Vehicle thermal management system and vehicle

Abstract

The present application relates to the technical field of vehicles, in particular to a vehicle thermal management system and a vehicle, the vehicle thermal management system comprising a stack cooling assembly, including a fuel cell and a radiator, a liquid outlet of the fuel cell being communicated with a liquid inlet of the radiator, a liquid outlet of the radiator being communicated with a liquid inlet of the fuel cell; a heater core, the heater core being made of a deionization process, a liquid inlet of the heater core being communicated with a liquid outlet of the fuel cell, a liquid outlet of the heater core being communicated with a liquid inlet of the fuel cell; a stop valve, the stop valve being arranged on a pipeline between the liquid inlet of the heater core and the liquid outlet of the fuel cell, for controlling on-off; a blower, the blower being arranged at the heater core. The present application can reduce the energy consumption when the heater is heating, thereby improving the economy of the whole vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a vehicle thermal management system and a vehicle. Background Technology

[0002] Traditional commercial vehicle thermal management systems use a separate coolant circuit to cool the engine. Simultaneously, a mechanical shaft drive powers the air conditioning compressor to cool the cab, and the engine coolant heats the interior. With the development of new energy vehicles, components such as motors, batteries, and fuel cell stacks (fuel cells) are increasingly incorporated into thermal management, leading to a proliferation of coolant circuits. These include low-temperature battery circuits, cab refrigerant circuits, high-temperature fuel cell stack circuits, and medium-temperature motor and electronic control circuits, each with different temperature control requirements. Specifically, the low-temperature battery circuit maintains a temperature of approximately 10℃-25℃ when cooling the battery and approximately 40℃-55℃ when heating; the medium-temperature motor circuit maintains a temperature of approximately 50℃-65℃; the heater circuit maintains approximately 70℃-80℃; the high-temperature fuel cell stack circuit has an inlet temperature of approximately 65℃-70℃ and an outlet temperature of approximately 75℃-85℃; and the refrigerant circuit, with a temperature between -10℃ and 10℃, is responsible for cooling the battery and cab.

[0003] Existing heating systems for new energy vehicles use a separate coolant circuit, employing a water heater to heat the coolant to 70℃-80℃. This heated coolant is then pumped into the heater core, where the air blown by the blower is heated, thus warming the cab. Alternatively, a PTC (Power Transmission Control) system can be used, where the air blown by the blower is heated by the heater core, also warming the cab. While these methods are easier to control, they significantly increase vehicle energy consumption, leading to decreased fuel economy.

[0004] Therefore, a vehicle thermal management system and a vehicle are needed to solve the above problems. Summary of the Invention

[0005] The purpose of this invention is to provide a vehicle thermal management system and a vehicle that can reduce energy consumption during heating, thereby improving the overall vehicle economy.

[0006] To achieve this objective, the present invention adopts the following technical solution:

[0007] The vehicle thermal management system includes:

[0008] A fuel cell stack cooling assembly includes a fuel cell and a radiator, wherein the liquid outlet of the fuel cell is connected to the liquid inlet of the radiator, and the liquid outlet of the radiator is connected to the liquid inlet of the fuel cell.

[0009] The heating core is manufactured using a deionization process. The liquid inlet of the heating core is connected to the liquid outlet of the fuel cell, and the liquid outlet of the heating core is connected to the liquid inlet of the fuel cell.

[0010] A shut-off valve is installed on the pipeline between the liquid inlet of the heater core and the liquid outlet of the fuel cell for controlling the on / off state;

[0011] A blower is installed at the heating core.

[0012] In some embodiments, a filter is provided at the outlet of the radiator.

[0013] In some embodiments, a cooling fan is provided on one side of the radiator.

[0014] In some embodiments, a battery thermal management component is further included, comprising a liquid pump, a first evaporator, a battery pack, and an indirect heat exchanger connected in series. The indirect heat exchanger is connected to the liquid pump, and the inlet of the indirect heat exchanger is connected to the inlet of the heater core. The outlet of the indirect heat exchanger is connected to the outlet of the heater core. A proportional regulating valve is provided on the pipeline between the inlet of the indirect heat exchanger and the inlet of the heater core.

[0015] In some embodiments, a liquid heater is provided on the pipeline between the indirect heat exchanger and the liquid pump.

[0016] In some embodiments, a refrigeration assembly is further included, which includes an air conditioning compressor, an external condenser, and an electronic expansion valve connected in series. The electronic expansion valve is connected to the first evaporator, and the first evaporator is connected to the inlet of the air conditioning compressor.

[0017] In some embodiments, the system further includes a thermostatic expansion valve and a second evaporator connected in series, the thermostatic expansion valve being connected to the external condenser and the second evaporator being connected to the inlet of the air conditioning compressor.

[0018] In some embodiments, an insulation element is provided outside the pipe communicating with the second evaporator.

[0019] In some embodiments, a first temperature and pressure sensor is provided on the pipeline between the first evaporator and the air conditioning compressor, and a second temperature and pressure sensor is provided at the outlet of the air conditioning compressor.

[0020] Vehicles, including the vehicle thermal management system described above.

[0021] The beneficial effects of this invention are:

[0022] This invention provides a vehicle thermal management system. The fuel cell stack cooling assembly includes a fuel cell and a radiator. The heater core is manufactured using a deionization process. The inlet of the heater core is connected to the outlet of the fuel cell, and vice versa. A shut-off valve is installed on the pipeline between the inlet of the heater core and the outlet of the fuel cell. A blower is installed at the heater core. Since the coolant in the fuel cell needs to be deionized, the heater core is manufactured using a deionization process, allowing the fuel cell coolant to directly heat the heater core. Because the fuel cell generates a large amount of heat during operation, the high-temperature coolant from the fuel cell is used to heat the heater core. The blower blows air through the heater core into the driver's cab, heating the cab. This method eliminates the need for a separate water heater and pump for heating the heater core; the heat generated by the fuel cell is sufficient to effectively heat the driver's cab, thus reducing energy consumption during heating and improving the overall vehicle economy.

[0023] The present invention provides a vehicle including the vehicle thermal management system described above, which can reduce energy consumption during heating, thereby improving the overall vehicle economy. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of a vehicle thermal management system according to the present invention.

[0026] In the picture:

[0027] 1. Stack cooling assembly; 11. Fuel cell; 12. Radiator; 13. Filter; 14. Cooling fan; 2. Heater core; 21. Shut-off valve; 3. Battery thermal management assembly; 31. Liquid pump; 32. First evaporator; 33. Battery pack; 34. Indirect heat exchanger; 35. Liquid heater; 36. Proportional control valve; 4. Refrigeration assembly; 41. Air conditioning compressor; 411. First temperature and pressure sensor; 412. Second temperature and pressure sensor; 42. External condenser; 43. Electronic expansion valve; 44. Thermal expansion valve; 45. Second evaporator. Detailed Implementation

[0028] Before explaining any implementation of this application in detail, it should be understood that this application is not limited to its application to the structural details and component arrangements set forth in the following description or shown in the above drawings.

[0029] In this application, the terms "comprising," "including," "having," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0030] In this application, the terms "connection," "combination," "coupling," and "installation" can refer to direct connection, combination, coupling, or installation, or indirect connection, combination, coupling, or installation. For example, a direct connection refers to two parts or components being connected together without the need for an intermediary, while an indirect connection refers to two parts or components each being connected to at least one intermediary, with the connection achieved through the intermediary. Furthermore, "connection" and "coupling" are not limited to physical or mechanical connections or couplings, but can also include electrical connections or couplings.

[0031] In this application, those skilled in the art will understand that the function performed by a component can be performed by one component, multiple components, one part, or multiple parts. Similarly, the function performed by a part can also be performed by one part, one component, or a combination of multiple parts.

[0032] In this application, the directional terms "upper," "lower," "left," "right," "front," and "rear" are used to describe the orientation and positional relationships shown in the accompanying drawings and should not be construed as limiting the embodiments of this application. Furthermore, in the context, it should be understood that when an element is mentioned as being connected "upper" or "lower" to another element, it can be directly connected to the other element "upper" or "lower," or indirectly connected through an intermediate element. It should also be understood that directional terms such as upper side, lower side, left side, right side, front side, and rear side not only represent positive orientation but can also be understood as lateral orientation. For example, "below" can include directly below, lower left, lower right, lower front, and lower rear.

[0033] Commercial vehicles are equipped with a vehicle thermal management system that adjusts the temperature of different components according to actual needs. This is done to reduce energy consumption during heating, thereby improving the overall vehicle economy. Figure 1As shown, the present invention provides a vehicle thermal management system. The vehicle thermal management system includes an electric fuel cell cooling assembly 1, a heater core 2, a shut-off valve 21, and a blower.

[0034] The fuel cell stack cooling assembly 1 includes a fuel cell 11 and a radiator 12. The liquid outlet of the fuel cell 11 is connected to the liquid inlet of the radiator 12, and vice versa. The heater core 2 is manufactured using a deionization process. The liquid inlet of the heater core 2 is connected to the liquid outlet of the fuel cell 11, and vice versa. A shut-off valve 21 is installed on the pipeline between the liquid inlet of the heater core 2 and the liquid outlet of the fuel cell 11 to control the on / off state. A blower is located at the heater core 2.

[0035] Since the coolant in the fuel cell 11 needs to be deionized, the heater core 2 is manufactured using a deionization process, allowing the coolant from the fuel cell 11 to directly heat the heater core 2. Because the fuel cell 11 generates a large amount of heat during operation, the high-temperature coolant from the fuel cell 11 is used to heat the heater core 2. A blower blows air through the heater core 2 into the cab, heating the cab. A shut-off valve 21 is installed; it is opened when heating the heater core 2 is needed and closed when heating is not required. This method eliminates the need for a separate water heater and pump for heating the heater core 2, effectively utilizing the heat generated by the fuel cell 11 to heat the cab. This reduces energy consumption during heating, thereby improving the overall vehicle economy.

[0036] In some embodiments, a filter 13 is provided at the outlet of the radiator 12. By providing the filter 13, impurities in the coolant cooling the fuel cell 11 can be filtered out, thereby ensuring the cleanliness of the coolant.

[0037] In some embodiments, a cooling fan 14 is provided on one side of the radiator 12. Since the fuel cell 11 generates a large amount of heat during operation, sometimes the radiator 12 and the heater core 2 alone are insufficient to dissipate the heat quickly. By providing the cooling fan 14, airflow at the radiator 12 can be further accelerated, thereby improving the heat dissipation efficiency of the radiator 12.

[0038] In some embodiments, the vehicle thermal management system further includes a battery thermal management component 3. The battery thermal management component 3 includes a liquid pump 31, a first evaporator 32, a battery pack 33, and an indirect heat exchanger 34 connected in series. The indirect heat exchanger 34 is connected to the liquid pump 31, and its inlet is connected to the inlet of the heater core 2. Its outlet is also connected to the outlet of the heater core 2. A proportional regulating valve 36 is installed on the pipeline between the inlet of the indirect heat exchanger 34 and the inlet of the heater core 2. When the battery pack 33 needs to be heated, the opening of the proportional regulating valve 36 is adjusted so that a portion of the coolant from the fuel cell 11 enters the indirect heat exchanger 34. In the indirect heat exchanger 34, the coolant used to regulate the temperature of the battery pack 33 undergoes heat exchange, and the heated coolant then heats the battery pack 33, thereby ensuring the effective operation of the battery pack 33.

[0039] In some embodiments, a liquid heater 35 is provided on the pipeline between the indirect heat exchanger 34 and the liquid pump 31. By providing the liquid heater 35, the coolant used for temperature control of the battery pack 33 can be heated. In extreme low-temperature environments where the fuel cell 11 cannot start, the liquid heater 35 is used to ensure that the battery pack 33 can operate normally.

[0040] In some embodiments, when the fuel cell 11 fails to start due to low temperature, the temperature of the fuel cell 11 is increased by the heater inside the fuel cell 11. At the same time, the heater can heat the coolant flowing through the heater core 2, thereby indirectly heating the cab and ensuring that the temperature of the cab meets the requirements.

[0041] In some embodiments, the vehicle thermal management system further includes a refrigeration component 4, which includes an air conditioning compressor 41, an external condenser 42, and an electronic expansion valve 43 connected in series. The electronic expansion valve 43 is connected to a first evaporator 32, and the first evaporator 32 is connected to the inlet of the air conditioning compressor 41. With this configuration, the temperature of the refrigerant can be controlled by the operation of the air conditioning compressor 41. Heat exchange occurs between the refrigerant and the coolant cooling the battery pack 33 in the first evaporator 32, thereby reducing the temperature of the coolant. The cooled coolant can then circulate to cool the battery pack 33 under the action of the liquid pump 31, ensuring that the battery pack 33 operates at a suitable temperature.

[0042] In some embodiments, the vehicle thermal management system further includes a thermostatic expansion valve 44 and a second evaporator 45 connected in series. The thermostatic expansion valve 44 is connected to an external condenser 42, and the second evaporator 45 is connected to the inlet of the air conditioning compressor 41. The second evaporator 45 is used to cool the driver's cab. With this configuration, when the driver's cab temperature is high, the air conditioning compressor 41 operates, and refrigerant exchanges heat with the driver's cab at the second evaporator 45, thereby lowering the driver's cab temperature.

[0043] Specifically, the refrigeration process is as follows:

[0044] Cooling and heating are achieved through changes in the state of the refrigerant. Specifically, this includes four main processes: compression, condensation, throttling, and evaporation. During compression, the air conditioning compressor 41 compresses the low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gaseous refrigerant. This high-temperature, high-pressure gaseous refrigerant then enters the external condenser 42 through pipes, where it is cooled and condensed into a high-temperature, high-pressure liquid refrigerant. As the liquid refrigerant flows through the electronic expansion valve 43 and the thermostatic expansion valve 44, it undergoes throttling and pressure reduction, becoming a low-temperature, low-pressure liquid mist refrigerant. Finally, the low-temperature, low-pressure liquid mist refrigerant enters the first evaporator 32 and the second evaporator 45, absorbing heat from the coolant in the cab or battery pack 33 and evaporating into a low-temperature, low-pressure gas, thus achieving cooling. Air blown out by the blower passes through the evaporators to cool the cab.

[0045] During the operation of the air conditioning compressor 41, the actual air inlet temperature of the second evaporator 45 is reduced to 1-3°C lower than the target temperature, and the blower speed is reduced by 10%, or the blower speed is not reduced and is manually reduced by the driver. The second evaporator 45 stores a portion of the cooler refrigerant. When the cooling demand of the battery pack 33 increases, some of the residual cool refrigerant in the second evaporator 45 mixes with the refrigerant at the outlet of the first evaporator 32, which is heated by the heat from the battery pack 33, thus reducing the temperature of the refrigerant at the inlet of the air conditioning compressor 41 and minimizing fluctuations in the speed of the air conditioning compressor 41.

[0046] In some embodiments, an insulation element is provided outside the pipe communicating with the second evaporator 45. By providing the insulation element, heat exchange can occur between the external wall and the pipe communicating with the second evaporator 45, allowing the refrigerant in the second evaporator 45 and its communicating pipe to store and retain a portion of the cooler refrigerant. The cooler refrigerant in the cab circuit is mixed with the refrigerant cooled in the first evaporator 32 to compensate for the energy consumption fluctuations in the air conditioning compressor 41 caused by changes in battery cooling demand, thus reducing compressor fluctuations. In this embodiment, the insulation element is made of insulating cotton or lime wool, which effectively provides insulation.

[0047] In some embodiments, a first temperature and pressure sensor 411 is installed on the pipeline between the first evaporator 32 and the air conditioning compressor 41, and a second temperature and pressure sensor 412 is installed at the outlet of the air conditioning compressor 41. This configuration enables real-time detection of the refrigerant pressure and temperature.

[0048] This embodiment also provides a vehicle including the vehicle thermal management system described above, which can reduce energy consumption during heating, thereby improving the overall vehicle economy.

[0049] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A vehicle thermal management system, characterized in that, include: The fuel cell stack cooling assembly (1) includes a fuel cell (11) and a radiator (12), wherein the liquid outlet of the fuel cell (11) is connected to the liquid inlet of the radiator (12), and the liquid outlet of the radiator (12) is connected to the liquid inlet of the fuel cell (11). The warm air core (2) is made by deionization process. The liquid inlet of the warm air core (2) is connected to the liquid outlet of the fuel cell (11). The liquid outlet of the warm air core (2) is connected to the liquid inlet of the fuel cell (11). A shut-off valve (21) is installed on the pipeline between the liquid inlet of the heating core (2) and the liquid outlet of the fuel cell (11) for controlling the on / off state; A blower is provided at the heating core (2); It also includes a battery thermal management component (3), which includes a liquid pump (31), a first evaporator (32), a battery pack (33) and an indirect heat exchanger (34) connected in series. The indirect heat exchanger (34) is connected to the liquid pump (31), and the liquid inlet of the indirect heat exchanger (34) is connected to the liquid inlet of the heater core (2). The liquid outlet of the indirect heat exchanger (34) is connected to the liquid outlet of the heater core (2). A proportional regulating valve (36) is provided on the pipeline between the liquid inlet of the indirect heat exchanger (34) and the liquid inlet of the heater core (2). It also includes a refrigeration assembly (4), which includes an air conditioning compressor (41), an external condenser (42) and an electronic expansion valve (43) connected in series. The electronic expansion valve (43) is connected to the first evaporator (32), and the first evaporator (32) is connected to the inlet of the air conditioning compressor (41). It also includes a thermal expansion valve (44) and a second evaporator (45) connected in series, the thermal expansion valve (44) being connected to the external condenser (42), and the second evaporator (45) being connected to the inlet of the air conditioning compressor (41); The second evaporator (45) stores a portion of the refrigerant at a low temperature. When the cooling demand of the battery pack (33) increases, the refrigerant in the second evaporator (45) with some of the residual cold refrigerant mixes with the refrigerant at the outlet of the first evaporator (32) that is heated by the heat of the battery pack (33), thereby reducing the temperature of the refrigerant at the inlet of the air conditioning compressor (41) and reducing the fluctuation of the speed of the air conditioning compressor (41).

2. The vehicle thermal management system according to claim 1, characterized in that, A filter (13) is provided at the outlet of the radiator (12).

3. The vehicle thermal management system according to claim 1, characterized in that, A cooling fan (14) is provided on one side of the radiator (12).

4. The vehicle thermal management system according to claim 1, characterized in that, A liquid heater (35) is installed on the pipeline between the indirect heat exchanger (34) and the liquid pump (31).

5. The vehicle thermal management system according to claim 1, characterized in that, The pipe connected to the second evaporator (45) is provided with an insulation component.

6. The vehicle thermal management system according to claim 1, characterized in that, A first temperature and pressure sensor (411) is installed on the pipeline between the first evaporator (32) and the air conditioning compressor (41), and a second temperature and pressure sensor (412) is installed at the outlet of the air conditioning compressor (41).

7. A vehicle, characterized in that, Including the vehicle thermal management system as described in any one of claims 1-6.

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