An automotive thermal management system

Abstract

The present invention provides an automotive thermal management system, which relates to the technical field of thermal management systems, and aims to solve the technical problems in the prior art that the refrigeration and heating loads of the thermal management system are relatively large, and the energy consumption increases when the air conditioning system is started when the refrigeration and heating loads are relatively small in spring and autumn; an automotive thermal management system introduces a vortex tube structure, and is supplied with gas by the air suspension system gas source carried by the electric vehicle. When it is necessary to cool or heat the passenger compartment in spring and autumn, the cold air or hot air output by the vortex tube is used to cool or heat the passenger compartment. Under the high-temperature fast charging condition, the vortex tube circuit reduces the coolant temperature through the first heat exchanger and is coupled with the vehicle coolant circuit through the reversing valve to jointly cool the battery sub-circuit to meet the refrigeration demand of the battery sub-circuit under large loads; under the ultra-low temperature condition, the vortex tube circuit heats the coolant temperature through the first heat exchanger and is coupled with the vehicle coolant circuit through the reversing valve to improve the system efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of thermal management systems, and more specifically, to an automotive thermal management system. Background Art

[0002] New energy vehicles refer to vehicles that use unconventional vehicle fuels as power sources and integrate advanced technologies in vehicle power control and drive, forming vehicles with advanced technical principles, new technologies, and new structures. New energy vehicles include pure electric vehicles, range-extended electric vehicles, hybrid electric vehicles, fuel cell electric vehicles, hydrogen engine vehicles, etc.

[0003] With the development of electric vehicles, the thermal management system of electric vehicles has become increasingly important. It needs to constantly adjust the temperatures of systems such as power batteries, motors, electronic controls, and passenger compartments to keep these system temperatures within the optimal operating range at all times. With the development of technologies such as 800V large battery modules and super fast charging in new energy vehicles and the pursuit of extreme comfort, the cooling and heating loads of thermal management are also increasing. If simply increasing the sizes of components in the thermal management system to improve the cooling and heating effects will lead to a significant increase in cost and weight, or adding PTC assistance in the thermal management system will also result in high energy consumption. In addition, when the cooling or heating loads are small in spring and autumn, starting the air conditioning compressor will also cause waste of energy consumption and affect the vehicle's endurance. Summary of the Invention

[0004] Aiming at the deficiencies of the prior art, the purpose of the present invention is to provide an automotive thermal management system to solve the technical problems in the prior art of large cooling and heating loads in the thermal management system and increased energy consumption caused by starting the air conditioning system when the cooling and heating loads are small in spring and autumn.

[0005] To solve the above technical problems, the present invention provides an automotive thermal management system, including:

[0006] A coolant circuit, including a first heat exchanger, an electric drive sub-circuit, a battery sub-circuit, a heat exchange sub-circuit, and a reversing valve. The first heat exchanger includes a housing and heat exchange pipes provided in the housing. Both ends of the heat exchange pipes are exposed outside the housing. The housing is provided with an input end and an output end communicating with the inner cavity of the housing. Both ends of the heat exchange pipes, the electric drive sub-circuit, the battery sub-circuit, and the heat exchange sub-circuit are all connected to the reversing valve;

[0007] A vortex tube circuit, including an air suspension system air source, a vortex tube, a first three-way valve, and a second three-way valve. The air suspension system air source is connected to the vortex tube. The vortex tube includes a first end and a second end that respectively output cold air and hot air. The first end is respectively connected to the input end and the air conditioning fan through the first three-way valve, and the second end is respectively connected to the input end and the air conditioning fan through the second three-way valve. The output end is connected to the exhaust pipe;

[0008] The refrigerant circuit connects the air conditioning fan and the heat exchange sub-circuit.

[0009] After adopting the above structure, an automobile thermal management system of the present invention has the following advantages: a vortex tube structure is introduced, and the air source of the air suspension system of the electric vehicle is used to supply air to the vortex tube. When the passenger compartment needs to be cooled or heated in spring and autumn, the requirements for cooling or heating under this working condition are not high. During cooling, the first end outputs cold air, which is blown from the air-conditioning fan to the passenger compartment through the first three-way valve to achieve the purpose of cooling. At this time, the hot air output from the second end is discharged from the exhaust pipe through the second three-way valve and the first heat exchanger; similarly, during heating, the hot air output from the second end is blown from the air-conditioning fan to the passenger compartment through the second three-way valve to achieve the purpose of heating. At this time, the cold air output from the first end is discharged from the exhaust pipe through the first three-way valve and the first heat exchanger. Therefore, there is no need to turn on the air-conditioning compressor during cooling or heating in spring and autumn, thereby reducing energy consumption and increasing the endurance of the whole vehicle.

[0010] On this basis, when the passenger cabin needs to be cooled or heated to a higher level in summer or winter, the refrigerant circuit can be used alone or in conjunction with the vortex tube to achieve better cooling or heating effects.

[0011] In addition, under high-temperature fast-charging conditions, the cooling load at the battery is relatively large. At this time, the first end of the vortex tube outputs cold air into the first heat exchanger, and performs heat exchange with the coolant in the heat exchange pipeline, thereby reducing the temperature of the coolant in the heat exchange pipeline. The refrigerant circuit can also reduce the temperature of the coolant in the heat exchange sub-circuit. The heat exchange pipeline and the heat exchange sub-circuit are coupled to cool the battery sub-circuit together, thereby meeting the cooling demand for the battery sub-circuit under high load.

[0012] When the battery needs to be heated, hot air is output from the second end of the vortex tube and enters the first heat exchanger to perform heat exchange with the coolant in the heat exchange pipeline, thereby increasing the temperature of the coolant in the heat exchange pipeline, and the coolant in the heat exchange pipeline heats the battery sub-circuit.

[0013] As an improvement, the vortex tube circuit also includes a third three-way valve, the first three-way valve and the second three-way valve are both connected to the input port of the third three-way valve, and the two output ports of the third three-way valve are respectively connected to the air-conditioning fan and the exhaust pipe; with this structure, under different working conditions, the gas output from the first end or the second end can be discharged from the third three-way valve to the exhaust pipe or the air-conditioning fan.

[0014] As an improvement, one of the output ports of the third three-way valve is connected to the exhaust pipe through an output pipeline, a one-way valve is connected in series on the output pipeline, the output end is connected to the output pipeline and the connection point between the output end and the output pipeline is located downstream of the one-way valve; this structure is adopted to prevent the gas output from the output end from flowing back through the third three-way valve.

[0015] As an improvement, the electric drive sub-circuit includes a first electric drive main circuit, a second electric drive main circuit, an electric drive branch circuit, a first water pump, a motor, a radiator, and a fourth three-way valve. One end of the first electric drive main circuit, one end of the second electric drive main circuit, and one end of the electric drive branch circuit are respectively connected to three interfaces of the fourth three-way valve. The first water pump and the motor are connected in series on the first electric drive main circuit, the radiator is connected in series on the electric drive branch circuit, the other end of the electric drive branch circuit is connected to the second electric drive main circuit, and the other ends of the first electric drive main circuit and the second electric drive main circuit are respectively connected to two interfaces of the reversing valve. With this structure, in medium and low temperature weather or high temperature weather, the electric drive sub-circuit, the battery sub-circuit, and the heat exchange sub-circuit are connected through the reversing valve, and the radiator dissipates heat from the electric drive sub-circuit and part of the battery sub-circuit. Or in high temperature weather, the electric drive sub-circuit forms an independent circuit through the reversing valve, and the radiator dissipates heat from the motor.

[0016] As an improvement, the battery sub-circuit includes a battery main circuit, a second water pump, and a power battery. Both ends of the battery main circuit are respectively connected to two interfaces of the reversing valve. The power battery and the second water pump are both connected in series on the battery main circuit. The heat exchange sub-circuit includes a heat exchange main circuit, a third water pump, and a second heat exchanger. Both ends of the heat exchange main circuit are respectively connected to two interfaces of the reversing valve. The third water pump and the second heat exchanger are both connected in series on the heat exchange main circuit. The refrigerant circuit is connected to the second heat exchanger. With this structure, each sub-circuit is equipped with a water pump itself to meet the circulation of the coolant in each respective circuit when different sub-circuits form different circuits under different working conditions.

[0017] As an improvement, the reversing valve is an eight-way valve. Both ends of the heat exchange pipeline, the other end of the first electric drive main circuit, the other end of the second electric drive main circuit, both ends of the battery main circuit, and both ends of the heat exchange main circuit are respectively connected to eight interfaces of the eight-way valve. With this structure, by switching the connections of the interfaces of the eight-way valve, different sub-circuits form different circuits under different working conditions.

[0018] As an improvement, the refrigerant circuit includes a refrigerant sub-circuit, a first branch circuit, a second branch circuit, and a first electronic expansion valve. One end of the first branch circuit and one end of the second branch circuit are both connected to the refrigerant sub-circuit. The other end of the first branch circuit and the other end of the second branch circuit are both connected to the heat exchange sub-circuit. The first electronic expansion valve is connected in series on the first branch circuit. With this structure, the refrigerant sub-circuit serves as a traditional air conditioning system to cool or heat the passenger compartment, and by connecting the first branch circuit and the second branch circuit to the heat exchange sub-circuit, a cold source can be provided for the heat exchange sub-circuit.

[0019] As an improvement, the first three-way valve, the second three-way valve, and the third three-way valve are all three-way proportional gas valves. With this structure, the three-way proportional gas valve can control the proportion of cold and hot air flowing to the first heat exchanger and the third three-way valve, which is beneficial to the precise adjustment of cooling and heating. Description of the Drawings

[0020] Figure 1 It is a schematic structural diagram of the present invention.

[0021] Figure 2 This is a schematic structural diagram of the present invention under working condition 1 and working condition 2.

[0022] Figure 3 This is a schematic structural diagram of the present invention under working condition 3.

[0023] Figure 4 This is a schematic structural diagram of the present invention under working condition 4.

[0024] Figure 5 This is a schematic structural diagram of the present invention under working condition 5.

[0025] Figure 6 This is a schematic structural diagram of the present invention under working condition 6.

[0026] Figure 7 This is a schematic structural diagram of the present invention under working condition 7.

[0027] Figure 8 This is a schematic structural diagram of the present invention under working condition 8.

[0028] Figure 9 This is a schematic structural diagram of the present invention under working condition 9.

[0029] Reference numerals: 1, first heat exchanger; 101, housing; 102, heat exchange pipeline; 103, input end; 104, output end; 2, electric drive sub-circuit; 201, first electric drive main circuit; 202, second electric drive main circuit; 203, electric drive branch; 204, first water pump; 205, motor; 206, radiator; 207, fourth three-way valve; 3, battery sub-circuit; 301, battery main circuit; 302, second water pump; 303, power battery; 4, heat exchange sub-circuit; 401, heat exchange main circuit; 402, third water pump; 403, second heat exchanger; 5, reversing valve; 6, air source of air suspension system; 7, vortex tube; 71, first end; 72, second end; 8, first three-way valve; 9, second three-way valve; 10, third three-way valve; 11, air-conditioning fan; 12, exhaust pipe; 13, output pipeline; 14, check valve; 15, refrigerant sub-circuit; 16, first branch; 17, second branch; 18, first electronic expansion valve; 19, second electronic expansion valve; 20, compressor; 21, evaporator; 22, external condenser; 23, internal condenser. Detailed implementation manners

[0030] The following will make a detailed description of an automotive thermal management system according to the present invention with reference to the accompanying drawings.

[0031] As Figures 1 to 9As shown in the figure, an automotive thermal management system includes a coolant circuit, a vortex tube circuit, and a refrigerant circuit. Among them, the coolant circuit includes a first heat exchanger 1, an electric drive sub-circuit 2, a battery sub-circuit 3, a heat exchange sub-circuit 4, and a reversing valve 5. The first heat exchanger 1 includes a housing 101 and heat exchange pipes 102 disposed within the housing 101. Both ends of the heat exchange pipes 102 protrude outside the housing 101. The housing 101 is provided with an input end 103 and an output end 104 that communicate with the inner cavity of the housing 101. Both ends of the heat exchange pipes 102, the electric drive sub-circuit 2, the battery sub-circuit 3, and the heat exchange sub-circuit 4 are all connected to the reversing valve 5.

[0032] As Figure 1 shown, the electric drive sub-circuit 2 includes a first electric drive main path 201, a second electric drive main path 202, an electric drive branch 203, a first water pump 204, an electric motor 205, a radiator 206, and a fourth three-way valve 207. One end of the first electric drive main path 201, one end of the second electric drive main path 202, and one end of the electric drive branch 203 are respectively connected to three interfaces of the fourth three-way valve 207. The other end of the first electric drive main path 201 and the other end of the second electric drive main path 202 are respectively connected to two interfaces of the reversing valve 5. The other end of the electric drive branch 203 is connected to the second electric drive main path 202. The first water pump 204 and the electric motor 205 are connected in series on the first electric drive main path 201. The radiator 206 is connected in series on the electric drive branch 203. The fourth three-way valve 207 is a three-way water valve.

[0033] As Figure 1 shown, the battery sub-circuit 3 includes a battery main path 301, a second water pump 302, and a power battery 303. Both ends of the battery main path 301 are respectively connected to two interfaces of the reversing valve 5. The power battery 303 and the second water pump 302 are both connected in series on the battery main path 301.

[0034] As Figure 1 shown, the heat exchange sub-circuit 4 includes a heat exchange main path 401, a third water pump 402, and a second heat exchanger 403. Both ends of the heat exchange main path 401 are respectively connected to two interfaces of the reversing valve 5. The third water pump 402 and the second heat exchanger 403 are both connected in series on the heat exchange main path 401. The refrigerant circuit is connected to the second heat exchanger 403. Among them, the second heat exchanger 403 is a plate heat exchanger, and the first heat exchanger 1 is a water-air heat exchanger, that is, a microchannel heat exchanger.

[0035] As Figure 1 shown, the reversing valve 5 is an eight-way valve, with a total of eight interfaces A - H. Both ends of the heat exchange pipes 102, the other end of the first electric drive main path 201, the other end of the second electric drive main path 202, both ends of the battery main path 301, and both ends of the heat exchange main path 401 are respectively connected to the eight interfaces of the eight-way valve. The connection relationship between the eight interfaces of the eight-way valve can be set according to the connection requirements needed for the actual working conditions.

[0036] As Figure 1As shown in the figure, the refrigerant circuit is connected to the air conditioner blower 11 and the heat exchange sub-circuit 4; the refrigerant circuit includes a refrigerant sub-circuit 15, a first branch 16, a second branch 17, and a first electronic expansion valve 18. Among them, the refrigerant sub-circuit 15 is the air conditioning system of new energy vehicles in the prior art, and its specific structure is all prior art and will not be elaborated here; one end of the first branch 16 and one end of the second branch 17 are respectively connected to the refrigerant sub-circuit 15, the other end of the first branch 16 and the other end of the second branch 17 are respectively connected to the heat exchange sub-circuit 4, and the first electronic expansion valve 18 is connected in series on the first branch 16. Specifically, the other end of the first branch 16 and the other end of the second branch 17 are connected to the second heat exchanger 403, and the specific heat exchange structure and heat exchange principle of the second heat exchanger 403 are also prior art and will not be elaborated here.

[0037] As Figure 1 shown in the figure, the vortex tube circuit includes an air suspension system air source 6, a vortex tube 7, a first three-way valve 8, and a second three-way valve 9. The air suspension system air source 6 is connected to the vortex tube 7. The vortex tube 7 includes a first end 71 and a second end 72 that respectively output cold air and hot air. The first end 71 is respectively connected to the input end 103 and the air conditioner blower 11 through the first three-way valve 8, and the second end 72 is respectively connected to the input end 103 and the air conditioner blower 11 through the second three-way valve 9. The output end 104 is connected to the exhaust pipe 12.

[0038] Specifically, the vortex tube circuit further includes a third three-way valve 10. The first three-way valve 8 and the second three-way valve 9 are both connected to the input port of the third three-way valve 10, and the two output ports of the third three-way valve 10 are respectively connected to the air conditioner blower 11 and the exhaust pipe 12.

[0039] As Figure 1 shown in the figure, one of the output ports of the third three-way valve 10 is connected to the exhaust pipe 12 through an output pipeline 13. A check valve 14 is connected in series on the output pipeline 13. The output end 104 is connected to the output pipeline 13, and the connection point between the output end 104 and the output pipeline 13 is located downstream of the check valve 14. The first three-way valve 8, the second three-way valve 9, and the third three-way valve 10 are all three-way proportional air valves.

[0040] The working principle of the vortex tube 7 is as follows: Compressed air with a certain pressure expands and accelerates after entering the nozzle of the vortex tube 7. When the accelerated air flow enters a cylindrical vortex generator, the rotating air flow enters the inside of the heat pipe along the heat pipe wall at a rotating speed of 1,000,000 rpm. The air flow inside the heat pipe undergoes energy separation after vortex exchange, and the air flow is divided into two air flows, one is a hot air flow and the other is a cold air flow. At the end of the heat pipe, a part of the compressed air is discharged in the form of hot air through a regulating valve, and the remaining compressed air returns at a lower speed through the center of the rotating air flow entering the heat pipe. This cold air flow forms ultra-low temperature cold air through the center of the generator and is collected and discharged at the cold air end.

[0041] The present invention introduces the vortex tube 7 structure, and the air source 6 of the air suspension system of the electric vehicle is used to supply air to the vortex tube 7, and there is no need to add an additional air source. When the passenger compartment needs to be cooled or heated in spring and autumn, the cooling or heating requirements under this working condition are not high. During cooling, the first end 71 outputs cold air, which is blown from the air-conditioning fan 11 to the passenger compartment through the first three-way valve 8 to achieve the purpose of cooling. At this time, the hot air output from the second end 72 is discharged from the exhaust pipe 12 through the second three-way valve 9 and the first heat exchanger 1; similarly, during heating, the hot air output from the second end 72 is blown from the air-conditioning fan 11 to the passenger compartment through the second three-way valve 9 to achieve the purpose of heating. At this time, the cold air output from the first end 71 is discharged from the exhaust pipe 12 through the first three-way valve 8 and the first heat exchanger 1. Therefore, there is no need to turn on the air-conditioning compressor 20 during cooling or heating in spring and autumn, thereby reducing energy consumption and increasing the endurance of the entire vehicle.

[0042] On this basis, when the passenger compartment needs to be cooled or heated to a higher level in summer or winter, the refrigerant circuit can be used alone or in conjunction with the vortex tube 7 to perform cooling or heating, thereby achieving better cooling or heating effects.

[0043] In addition, under high-temperature fast charging conditions, the cooling load at the battery is relatively large. At this time, the first end 71 of the vortex tube 7 outputs cold air into the first heat exchanger 1, and exchanges heat with the coolant in the heat exchange pipeline 102, thereby reducing the temperature of the coolant in the heat exchange pipeline 102, and the refrigerant circuit can also reduce the temperature of the coolant in the heat exchange sub-circuit 4. The heat exchange pipeline 102 is coupled with the heat exchange sub-circuit 4 to cool the battery sub-circuit 3 together, thereby meeting the cooling demand for the battery sub-circuit 3 under high load.

[0044] When the battery needs to be heated, hot air is output from the second end 72 of the vortex tube 7 and enters the first heat exchanger 1, where it exchanges heat with the coolant in the heat exchange pipeline 102, thereby increasing the temperature of the coolant in the heat exchange pipeline 102, and the coolant in the heat exchange pipeline 102 heats the battery sub-circuit 3.

[0045] The various working conditions of the present invention are described in detail below.

[0046] Working condition 1: If Figure 2 As shown, when cooling the passenger compartment in low temperature weather such as spring and autumn, the compressor 20 is not started at this time, and the first end 71 outputs cold air, which is blown from the air-conditioning fan 11 to the passenger compartment through the first three-way valve 8 to achieve the purpose of cooling. At this time, the hot air output from the second end 72 is discharged from the exhaust pipe 12 through the second three-way valve 9 and the first heat exchanger 1. At this time, in the reversing valve 5, the B port is connected to the E port, the A port is connected to the H port, the G port is connected to the F port, and the C port is not connected to the D port. Therefore, the electric drive sub-circuit 2, the battery sub-circuit 3, and the heat exchange sub-circuit 4 form a complete circuit, and the motor 205 and the power battery 303 dissipate heat through the radiator 206.

[0047] Operating condition 2: Still referring to Figure 2 , when heating the passenger compartment in medium and low temperature weather such as spring and autumn seasons, the working states of the coolant circuit and the refrigerant circuit are the same as those in operating condition 1. At this time, the hot air output from the second end 72 blows to the passenger compartment through the second three-way valve 9 and the air conditioner blower 11 to achieve the purpose of heating. At this time, the cold air output from the first end 71 is discharged through the first three-way valve 8 and the first heat exchanger 1 from the exhaust pipe 12.

[0048] Operating condition 3: As Figure 3 shown, in the refrigeration condition of the passenger compartment in high temperature weather, the working states of the vortex tube circuit and the coolant circuit are the same as those in operating condition 1. On this basis, the compressor 20 starts, and the refrigerant path is as Figure 3 shown by the bold lines in. The compressor 20 sucks in the low-temperature and low-pressure refrigerant of the evaporator 21, outputs high-temperature and high-pressure gas to dissipate heat through the external condenser 22, and inputs low-temperature and low-pressure refrigerant to the evaporator 21 through the second electronic expansion valve 19 to form a cycle, and the air conditioner blower 11 blows cold air to the passenger compartment.

[0049] Operating condition 4: As Figure 4 shown, also in the refrigeration condition of the passenger compartment in high temperature weather, at this time, the A port and the B port of the reversing valve 5 are connected, the motor 205 is cooled by the radiator 206, the H port and the E port are connected, the G port and the F port are connected, and the refrigerant path is as Figure 4 shown by the bold lines in. On the basis of operating condition 3, the low-temperature and low-pressure refrigerant flows to the second heat exchanger 403, and the second heat exchanger 403 cools the power battery 303, and the refrigerant flows back to the refrigerant sub-circuit 15 through the first electronic expansion valve 18.

[0050] Operating condition 5: As Figure 5 shown, in the high-temperature fast charging condition, at this time, the cold air output from the first end 71 of the vortex tube 7 enters the first heat exchanger 1 and exchanges heat with the coolant in the heat exchange pipeline 102 to reduce the temperature of the coolant in the heat exchange pipeline 102. The A port and the B port of the reversing valve 5 are connected, the C port and the H port are connected, the G port and the F port are connected, the D port and the E port are connected, the compressor 20 starts, the compressor 20 sucks in the low-temperature and low-pressure refrigerant at the second heat exchanger 403, outputs high-temperature and high-pressure gas to dissipate heat through the external condenser 22, and inputs low-temperature and low-pressure refrigerant to the second heat exchanger 403 through the first electronic expansion valve 18 to form a cycle, and the coolant in the heat exchange pipeline 102 and the cooling liquid of the second heat exchanger 403 are coupled together to cool the power battery 303.

[0051] Operating condition 6: As Figure 6As shown in the figure, when the passenger compartment is in the heating condition in the heat pump mode, the hot air output from the second end 72 is blown from the air conditioner blower 11 to the passenger compartment through the second three-way valve 9. At the same time, the compressor 20 is started. The compressor 20 sucks in the low-temperature and low-pressure refrigerant from the external condenser 22 and outputs high-temperature and high-pressure gas to the internal condenser 23. The refrigerant exchanges heat through the external condenser 22 to form low-temperature and low-pressure refrigerant, forming a cycle. The vortex tube circuit and the refrigerant circuit jointly heat the passenger compartment, and at this time, the working state of the coolant circuit is the same as that in Condition 2.

[0052] Condition 7: As Figure 7 shown in the figure, when the passenger compartment is in the heating condition in another heat pump mode, the difference from Condition 6 is that the refrigerant output from the internal condenser 23 passes through the first electronic expansion valve 18 and then outputs low-temperature and low-pressure gas and flows into the second heat exchanger 403 to cool the motor 205 and the power battery 303. The compressor 20 then sucks in the low-temperature and low-pressure refrigerant output from the second heat exchanger 403.

[0053] Condition 8: As Figure 8 shown in the figure, when the passenger compartment is in the heating condition in another heat pump mode, the working state of the refrigerant circuit is the same as that in Condition 7. At this time, the hot air output from the second end 72 is discharged from the exhaust pipe 12 through the second three-way valve 9 and the first heat exchanger 1, heating the coolant in the first heat exchanger 1. At this time, the C port and the B port of the reversing valve 5 are connected, the A port and the H port are connected, the G port and the F port are connected, and the D port and the E port are communicated. The coolant heated by the first heat exchanger 1 is heat-coupled with the heat of the motor 205 and the power battery 303 and jointly exchanges heat with the refrigerant at the second heat exchanger 403, while the first end 71 outputs cold air and is discharged from the exhaust pipe 12 through the first three-way valve 8 and the third three-way valve 10.

[0054] Condition 9: As Figure 9 shown in the figure, in the condition where it is necessary to heat the power battery 303, the first end 71 outputs cold air and is discharged from the exhaust pipe 12 through the first three-way valve 8 and the third three-way valve 10. At this time, the hot air output from the second end 72 is discharged from the exhaust pipe 12 through the second three-way valve 9 and the first heat exchanger 1, and heats the coolant in the first heat exchanger 1. At this time, the C port and the B port of the reversing valve 5 are connected, the A port and the H port are connected, the G port and the D port are connected, and the power battery 303 is heated by the heated coolant and the waste heat of the motor 205.

[0055] The embodiments of the present invention have been described in detail above in conjunction with the accompanying drawings. However, the present invention is not limited to the above-mentioned one embodiment. All other embodiments obtained by those skilled in the art without creative efforts fall within the scope of protection of the present invention.

Claims

1. An automotive thermal management system, characterized in that, Comprising: A coolant circuit, including a first heat exchanger (1), an electric drive sub-circuit (2), a battery sub-circuit (3), a heat exchange sub-circuit (4) and a reversing valve (5). The first heat exchanger (1) includes a housing (101) and a heat exchange pipeline (102) disposed within the housing (101). Both ends of the heat exchange pipeline (102) are exposed outside the housing (101). The housing (101) is provided with an input end (103) and an output end (104) that communicate with the inner cavity of the housing (101). Both ends of the heat exchange pipeline (102), the electric drive sub-circuit (2), the battery sub-circuit (3) and the heat exchange sub-circuit (4) are all connected to the reversing valve (5); A vortex tube circuit, including an air suspension system air source (6), a vortex tube (7), a first three-way valve (8) and a second three-way valve (9). The air suspension system air source (6) is connected to the vortex tube (7). The vortex tube (7) includes a first end (71) and a second end (72) that respectively output cold air and hot air. The first end (71) is respectively connected to the input end (103) and an air-conditioning blower (11) through the first three-way valve (8). The second end (72) is respectively connected to the input end (103) and the air-conditioning blower (11) through the second three-way valve (9). The output end (104) is connected to an exhaust pipe (12); A refrigerant circuit, connecting the air-conditioning blower (11) and the heat exchange sub-circuit (4).

2. The automotive thermal management system according to claim 1, characterized in that, The vortex tube circuit further includes a third three-way valve (10). The first three-way valve (8) and the second three-way valve (9) are both connected to the input port of the third three-way valve (10). The two output ports of the third three-way valve (10) are respectively connected to the air-conditioning blower (11) and the exhaust pipe (12).

3. The automotive thermal management system according to claim 2, characterized in that, One of the output ports of the third three-way valve (10) is connected to the exhaust pipe (12) through an output pipeline (13). A one-way valve (14) is connected in series on the output pipeline (13). The output end (104) is connected to the output pipeline (13), and the connection point between the output end (104) and the output pipeline (13) is located downstream of the one-way valve (14).

4. The automotive thermal management system according to claim 1, characterized in that, The electric drive sub-circuit (2) includes a first electric drive main circuit (201), a second electric drive main circuit (202), an electric drive branch circuit (203), a first water pump (204), a motor (205), a radiator (206) and a fourth three-way valve (207). One end of the first electric drive main circuit (201), one end of the second electric drive main circuit (202), and one end of the electric drive branch circuit (203) are respectively connected to three interfaces of the fourth three-way valve (207). The first water pump (204) and the motor (205) are connected in series on the first electric drive main circuit (201). The radiator (206) is connected in series on the electric drive branch circuit (203). The other end of the electric drive branch circuit (203) is connected to the second electric drive main circuit (202). The other end of the first electric drive main circuit (201) and the other end of the second electric drive main circuit (202) are respectively connected to two interfaces of the reversing valve (5).

5. The automotive thermal management system according to claim 4, characterized in that, The battery sub-circuit (3) includes a battery main circuit (301), a second water pump (302), and a power battery (303). Both ends of the battery main circuit (301) are respectively connected to two interfaces of the reversing valve (5), and both the power battery (303) and the second water pump (302) are connected in series on the battery main circuit (301).

6. The automotive thermal management system according to claim 5, characterized in that The heat exchange sub-circuit (4) includes a heat exchange main circuit (401), a third water pump (402), and a second heat exchanger (403). Both ends of the heat exchange main circuit (401) are respectively connected to two interfaces of the reversing valve (5), and both the third water pump (402) and the second heat exchanger (403) are connected in series on the heat exchange main circuit (401). The refrigerant circuit is connected to the second heat exchanger (403).

7. The automotive thermal management system according to claim 6, wherein The reversing valve (5) is an eight-way valve. Both ends of the heat exchange pipeline (102), the other end of the first electric drive main circuit (201), the other end of the second electric drive main circuit (202), both ends of the battery main circuit (301), and both ends of the heat exchange main circuit (401) are respectively connected to eight interfaces of the eight-way valve.

8. The automotive thermal management system according to claim 1, characterized in that, The refrigerant circuit includes a refrigerant sub-circuit (15), a first branch (16), a second branch (17), and a first electronic expansion valve (18). One end of the first branch (16) and one end of the second branch (17) are both connected to the refrigerant sub-circuit (15), the other end of the first branch (16) and the other end of the second branch (17) are both connected to the heat exchange sub-circuit (4), and the first electronic expansion valve (18) is connected in series on the first branch (16).

9. The automotive thermal management system according to claim 1, characterized in that, Both the first three-way valve (8) and the second three-way valve (9) are three-way proportional gas valves.

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