant flowing out of the inlet and outlet pipe 31 in the first cabin is less disturbed when passing through structures such as bends and changes in the cross-sectional area of ​​the pipeline. Therefore, the mixed refrigerant after passing through the first throttling element 51 is evenly distributed on the cross-section of the pipeline, with a moderate flow rate, and can flow evenly into the heat exchangers 3 in each cabin, ensuring that the heat exchange effect of the heat exchangers 3 in each cabin is balanced, thereby improving passenger comfort. The gaseous refrigerant that absorbs the heat of the air through the cabin heat exchanger 3 returns to the compressor for pressure increase, and the condenser releases heat to continue the cycle.

[0048] See also Figure 3 As shown, both the cabin and the battery have heating requirements, and when the two circuits work at the same time, the gaseous refrigerant after the compressor boosts the pressure, and is divided into two paths: one path enters the cabin heat exchanger 3 to release heat and become liquid refrigerant, and then passes through the first throttling element 51 to become a gas-liquid mixed refrigerant, and enters the liquid storage tank 6 through the first cabin inlet and outlet pipe 31; the other path enters the heat exchanger 4 to release heat and become liquid refrigerant, and then passes through the second throttling element 52 to become a gas-liquid mixed refrigerant, and enters the liquid storage tank 6 through the first heat exchanger inlet and outlet pipe 41. For the battery side, after the coolant absorbs heat in the heat exchanger 4, it enters the battery pack to release heat to increase its temperature, and then drives the circulation through the electronic water pump. As the mixed refrigerant enters the first cabin inlet and outlet pipe 31 and the first heat exchanger inlet and outlet pipe 41, the pressure and capacity increase. After a certain level, it flows out from the first cabin inlet and outlet pipe 21, enters the outdoor heat exchanger to absorb heat and become a gaseous refrigerant, enters the compressor to boost the pressure, and continues to circulate.

[0049] After testing, when the second throttling element 52 is opened to the maximum, the system can give priority to meeting the cooling demand of 6kW on the battery side under both nominal cooling and maximum cooling conditions, while taking into account 80% of the cooling demand in the passenger cabin, meeting the requirements of relevant standards. Secondly, by comparing the return air temperature, supply air temperature and heat exchange data of the heat exchanger 3 in the two cabins, it can be found that the heat exchange of the heat exchanger 3 in the two cabins is basically the same, with an error within 3%, ensuring uniform supply air temperature and passenger comfort.

[0050] According to an embodiment of the present invention, a vehicle is also provided, comprising the above-mentioned vehicle thermal management system.

[0051] In some embodiments, the vehicle further includes a cabin heat exchange chamber (not shown in the figure), an outdoor heat exchange chamber (not shown in the figure) and a compression chamber (not shown in the figure), the compressor module 1, the liquid storage tank 6 and the heat exchanger 4 are all located in the compression chamber, the in-cabin heat exchanger 3 is located in the cabin heat exchange chamber, and the outdoor heat exchanger 2 is located in the outdoor heat exchange chamber.

[0052] In this technical solution, the liquid storage tank 6, the heat exchanger 4 and the compressor module 1 are arranged in a chamber, which can effectively shorten the length of the first heat exchanger inlet and outlet pipes 41 between the liquid storage tank 6 and the heat exchanger 4, thereby reducing the flow resistance of the refrigerant entering the heat exchanger 4, and further ensuring the priority of temperature control for the battery pack.

[0053] It is easy for those skilled in the art to understand that, without conflict, the advantageous technical features of the above-mentioned methods can be freely combined and superimposed.

[0054] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the present invention. The above description is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and variations can be made without departing from the technical principles of the present invention. These improvements and variations should also be regarded as the protection scope of the present invention.

Claims

1. A vehicle thermal management system, comprising a refrigerant compression cycle, the refrigerant compression cycle comprising a compressor module (1), an off-cabin heat exchanger (2), an in-cabin heat exchanger (3), a heat exchanger (4), a first throttling element (51) arranged corresponding to the in-cabin heat exchanger (3), and a second throttling element (52) arranged corresponding to the heat exchanger (4), the heat exchanger (4) regulating the temperature of a battery pack of the vehicle through a coolant circulation, the compressor module (1) being used to compress the refrigerant and drive the refrigerant to form a refrigerant circulation between the off-cabin heat exchanger (2), the in-cabin heat exchanger (3) and the heat exchanger (4), the heat exchanger (4) being connected in parallel with the in-cabin heat exchanger (3), characterized in that: The vehicle thermal management system also includes a liquid storage tank (6), and the pipe ends of the first outside cabin inlet and outlet pipe (21) of the outside cabin heat exchanger (2), the pipe ends of the first inside cabin inlet and outlet pipe (31) of the inside cabin heat exchanger (3), and the pipe ends of the first heat exchanger inlet and outlet pipe (41) of the heat exchanger (4) all extend into the top space inside the liquid storage tank (6), and the height distances between the pipe ends of the first outside cabin inlet and outlet pipe (21), the pipe ends of the first inside cabin inlet and outlet pipe (31), and the pipe ends of the first heat exchanger inlet and outlet pipe (41) and the inner wall of the tank bottom of the liquid storage tank (6) are getting smaller and smaller, and the first throttling element (51) is serially connected to the first inside cabin inlet and outlet pipe (31), and the second throttling element (52) is serially connected to the first heat exchanger inlet and outlet pipe (41).

2. The vehicle thermal management system according to claim 1, characterized in that: There are at least two in-cabin heat exchangers (3), and corresponding ends of the two in-cabin heat exchangers (3) are brought together and communicated with the first in-cabin inlet and outlet pipes (31).

3. The vehicle thermal management system according to claim 1, characterized in that: The compressor module (1) comprises a four-way reversing valve, wherein the four-way reversing valve has a refrigeration flow path position corresponding to a refrigeration mode of the refrigerant compression cycle and a heating flow path position corresponding to a heating mode of the refrigerant compression cycle.

4. The vehicle thermal management system according to any one of claims 1 to 3, characterized in that: The height difference between the end of the first compartment inlet and outlet pipe (21) and the inner wall of the tank bottom of the liquid storage tank (6) is ha, the height difference between the end of the first compartment inlet and outlet pipe (31) and the inner wall of the tank bottom of the liquid storage tank (6) is hb, and the height difference between the end of the first heat exchanger inlet and outlet pipe (41) and the inner wall of the tank bottom of the liquid storage tank (6) is hc, ha = (2.5 ~ 3.5) hc, hb = (1.5 ~ 2.0) hc.

5. The vehicle thermal management system according to claim 4, characterized in that: The liquid storage tank (6) is cylindrical, and the inner diameter of the cross section of the liquid storage tank (6) is D. The inner wall diameters of the first cabin inlet and outlet pipe (21), the first cabin inlet and outlet pipe (31) and the first heat exchanger inlet and outlet pipe (41) are all d, and D=(5.8-6.0)d.

6. The vehicle thermal management system according to claim 1, characterized in that: The coolant cycle includes a battery pack heat exchanger (71) and a water pump (72) for driving the coolant to circulate between the heat exchanger (4) and the battery pack heat exchanger (71).

7. The vehicle thermal management system according to claim 6, characterized in that: The battery pack heat exchanger (71) is arranged around the battery pack, and the battery pack heat exchanger (71) has a heat exchange portion located in the gap between two adjacent battery packs.

8. The vehicle thermal management system according to claim 7, characterized in that: It also includes a redundant heat exchanger connected in parallel with the heat exchanger (4), the redundant heat exchanger having a first redundant inlet and outlet pipe, the end of the first redundant inlet and outlet pipe extending into the top space in the liquid storage tank (6), and the height distance between the end of the first redundant inlet and outlet pipe and the inner wall of the tank bottom of the liquid storage tank (6) is greater than the height distance between the end of the inlet and outlet pipe (41) of the first heat exchanger and the inner wall of the tank bottom of the liquid storage tank (6).

9. A vehicle, characterized in that: A vehicle thermal management system comprising the vehicle thermal management system according to any one of claims 1 to 8.

10. The vehicle according to claim 9, characterized in that It also includes a cabin heat exchange chamber, an exterior heat exchange chamber and a compression chamber, wherein the compressor module (1), the liquid storage tank (6) and the heat exchanger (4) are all located in the compression chamber, the interior heat exchanger (3) is located in the cabin heat exchange chamber, and the exterior heat exchanger (2) is located in the exterior heat exchange chamber.

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