Automobile thermal management system and automobile

Abstract

The embodiment of the invention discloses an automobile thermal management system and an automobile, the automobile thermal management system comprises a cooling liquid loop, the cooling liquid loop comprises a total heating loop and a battery thermal management loop, the battery thermal management loop comprises a battery heating loop and a battery refrigerating loop, the total heating loop is coupled with the battery heating loop, and the battery refrigerating loop is coupled with the battery heating loop. The heat exchanger is used for exchanging heat with a battery heating loop; the refrigerant loop comprises a main refrigerating loop and a heat source supply loop, the main refrigerating loop is coupled with the battery refrigerating loop and used for conducting heat exchange with the battery refrigerating loop, and the main refrigerating loop is further used for conducting heat exchange with the passenger compartment; wherein a flow channel of heating equipment of the passenger compartment is connected in series in the total heating loop, the total heating loop is coupled with a first heat dissipation output end of the engine, and cooling liquid output by the engine serves as a first heat source of the total heating loop; the total heating loop is coupled with the heat source supply loop, and the heat source supply loop is used for heating the cooling liquid in the total heating loop and serves as a second heat source of the total heating loop.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to an automobile thermal management system and an automobile. Background Art

[0002] The thermal management system of a range-extended hybrid vehicle needs to take into account the temperature control requirements of the range extender, battery, and passenger compartment. At present, the thermal management system of existing range-extended hybrid vehicles usually uses electric heaters to heat the passenger compartment and battery. Its energy consumption is large and directly comes from the battery, which will cause the range of the extended-range vehicle to decrease significantly. Secondly, in order to meet the diverse thermal management needs, such as independent thermal management of the passenger compartment and battery or simultaneous thermal management of both, the existing thermal management system needs to rely on a large number of multi-way valves or switching devices to achieve the switching of thermal management paths. This will not only make the piping design of the thermal management system very complicated, but also easily lead to a decrease in heat exchange efficiency, and some heat will be lost during the transmission process. Summary of the invention

[0003] The embodiments of the present invention provide an automobile thermal management system and an automobile, aiming to reduce the energy consumption of the thermal management system and improve the heat exchange efficiency of the thermal management system.

[0004] In order to solve the above technical problems, the embodiments of the present invention disclose the following technical solutions:

[0005] In one aspect, a vehicle thermal management system is provided, comprising:

[0006] A coolant circuit, comprising a total heating circuit and a battery thermal management circuit, wherein the battery thermal management circuit comprises a battery heating circuit and a battery cooling circuit, wherein the total heating circuit is coupled to the battery heating circuit for heat exchange with the battery heating circuit;

[0007] a refrigerant circuit, comprising a total refrigeration circuit and a heat source supply circuit, wherein the total refrigeration circuit is coupled to the battery refrigeration circuit and is used for heat exchange with the battery refrigeration circuit, and the total refrigeration circuit is also used for heat exchange with the passenger compartment;

[0008] Among them, the flow channel of the heating equipment of the passenger compartment is connected in series in the total heating circuit, the total heating circuit is coupled to the first heat dissipation output end of the engine, and the coolant output by the engine serves as the first heat source of the total heating circuit; the total heating circuit is coupled to the heat source supply circuit, and the heat source supply circuit is used to heat the coolant in the total heating circuit as the second heat source of the total heating circuit.

[0009] In some embodiments of the present application, the total heating circuit also includes a multi-way valve, a first water pump, a heat exchanger and a water-cooled condenser, the multi-way valve has at least a first valve port, a second valve port and a third valve port, the third valve port is connected to the first heat dissipation output end of the engine, the first valve port, the first water pump, the heating equipment, the heat exchanger and the second valve port are connected in series in sequence, and together constitute the total heating circuit.

[0010] In some embodiments of the present application, the first heat source and the second heat source supply heat to the total heating circuit individually or simultaneously.

[0011] In some embodiments of the present application, the heating priority of the first heat source and the second heat source is: the priority of the first heat source is greater than the priority of the second heat source.

[0012] In some embodiments of the present application, the total heating circuit further includes an electric heater, which is connected in series in the total heating circuit and is used to heat the coolant in the total heating circuit as a third heat source of the total heating circuit.

[0013] In some embodiments of the present application, the first heat source, the second heat source, and the third heat source individually supply heat to the total heating circuit or simultaneously supply heat to the total heating circuit.

[0014] In some embodiments of the present application, the heating priorities of the first heat source, the second heat source, and the third heat source are: the priority of the first heat source is greater than the priority of the second heat source, which is greater than the priority of the third heat source.

[0015] In some embodiments of the present application, the total heating circuit also includes a multi-way valve, a first water pump, a heat exchanger and a water-cooled condenser, the multi-way valve has at least a first valve port, a second valve port and a third valve port, the third valve port is connected to the first heat dissipation output end of the engine, the first valve port, the first water pump, the electric heater, the heating equipment, the heat exchanger and the second valve port are connected in series in sequence, and together constitute the total heating circuit.

[0016] In some embodiments of the present application, the multi-way valve is a four-way valve, and the four-way valve further has a fourth valve port, and the fourth valve port is connected to the first heat dissipation input end of the engine;

[0017] When the first heat source provides heat, the coolant of the engine flows out from the first heat dissipation output end of the engine through the third valve port and enters the four-way valve, and the coolant of the total heating circuit flows out from the second valve port and enters the four-way valve. After the two coolants are mixed in the four-way valve, they flow into the total heating circuit from the first valve port and flow into the first heat dissipation input end of the engine from the fourth valve port.

[0018] In some embodiments of the present application, the heat of the coolant input into the four-way valve through the third valve port is higher than the heat of the coolant input into the four-way valve through the second valve port, the heat of the coolant input into the total heating circuit through the first valve port is higher than the heat of the coolant output from the total heating circuit through the second valve port, and the heat of the coolant of the engine output through the third valve port is greater than the heat of the coolant input into the engine through the fourth valve port.

[0019] In some embodiments of the present application, the battery thermal management circuit includes a cooler, a battery three-way valve and a second water pump, the battery three-way valve has a fifth valve port, a sixth valve port and a seventh valve port, the cooler has a first transmission end for inputting coolant and a second transmission end for outputting coolant, the first transmission end is connected to the seventh valve port, the second transmission end is connected to the input end of the second water pump, the heat exchanger in the total heating circuit has a first end, a second end, a third end and a fourth end, the first end is connected to the heating equipment, the second end is connected to the water-cooled condenser, the third end is connected to the sixth valve port, the fourth end is connected to the input end of the second water pump, and the output end of the second water pump is connected to the fifth valve port.

[0020] In some embodiments of the present application, the battery heating circuit is composed of the battery three-way valve, the heat exchanger and the second water pump; the battery cooling circuit is composed of the battery three-way valve, the cooler and the second water pump.

[0021] In some embodiments of the present application, the refrigerant circuit includes a compressor, a separator, an outdoor heat exchanger, an evaporator assembly, and a refrigeration pipeline and a heating pipeline arranged in parallel, and the cooler in the battery thermal management circuit has a third transmission end for inputting refrigerant and a fourth transmission end for outputting refrigerant;

[0022] One end of the refrigeration pipeline is connected to the output end of the outdoor heat exchanger, and the other end is connected to the input end of the evaporator assembly and to the third transmission end. The output end of the evaporator assembly and the fourth transmission end are both connected to the separator; one end of the heating pipeline is connected to the output end of the outdoor heat exchanger, and the other end is connected to the input end of the separator; the separator is connected in series with the compressor, and is connected to the input end of the outdoor heat exchanger after passing through the water-cooled condenser in the total heating circuit.

[0023] In some embodiments of the present application, the total refrigeration circuit is composed of the outdoor heat exchanger, the refrigeration pipeline, the evaporator assembly, the cooling machine, the separator, and the compressor. The refrigerant output by the outdoor heat exchanger is heat exchanged in the evaporator assembly to cool the passenger compartment, and is heat exchanged in the cooling machine to cool the coolant in the cooling machine.

[0024] The heat source supply circuit is composed of the outdoor heat exchanger, the heating pipeline, the separator, the compressor, and the water-cooled condenser. The refrigerant output by the compressor undergoes heat exchange in the water-cooled condenser to serve as the second heat source to heat the coolant in the total heating circuit.

[0025] In some embodiments of the present application, the evaporator assembly has a first evaporator and a second evaporator arranged in parallel, the input ends of the first evaporator and the second evaporator are both connected to the refrigeration pipeline, the output ends of the first evaporator and the second evaporator are both connected to the separator, and the first evaporator and the second evaporator are distributed in different areas in the passenger compartment.

[0026] In some embodiments of the present application, a throttle valve is connected in series in the heating pipeline, the refrigeration pipeline is connected to the evaporator assembly through a throttle valve, and is also connected to the cooling machine through a throttle valve, and the water-cooled condenser is also connected to the input end of the outdoor heat exchanger through a throttle valve.

[0027] In some embodiments of the present application, a high-temperature radiator is further included, the engine further has a second heat dissipation output end and a second heat dissipation input end, a thermostat is provided between the first heat dissipation output end and the second heat dissipation output end, the second heat dissipation output end is connected to the input end of the high-temperature radiator, and the output end of the high-temperature radiator is connected to the second heat dissipation input end;

[0028] When the temperature of the coolant in the engine is greater than a preset temperature, the thermostat opens the passage to the second heat dissipation output end so that the coolant of the engine enters the high-temperature radiator from the second heat dissipation output end for heat exchange.

[0029] In some embodiments of the present application, the coolant circuit further includes an integrated cooling circuit, the integrated cooling circuit includes a low-temperature radiator, a third water pump, an integrated three-way valve, a first cooling pipeline and a second cooling pipeline, the integrated three-way valve having an eighth valve port, a ninth valve port and a tenth valve port;

[0030] The output end of the low-temperature radiator is connected to the eighth valve port through the third water pump, one end of the first cooling pipeline is connected to the ninth valve port, and the other end is connected to the input end of the low-temperature radiator, the first cooling pipeline is used to dissipate heat for the electric drive system, one end of the second cooling pipeline is connected to the tenth valve port, and the other end is connected to the input end of the low-temperature radiator, and the second cooling pipeline is used to dissipate heat for the intercooler.

[0031] In some embodiments of the present application, the coolant circuit also includes a coolant replenishing branch, in which a low-temperature cooling pot is connected in series, one end of the coolant replenishing branch is coupled to the integrated cooling circuit to replenish coolant for the integrated cooling circuit, and the other end is coupled to the battery thermal management circuit to replenish coolant for the battery thermal management circuit and the total heating circuit.

[0032] On the other hand, an automobile is provided, comprising any automobile thermal management system disclosed above.

[0033] One of the above technical solutions has the following advantages or beneficial effects: the total heating circuit disclosed in the present application can heat the passenger compartment to meet the heating needs of the passenger compartment. And heat the battery in a low temperature environment to ensure that the battery works within the optimal temperature range. The coolant in the engine is used as the first heat source in the total heating circuit, and the heat source supply circuit in the refrigerant circuit is used as the second heat source. The waste heat generated during the operation of the engine and the heat of the refrigerant in the refrigerant circuit can be used to meet the heating needs, reduce the dependence on the electric heater, thereby reducing the energy consumption of the battery and improving the endurance of the car. Further, in the coolant circuit disclosed in the present application, the total heating circuit and the battery heating circuit are coupled to achieve efficient heat sharing. Specifically, the heat source directly heats the total heating circuit to meet the heating needs of the passenger compartment and the battery at the same time, and there is no need for the heat source to heat the battery heating circuit separately. This design not only saves the complex operation of the valve switching heat source heating path, but also effectively simplifies the layout of the pipeline, reduces the complexity of the system design, and improves the heat exchange efficiency and stability of the thermal management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The technical solutions and other beneficial effects of the present invention will be made apparent by describing in detail the specific embodiments of the present invention in conjunction with the accompanying drawings.

[0035] Figure 1This is a schematic diagram of the structure of the thermal management system provided in the embodiment of the present application. Figure 1 ;

[0036] Figure 2 This is a schematic diagram of the structure of the thermal management system provided in the embodiment of the present application. Figure 2 .

[0037] Figure 3 This is a schematic diagram of the structure of the thermal management system provided in the embodiment of the present application. Figure 3 .

[0038] Description of reference numerals:

[0039] 100, coolant circuit; 101, total heating circuit; 102, battery thermal management circuit; 1021, battery heating circuit; 1022, battery cooling circuit; 103, integrated cooling circuit; 1031, first cooling pipeline; 1032, second cooling pipeline; 104, coolant replenishment branch;

[0040] 200, refrigerant circuit; 201, total refrigeration circuit; 2011, refrigeration pipeline; 202, heat source supply circuit; 2021, heating pipeline. DETAILED DESCRIPTION

[0041] In order to make the purpose, technical solution and beneficial effects of the present invention more clear, the present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described in this specification are only for explaining the present invention, not for limiting the present invention.

[0042] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "multiple" refers to two or more, unless otherwise clearly and specifically defined.

[0043] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0044] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0045] The embodiment of the present invention discloses an automobile thermal management system, referring to Figure 1 , the automobile thermal management system includes: a coolant circuit 100 and a refrigerant circuit 200. The coolant circuit 100 meets the heating or cooling needs of the system through the coolant flowing in the flow channel. The refrigerant flowing in the flow channel of the refrigerant circuit 200 meets the heating or cooling needs of the system. Specifically, the coolant circuit 100 includes a total heating circuit 101 and a battery thermal management circuit 102. The battery thermal management circuit 102 includes a battery heating circuit 1021 and a battery refrigeration circuit 1022. The total heating circuit 101 is coupled to the battery heating circuit 1021, and the flow channel of the heating equipment in the passenger compartment is connected in series to the total heating circuit 101. The total heating circuit 101 is used to heat the heating equipment in the passenger compartment, and to perform heat exchange with the battery heating circuit 1021. The refrigerant circuit 200 includes a total refrigeration circuit 201 and a heat source supply circuit 202. The total refrigeration circuit 201 is coupled to the battery refrigeration circuit 1022 for heat exchange with the battery refrigeration circuit 1022. The total refrigeration circuit 201 is also used for heat exchange with the passenger compartment to meet the cooling needs of the passenger compartment. The total heating circuit 101 is coupled to the first heat dissipation output end of the engine, and the coolant output by the engine serves as the first heat source of the total heating circuit 101; the total heating circuit 101 is coupled to the heat source supply circuit 202, and the heat source supply circuit 202 is used to heat the coolant in the total heating circuit 101 as the second heat source of the total heating circuit 101.

[0046] Through the above design, the total heating circuit 101 disclosed in the present application can provide heat for the passenger compartment to meet the heating needs of the passenger compartment. And provide heat for the battery in a low temperature environment to ensure that the battery operates within the optimal temperature range. The coolant in the engine is used as the first heat source in the total heating circuit 101, and the heat source supply circuit 202 in the refrigerant circuit 200 is used as the second heat source. The waste heat generated during the operation of the engine and the heat of the refrigerant in the refrigerant circuit 200 can be used to meet the heating needs, reduce dependence on electric heaters, reduce battery energy consumption, and improve the vehicle's endurance. Furthermore, in the coolant circuit 100 disclosed in the present application, the main heating circuit 101 and the battery heating circuit 1021 achieve efficient sharing of heat through coupling. Specifically, the heat source directly supplies heat to the main heating circuit 101 to meet the heating needs of the passenger compartment and the battery at the same time, and there is no need for the heat source to supply heat to the battery heating circuit 1021 separately. This design not only eliminates the complicated operation of valve switching the heat source heating path, but also effectively simplifies the layout of the pipelines, reduces the complexity of the system design, and improves the heat exchange efficiency and stability of the thermal management system.

[0047] In the first embodiment of the total heating circuit 101 disclosed in the present application, the total heating circuit 101 is heated only by the first heat source and the second heat source. The first heat source and the second heat source can heat the total heating circuit 101 separately, or can cooperate to heat the total heating circuit 101 at the same time. The core of using the first heat source to heat the total heating circuit 101 is that the engine will generate heat during operation, which needs to be dissipated or cooled for regulation. At present, automobiles usually set a coolant circulation loop for the engine to dissipate heat or cool the engine. The present application inputs the coolant output by the engine into the total heating circuit 101, which is equivalent to transferring the heat generated by the engine during operation to the total heating circuit 101 through the coolant, thereby effectively utilizing the heat generated during the operation of the engine and reducing the energy consumption of the system. The core of using the second heat source to heat the total heating circuit 101 is that the refrigerant in the refrigerant circuit 200 can exchange heat with the external environment through physical phase change, and the refrigerant can transfer the heat to the total heating circuit 101 through the heat source supply circuit 202 after absorbing the heat in the external environment. Based on the heating principle of the first heat source and the second heat source, in some embodiments, the priority of the first heat source is greater than the priority of the second heat source. When the heat generated by the engine is not enough to meet the heating demand, the second heat source is used for heating. When the second heat source is used for heating, it can be used alone or in conjunction with the first heat source. Figure 1, the present application provides an implementation scheme of a total heating circuit 101 to meet the first embodiment of the total heating circuit 101 disclosed in the present application, and the total heating circuit 101 includes a multi-way valve, a first water pump, a heating device, a heat exchanger and a water-cooled condenser. The multi-way valve has at least a first valve port, a second valve port and a third valve port, and the third valve port is connected to the first heat dissipation output end of the engine. The first valve port, the first water pump, the flow channel of the heating device, the heat exchanger and the second valve port are connected in series in sequence to form the total heating circuit 101. When the third valve port is turned on, the first heat source provides heat for the total heating circuit 101, and the heat exchanger is used to couple with the battery heating circuit 1021 to transfer the heat in the total heating circuit 101 to the battery heating circuit 1021 to provide heat for the battery. Further, referring to Figure 2 In the first embodiment disclosed in the present application, the coolant circuit 100 may also include an electric heater, which constructs a coolant flow channel between the electric heater and the heating device of the passenger compartment and the battery heating circuit 1021 to meet the heating needs of the passenger compartment and the battery.

[0048] In the second embodiment of the total heating circuit 101 disclosed in the present application, the total heating circuit 101 can provide heat through the first heat source, the second heat source and the third heat source. Among them, the third heat source is an electric heater connected in series with the total heating circuit 101 and used to heat the coolant in the total heating circuit 101. The first heat source, the second heat source and the third heat source can provide heat to the total heating circuit 101 individually or can cooperate to provide heat to the total heating circuit 101 at the same time. Based on the heating principle of the first heat source, the second heat source and the third heat source, in some embodiments, the priority of the first heat source is greater than the priority of the second heat source, and the priority of the second heat source is greater than the priority of the third heat source. When the heat generated by the engine is not enough to meet the heating demand, the temperature of the external environment is too low, and the refrigerant cannot obtain enough heat through heat exchange with the external environment, the third heat source is used. The third heat source can provide heat alone or together with other heat sources, but when the external environment is lower than the preset temperature threshold, the heating efficiency of the second heat source is too low. At this time, it is preferred to provide heat through the first heat source and / or the third heat source. Reference Figure 3The present application provides an implementation scheme of a total heating circuit 101 to meet the second embodiment of the total heating circuit 101 disclosed in the present application. The total heating circuit 101 includes a multi-way valve, a first water pump, a heat exchanger and a water-cooled condenser. The multi-way valve has at least a first valve port, a second valve port and a third valve port. The third valve port is connected to the first heat dissipation output end of the engine. The first valve port, the first water pump, the electric heater, the heating device, the heat exchanger and the second valve port are connected in series in sequence to form the total heating circuit 101. The electric heater is arranged at a position adjacent to the heating device, and the heating device is adjacent to the heat exchanger. When needed, it can quickly provide heat to the coolant flowing to the heating device and the heat exchanger to improve the heating response speed, reduce the loss of heat during the transmission process, and thus improve the thermal efficiency. It is worth mentioning that the heating device of the passenger compartment involved in any of the above-mentioned thermal management systems disclosed can be a heater core.

[0049] In some embodiments of the thermal management system, the multi-way valve in the above-mentioned embodiments 1 and 2 of the total heating circuit 101 is a four-way valve, and the four-way valve also has a fourth valve port, and the fourth valve port is connected to the first heat dissipation input end of the engine. When the first heat source provides heat, the coolant of the engine flows out from the first heat dissipation output end of the engine and enters the four-way valve through the third valve port, and the coolant of the total heating circuit 101 flows out from the second valve port and enters the four-way valve. After the two coolants are mixed in the four-way valve, they flow into the total heating circuit 101 from the first valve port and flow into the first heat dissipation input end of the engine from the fourth valve port. In this way, it is possible to realize that the first heat source provides heat for the total heating circuit 101, and also form a small engine heat dissipation cycle between the third valve port-engine-fourth valve port. Specifically, the third valve port inputs the coolant with engine waste heat into the four-way valve, and the second valve port inputs the coolant after passing through the heating equipment and the heat exchanger into the four-way valve. At this time, the heat of the coolant input into the four-way valve by the third valve port is higher than the heat of the coolant input into the four-way valve by the second valve port. After the two coolants are mixed, the heat of the coolant input into the total heating circuit 101 by the first valve port is higher than the heat of the coolant output from the total heating circuit 101 by the second valve port, and the heat of the engine coolant output by the third valve port is greater than the heat of the coolant input into the engine by the fourth valve port, so that the temperature of the coolant entering the engine is always lower than the temperature of the coolant flowing out of the engine, so as to achieve the purpose of cooling the engine, and the temperature of the coolant entering the total heating circuit 101 is always greater than the temperature of the coolant flowing out of the total heating circuit 101, so as to achieve the purpose of providing heat for the total heating circuit 101.

[0050] Furthermore, the thermal management system disclosed in the present application also includes a high-temperature radiator, which is used to cool the engine. The above discloses a small engine heat dissipation cycle. When the engine runs for a long time, simply relying on the coolant output by the engine to exchange heat with the coolant output by the total heating circuit 101 in the four-way valve to cool the engine may not meet the heat dissipation requirements of the engine. At this time, a high-temperature radiator is required to cool the coolant. Specifically, the engine also has a second heat dissipation output end and a second heat dissipation input end. A thermostat is provided between the first heat dissipation output end and the second heat dissipation output end. The second heat dissipation output end is connected to the input end of the high-temperature radiator, and the output end of the high-temperature radiator is connected to the second heat dissipation input end. When the temperature of the coolant in the engine is greater than the preset temperature, the thermostat opens the passage to the second heat dissipation output end so that the coolant of the engine enters the high-temperature radiator from the second heat dissipation output end for heat exchange. The second heat dissipation output end-high-temperature radiator-second heat dissipation input end together constitute a large engine heat dissipation cycle. In order to improve the heat dissipation efficiency of the high-temperature radiator, a cooling fan is set on one side of the high-temperature radiator. The cooling fan accelerates the transfer of heat from the surface of the high-temperature radiator to the environment through forced airflow, thereby improving the heat dissipation efficiency. It is worth mentioning that the engine heat dissipation small cycle and the engine heat dissipation large cycle can be carried out at the same time.

[0051] In some embodiments of the thermal management system, the battery thermal management circuit 102 includes a cooler, a battery three-way valve and a second water pump. The aforementioned disclosed technical solution mentions that the heat exchanger in the total heating circuit 101 is coupled to the battery thermal management circuit 102 for heat exchange with the battery heating circuit 1021. Specifically, the connection mode of the battery thermal management circuit 102 is as follows: the battery three-way valve has a fifth valve port, a sixth valve port and a seventh valve port, the cooler has a first transmission end for inputting coolant and a second transmission end for outputting coolant, the first transmission end is connected to the seventh valve port, and the second transmission end is connected to the input end of the second water pump, the heat exchanger in the total heating circuit 101 has a first end, a second end, a third end and a fourth end (the first end, the second end, the third end and the fourth end are all used for circulating coolant, the first end and the third end are used for liquid inlet, and the second end and the fourth end are used for liquid outlet), the first end is connected to the heating device, the second end is connected to the water-cooled condenser, the third end is connected to the sixth valve port, the fourth end is connected to the input end of the second water pump, and the output end of the second water pump is connected to the fifth valve port. The battery heating circuit 1021 is composed of a battery three-way valve, a heat exchanger and a second water pump; the battery cooling circuit 1022 is composed of a battery three-way valve, a cooler and a second water pump. It is worth mentioning that the battery heating circuit 1021 and the battery cooling circuit 1022 cannot circulate at the same time. When the fifth valve port and the seventh valve port are connected, the battery thermal management circuit 102 is in the battery cooling circuit 1022 circulation state. When the fifth valve port and the sixth valve port are connected, the battery thermal management circuit 102 is in the battery heating circuit 1021 circulation state. The battery cooling circuit 1022 and the battery heating circuit 1021 reuse the flow channel between the output end of the second water pump to the fifth valve port. In order to facilitate thermal management of the battery, the reused flow channel is usually used to approach the battery, or flow through the battery, to heat up or cool down the battery environment, so that the battery works at a suitable temperature. In some embodiments, in order to simplify the pipelines in the battery thermal management loop 102, part of the flow channel between the cooler and the input end of the second water pump is connected to the flow channel between the fourth end of the heat exchanger and the input end of the second water pump, that is, the flow channel between the input end of the cooler and the second water pump is partially reused with the flow channel between the fourth end of the heat exchanger and the input end of the second water pump. This can reduce the total length and complexity of the pipeline and allow the coolant to circulate more efficiently in the battery thermal pipeline loop.

[0052] It should be noted that in the thermal management system disclosed in the present application, although the heating device of the passenger compartment and the heat exchanger for heat exchange with the battery heating circuit 1021 are connected in series in the same total heating circuit 101, it is still possible to heat the passenger compartment or the battery separately, and it can be achieved without switching the heat transfer path by controlling multiple valves. When it is necessary to heat the passenger compartment separately, it is necessary to turn on the heating device and turn off the heat exchanger, and then select one or more heat sources to heat the total heating circuit 101. When it is necessary to heat the battery separately, it is necessary to turn off the heating device (turning off the heating device means that the heating device does not work, but the coolant will pass through the flow channel of the heating device), turn on the heat exchanger, and control the fifth valve port and the sixth valve port of the battery three-way valve to be conductive.

[0053] In some embodiments of the thermal management system, the coolant circuit 100 also includes an integrated cooling circuit 103, which includes a low-temperature radiator, a third water pump, an integrated three-way valve, a first cooling line 1031, and a second cooling line 1032, and the integrated three-way valve has an eighth valve port, a ninth valve port, and a tenth valve port. The output end of the low-temperature radiator is connected to the eighth valve port through the third water pump, one end of the first cooling line 1031 is connected to the ninth valve port, and the other end is connected to the input end of the low-temperature radiator. The first cooling line 1031 is close to the electric drive system or flows through the electric drive system to dissipate heat for the electric drive system. One end of the second cooling line 1032 is connected to the tenth valve port, and the other end is connected to the input end of the low-temperature radiator. The second cooling line 1032 is close to the intercooler or flows through the intercooler to dissipate heat for the intercooler.

[0054] Furthermore, a coolant replenishing branch 104 is also required to be provided in the coolant circuit 100 to replenish the coolant in the circuit. Specifically, a low-temperature cooling kettle is connected in series in the coolant replenishing branch 104. One end of the coolant replenishing branch 104 is coupled to the integrated cooling circuit 103 to replenish the coolant for the integrated cooling circuit 103, and the other end is coupled to the battery thermal management circuit 102. Because the battery heating circuit 1021 is coupled to the total heating circuit 101, and the battery refrigeration circuit 1022 reuses part of the flow channels of the battery heating circuit 1021, the coolant replenishing branch 104 can replenish the coolant for the battery thermal management circuit 102 and the total heating circuit 101 regardless of which flow channel in the battery thermal management circuit 102 is connected to.

[0055] In some embodiments of the thermal management system, the refrigerant circuit 200 includes a compressor, a separator, an outdoor heat exchanger, an evaporator assembly, and a refrigeration pipeline 2011 and a heating pipeline 2021 arranged in parallel. The evaporator assembly is a device for cooling the passenger compartment. Specifically, the cooler in the battery thermal management circuit 102 is coupled to the refrigerant circuit 200 so that the total refrigeration circuit 201 in the refrigerant circuit 200 can exchange heat with the battery refrigeration circuit 1022 in the battery thermal management circuit 102 to reduce the temperature of the coolant in the battery refrigeration circuit 1022. Specifically, the cooler in the battery thermal management circuit 102 has a third transmission end for inputting refrigerant and a fourth transmission end for outputting refrigerant. One end of the refrigeration pipeline 2011 is connected to the output end of the outdoor heat exchanger, and the other end is connected to the input end of the evaporator assembly and the third transmission end. The output end and the fourth transmission end of the evaporator assembly are both connected to the separator; one end of the heating pipeline 2021 is connected to the output end of the outdoor heat exchanger, and the other end is connected to the input end of the separator; the separator is connected in series with the compressor, and is connected to the input end of the outdoor heat exchanger after passing through the water-cooled condenser in the total heating circuit 101. The total refrigeration circuit 201 is composed of an outdoor heat exchanger, a refrigeration pipeline, an evaporator assembly, a cooling machine, a separator, and a compressor. The refrigerant output by the outdoor heat exchanger undergoes heat exchange in the evaporator assembly to cool the passenger compartment, and undergoes heat exchange in the cooling machine to cool the coolant in the cooling machine; the heat source supply circuit 202 is composed of an outdoor heat exchanger, a heating pipeline 2021, a separator, a compressor, and a water-cooled condenser. The refrigerant output by the compressor undergoes heat exchange in the water-cooled condenser to heat the coolant in the total heating circuit 101 as a second heat source. Furthermore, a throttle valve is connected in series in the heating pipeline 2021, the cooling pipeline 2011 is connected to the evaporator assembly through the throttle valve, and is also connected to the cooling machine through the throttle valve, and the water-cooled condenser is also connected to the input end of the outdoor heat exchanger through the throttle valve. The passenger compartment and the battery can be cooled down separately or simultaneously. Specifically, when only the passenger compartment needs to be cooled down, the throttle valve between the evaporator assembly and the cooling pipeline 2011 is opened, the throttle valve between the cooling machine and the cooling pipeline 2011 is closed, and the throttle valve between the water-cooled condenser and the outdoor heat exchanger is also opened. When only the battery needs to be cooled down, the throttle valve between the evaporator assembly and the cooling pipeline 2011 is closed, the throttle valve between the cooling machine and the cooling pipeline 2011 is opened, the throttle valve between the water-cooled condenser and the outdoor heat exchanger is opened, and the fifth valve port and the seventh valve port are connected. When both the battery and the passenger compartment need to be cooled, the throttle valve between the evaporator assembly and the refrigeration line 2011 is opened on the basis of cooling the battery alone.In some embodiments of the thermal management system, the evaporator assembly has a first evaporator and a second evaporator arranged in parallel, the input ends of the first evaporator and the second evaporator are connected to the refrigeration pipeline 2011 through a throttle valve, the output ends of the first evaporator and the second evaporator are connected to the separator, and the first evaporator and the second evaporator are distributed in different areas of the passenger compartment. In this way, cold air can be released at different positions in the passenger compartment to quickly cool the passenger compartment.

[0056] An embodiment of the present invention further discloses an automobile, comprising any automobile thermal management system disclosed above.

[0057] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0058] The above embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent application shall be subject to the attached claims.

Claims

1. An automotive thermal management system, characterized in that: include: A coolant circuit, comprising a total heating circuit and a battery thermal management circuit, wherein the battery thermal management circuit comprises a battery heating circuit and a battery cooling circuit, wherein the total heating circuit is coupled to the battery heating circuit for heat exchange with the battery heating circuit; a refrigerant circuit, comprising a total refrigeration circuit and a heat source supply circuit, wherein the total refrigeration circuit is coupled to the battery refrigeration circuit and is used for heat exchange with the battery refrigeration circuit, and the total refrigeration circuit is also used for heat exchange with the passenger compartment; Among them, the flow channel of the heating equipment of the passenger compartment is connected in series in the total heating circuit, the total heating circuit is coupled to the first heat dissipation output end of the engine, and the coolant output by the engine serves as the first heat source of the total heating circuit; the total heating circuit is coupled to the heat source supply circuit, and the heat source supply circuit is used to heat the coolant in the total heating circuit as the second heat source of the total heating circuit.

2. The automotive thermal management system according to claim 1, characterized in that: The total heating circuit also includes a multi-way valve, a first water pump, a heat exchanger and a water-cooled condenser. The multi-way valve has at least a first valve port, a second valve port and a third valve port. The third valve port is connected to the first heat dissipation output end of the engine. The first valve port, the first water pump, the heating equipment, the heat exchanger and the second valve port are connected in series in sequence to form the total heating circuit.

3. The automotive thermal management system according to claim 1, characterized in that: The first heat source and the second heat source supply heat to the total heating circuit individually or simultaneously.

4. The automotive thermal management system according to claim 1, characterized in that: The heating priorities of the first heat source and the second heat source are: the priority of the first heat source is greater than the priority of the second heat source.

5. The automotive thermal management system according to claim 1, characterized in that: The total heating circuit also includes an electric heater, which is connected in series in the total heating circuit and is used to heat the coolant in the total heating circuit as a third heat source of the total heating circuit.

6. The automotive thermal management system according to claim 5, characterized in that: The first heat source, the second heat source and the third heat source supply heat to the total heating circuit individually or simultaneously.

7. The automotive thermal management system according to claim 5, characterized in that: The heating priorities of the first heat source, the second heat source and the third heat source are: the priority of the first heat source is greater than the priority of the second heat source, which is greater than the priority of the third heat source.

8. The automotive thermal management system according to claim 5, characterized in that: The total heating circuit also includes a multi-way valve, a first water pump, a heat exchanger and a water-cooled condenser. The multi-way valve has at least a first valve port, a second valve port and a third valve port. The third valve port is connected to the first heat dissipation output end of the engine. The first valve port, the first water pump, the electric heater, the heating equipment, the heat exchanger and the second valve port are connected in series in sequence to form the total heating circuit.

9. The automotive thermal management system according to claim 2 or 8, characterized in that: The multi-way valve is a four-way valve, and the four-way valve further has a fourth valve port, and the fourth valve port is connected to the first heat dissipation input end of the engine; When the first heat source provides heat, the coolant of the engine flows out from the first heat dissipation output end of the engine through the third valve port and enters the four-way valve, and the coolant of the total heating circuit flows out from the second valve port and enters the four-way valve. After the two coolants are mixed in the four-way valve, they flow into the total heating circuit from the first valve port and flow into the first heat dissipation input end of the engine from the fourth valve port.

10. The automotive thermal management system according to claim 9, characterized in that: The heat of the coolant input into the four-way valve through the third valve port is higher than the heat of the coolant input into the four-way valve through the second valve port, the heat of the coolant input into the total heating circuit through the first valve port is higher than the heat of the coolant output from the total heating circuit through the second valve port, and the heat of the coolant of the engine output through the third valve port is greater than the heat of the coolant input into the engine through the fourth valve port.

11. The automotive thermal management system according to claim 2 or 8, characterized in that: The battery thermal management loop includes a cooler, a battery three-way valve and a second water pump, the battery three-way valve has a fifth valve port, a sixth valve port and a seventh valve port, the cooler has a first transmission end for inputting coolant and a second transmission end for outputting coolant, the first transmission end is connected to the seventh valve port, the second transmission end is connected to the input end of the second water pump, the heat exchanger in the total heating loop has a first end, a second end, a third end and a fourth end, the first end is connected to the heating equipment, the second end is connected to the water-cooled condenser, the third end is connected to the sixth valve port, the fourth end is connected to the input end of the second water pump, and the output end of the second water pump is connected to the fifth valve port.

12. The automotive thermal management system according to claim 11, characterized in that: The battery heating circuit is composed of the battery three-way valve, the heat exchanger and the second water pump; The battery refrigeration circuit is composed of the battery three-way valve, the cooler and the second water pump.

13. The automotive thermal management system according to claim 11, characterized in that: The refrigerant circuit includes a compressor, a separator, an outdoor heat exchanger, an evaporator assembly, and a refrigeration pipeline and a heating pipeline arranged in parallel. The cooler in the battery thermal management circuit has a third transmission end for inputting refrigerant and a fourth transmission end for outputting refrigerant; One end of the refrigeration pipeline is connected to the output end of the outdoor heat exchanger, and the other end is connected to the input end of the evaporator assembly and to the third transmission end. The output end of the evaporator assembly and the fourth transmission end are both connected to the separator; one end of the heating pipeline is connected to the output end of the outdoor heat exchanger, and the other end is connected to the input end of the separator; the separator is connected in series with the compressor, and is connected to the input end of the outdoor heat exchanger after passing through the water-cooled condenser in the total heating circuit.

14. The automotive thermal management system according to claim 13, characterized in that: The total refrigeration circuit is composed of the outdoor heat exchanger, the refrigeration pipeline, the evaporator assembly, the cooling machine, the separator, and the compressor. The refrigerant output by the outdoor heat exchanger is heat exchanged in the evaporator assembly to cool the passenger compartment, and is heat exchanged in the cooling machine to cool the coolant in the cooling machine. The heat source supply circuit is composed of the outdoor heat exchanger, the heating pipeline, the separator, the compressor, and the water-cooled condenser. The refrigerant output by the compressor undergoes heat exchange in the water-cooled condenser to serve as the second heat source to heat the coolant in the total heating circuit.

15. The automotive thermal management system according to claim 13, characterized in that: The evaporator assembly comprises a first evaporator and a second evaporator arranged in parallel, the input ends of the first evaporator and the second evaporator are both connected to the refrigeration pipeline, the output ends of the first evaporator and the second evaporator are both connected to the separator, and the first evaporator and the second evaporator are distributed in different areas in the passenger compartment.

16. The automotive thermal management system according to claim 13, characterized in that: A throttle valve is connected in series in the heating pipeline, the refrigeration pipeline is connected to the evaporator assembly through the throttle valve, and is also connected to the cooling machine through the throttle valve, and the water-cooled condenser is also connected to the input end of the outdoor heat exchanger through the throttle valve.

17. The automotive thermal management system according to claim 9, characterized in that: The engine further comprises a high-temperature radiator, wherein the engine further comprises a second heat dissipation output end and a second heat dissipation input end, a thermostat is arranged between the first heat dissipation output end and the second heat dissipation output end, the second heat dissipation output end is connected to the input end of the high-temperature radiator, and the output end of the high-temperature radiator is connected to the second heat dissipation input end; When the temperature of the coolant in the engine is greater than a preset temperature, the thermostat opens the passage to the second heat dissipation output end so that the coolant of the engine enters the high-temperature radiator from the second heat dissipation output end for heat exchange.

18. The automotive thermal management system according to claim 1, characterized in that: The coolant circuit also includes an integrated cooling circuit, which includes a low-temperature radiator, a third water pump, an integrated three-way valve, a first cooling pipeline and a second cooling pipeline. The integrated three-way valve has an eighth valve port, a ninth valve port and a tenth valve port. The output end of the low-temperature radiator is connected to the eighth valve port through the third water pump, one end of the first cooling pipeline is connected to the ninth valve port, and the other end is connected to the input end of the low-temperature radiator, the first cooling pipeline is used to dissipate heat for the electric drive system, one end of the second cooling pipeline is connected to the tenth valve port, and the other end is connected to the input end of the low-temperature radiator, and the second cooling pipeline is used to dissipate heat for the intercooler.

19. The automotive thermal management system according to claim 18, characterized in that: The coolant circuit also includes a coolant replenishing branch, in which a low-temperature cooling pot is connected in series, one end of the coolant replenishing branch is coupled to the integrated cooling circuit to replenish coolant to the integrated cooling circuit, and the other end is coupled to the battery thermal management circuit to replenish coolant to the battery thermal management circuit and the total heating circuit.

20. An automobile, characterized in that: It comprises an automotive thermal management system as described in any one of claims 1-19.

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