Vehicle thermal management system and vehicle

Abstract

The invention discloses a vehicle thermal management system and a vehicle, and relates to the field of vehicles. The system comprises a vehicle cabin temperature control loop, the vehicle cabin temperature control loop comprises a compressor, a reversing valve, an inner heat exchanger, an outer heat exchanger and a first throttling element, and the compressor is provided with an air suction port and an exhaust port; the reversing valve is provided with first, second, third and fourth valve ports, the first valve port is connected with one of the second and fourth valve ports, the third valve port is connected with the other one of the second and fourth valve ports, the first valve port is connected with the air suction port, and the third valve port is connected with the exhaust port; the internal heat exchanger is connected with a fourth valve port; the external heat exchanger is connected with the second valve port; at least part of the first throttling element is connected between the inner heat exchanger and the outer heat exchanger; and a refrigerant of the cabin temperature control loop is a mixture of carbon dioxide and a fluoroalkane refrigerant or a hydrocarbon refrigerant. According to the vehicle heat management system, the specific mixed refrigerant is adopted, so that the operation pressure is reduced, the strength requirement for pipeline pieces and sealing pieces is reduced, and therefore cost is reduced.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and particularly to a vehicle thermal management system and a vehicle. Background Art

[0002] In the prior art, some vehicle thermal management systems use CO2 as a refrigerant. However, when the system operates in a transcritical state, it will cause a significant increase in the operating pressure, which puts higher requirements on the pressure resistance and sealing performance of the system pipelines and connectors. To meet these requirements, not only more advanced materials but also more precise manufacturing processes are needed, all of which inevitably increase the cost of the entire system.

[0003] Therefore, there is room for improvement in the vehicle thermal management system. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. For this purpose, the first aspect of the present invention aims to propose a vehicle thermal management system, which uses a specific mixed refrigerant to reduce the operating pressure and reduce the strength requirements for pipeline components and seals, thereby achieving cost reduction.

[0005] The second aspect of the present invention aims to propose a vehicle having the above vehicle thermal management system.

[0006] The vehicle thermal management system according to the embodiment of the first aspect of the present invention includes: a cabin temperature control loop, the cabin temperature control loop includes: a compressor, a reversing valve, an internal heat exchanger for exchanging heat with the cabin, an external heat exchanger for exchanging heat with the outside air, and a first throttling element, the compressor having a suction port and a discharge port; the reversing valve having a first valve port, a second valve port, a third valve port, and a fourth valve port, the first valve port being connected to one of the second valve port and the fourth valve port, the third valve port being connected to the other of the second valve port and the fourth valve port, the first valve port being connected to the suction port, the third valve port being connected to the discharge port; one end of the internal heat exchanger being connected to the fourth valve port; one end of the external heat exchanger being connected to the second valve port; at least a part of the first throttling element being connected between the internal heat exchanger and the external heat exchanger; the refrigerant of the cabin temperature control loop being a mixture of carbon dioxide and a fluorinated alkane refrigerant, or the refrigerant of the cabin temperature control loop being a mixture of carbon dioxide and a hydrocarbon refrigerant.

[0007] According to the vehicle thermal management system of the embodiment of the present invention, by using a mixture of carbon dioxide and a fluorinated alkane refrigerant or a hydrocarbon refrigerant as the refrigerant, it helps to reduce the system operating pressure, reduce the strength requirements for pipeline components and seals, thereby reducing costs; at the same time, it can also improve the problem of weak high-temperature refrigeration capacity of the system when using pure CO2 as the refrigerant.

[0008] According to some alternative embodiments of the present invention, the fluorinated alkane refrigerant includes one of R32, R41, R152a, and R161, and the hydrocarbon refrigerant includes R1270.

[0009] Further optionally, the vehicle thermal management system further includes: a battery temperature control loop, the battery temperature control loop includes a battery heat exchanger, one end of the battery heat exchanger is connected to the fourth valve port or the second valve port, and the other end of the battery heat exchanger is connected between the external heat exchanger and the internal heat exchanger.

[0010] In some further alternative embodiments, the battery temperature control loop includes: a second throttling element connected to one end of the battery heat exchanger; a third throttling element connected to the other end of the battery heat exchanger; wherein, the second throttling element is located between the battery heat exchanger and the reversing valve.

[0011] According to some alternative embodiments of the present invention, it further includes: a first two-way heat exchanger, the first two-way heat exchanger includes: a first channel and a second channel that exchange heat with each other; both ends of the first channel are a first interface and a second interface respectively, the first interface is connected to the suction port, and the second interface is connected to the first valve port; both ends of the second channel are a third interface and a fourth interface respectively, the third interface is connected to the external heat exchanger, and the fourth interface is connected to the internal heat exchanger and the battery temperature control loop.

[0012] Furthermore, the first throttling element includes: a first throttling regulating valve connected between the third interface and the external heat exchanger; a second throttling regulating valve connected between the internal heat exchanger and the fourth interface.

[0013] Further optionally, it further includes: a first control valve, one end of the first control valve is connected to the third throttling element, and the other end is connected between the first throttling regulating valve and the third interface. When the first control valve is opened, the flowing refrigerant can flow through the third throttling element to the battery heat exchanger; a second control valve, one end of the second control valve is connected to the fourth valve port, and the other end is connected to the second throttling element. When the second control valve is opened, the refrigerant between the battery heat exchanger and the fourth valve port flows through the second control valve and the second throttling element; a third control valve, one end of the third control valve is connected to the second valve port, and the other end is connected to the second throttling element. When the third control valve is opened, the refrigerant between the battery heat exchanger and the second valve port flows through the third control valve and the second throttling element.

[0014] According to some alternative embodiments of the present invention, it further includes: a motor electronic control temperature control loop, and the motor electronic control temperature control loop includes a water pump, an electronic control heat exchanger, a motor heat exchanger, and a radiator that are connected to each other.

[0015] In some specific embodiments, it further includes: a second two-way heat exchanger, and the second two-way heat exchanger includes: a third channel and a fourth channel that exchange heat with each other; both ends of the third channel are a fifth interface and a sixth interface respectively, the fifth interface is connected to the electronic control heat exchanger or the motor heat exchanger, and the sixth interface is connected to the water pump; both ends of the fourth channel are a seventh interface and an eighth interface respectively, and the seventh interface and the eighth interface are connected to both ends of the external heat exchanger.

[0016] The vehicle according to the embodiment of the second aspect of the present invention is provided with the vehicle thermal management system according to the embodiment of the first aspect of the present invention.

[0017] The additional aspects and advantages of the present invention will be partly given in the following description, partly become obvious from the following description, or be understood through the practice of the present invention. Description of the Drawings

[0018] The above and / or additional aspects and advantages of the present invention will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, where:

[0019] Figure 1 It is a schematic structural diagram of a vehicle thermal management system in some embodiments of the present invention;

[0020] Figure 2 It is a schematic diagram of a vehicle thermal management system (in operation mode one) in some embodiments of the present invention;

[0021] Figure 3 It is a schematic diagram of a vehicle thermal management system (in operation mode two) in some embodiments of the present invention;

[0022] Figure 4 It is a schematic diagram of a vehicle thermal management system (in operation mode three) in some embodiments of the present invention;

[0023] Figure 5 It is a schematic diagram of a vehicle thermal management system (in operation mode four) in some embodiments of the present invention;

[0024] Figure 6 It is a comparison of the optimal exhaust pressures of a mixed refrigerant and a pure CO2 system in some embodiments of the present invention;

[0025] Figure 7 It is a comparison of the maximum COP of a mixed refrigerant and a pure CO2 refrigeration condition system in some embodiments of the present invention.

[0026] Reference Signs:

[0027] Vehicle thermal management system 100,

[0028] Cabin temperature control loop 10, compressor 11, suction port 111, exhaust port 112, reversing valve 13, first valve port 131, second valve port 132, third valve port 133, fourth valve port 134, internal heat exchanger 15, external heat exchanger 17, first throttling element 18, first throttling control valve 181, second throttling control valve 182, first two-way heat exchanger 19, first channel 191, second channel 192, first interface 193, second interface 194, third interface 195, fourth interface 196,

[0029] Battery temperature control loop 30, battery heat exchanger 32, second throttling element 34, third throttling element 36,

[0030] Motor and electronic control temperature control loop 50, water pump 51, electronic control heat exchanger 53, motor heat exchanger 55, radiator 57, fan 59,

[0031] First control valve 61, second control valve 62, third control valve 63, second two-way heat exchanger 65, fifth interface 653, sixth interface 654, seventh interface 655, eighth interface 656, accumulator 66. Detailed implementation manners

[0032] Embodiments of the present invention will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are only used to explain the present invention and should not be construed as a limitation of the present invention.

[0033] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by terms etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is 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 and be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of the present invention. In addition, features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, the meaning of "a plurality" is two or more.

[0034] In the description of the present invention, it should be noted that, unless otherwise clearly specified and defined, the terms "installation", "connection", and "coupling" 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 or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0035] Reference will be made below Figures 1 - 7 to describe the vehicle thermal management system 100 according to an embodiment of the first aspect of the present invention.

[0036] As Figures 1 - 5 shown, the vehicle thermal management system 100 includes: a cabin temperature control circuit 10. The cabin temperature control circuit 10 is used to achieve cabin cooling and heating, thereby improving the riding comfort.

[0037] In combination with Figures 1 - 5 , the cabin temperature control circuit 10 includes: a compressor 11, a reversing valve 13, an internal heat exchanger 15, an external heat exchanger 17, and a first throttling element 18. Among them, the internal heat exchanger 15 is used to exchange heat with the cabin, and the external heat exchanger 17 is used to exchange heat with the outside air.

[0038] It should be noted that the compressor 11 drives the refrigerant to circulate, and the refrigeration and heating modes are switched by the reversing valve 13. The internal heat exchanger 15 exchanges heat with the cabin air to adjust the temperature inside the vehicle; the external heat exchanger 17 exchanges heat with the outside air to discharge or absorb heat. The first throttling element 18 controls the refrigerant flow rate.

[0039] The compressor 11 has a suction port 111 and a discharge port 112. The reversing valve 13 has a first valve port 131, a second valve port 132, a third valve port 133, and a fourth valve port 134. The first valve port 131 is connected to one of the second valve port 132 and the fourth valve port 134, the third valve port 133 is connected to the other of the second valve port 132 and the fourth valve port 134, the first valve port 131 is connected to the suction port 111, and the third valve port 133 is connected to the discharge port 112. One end of the internal heat exchanger 15 is connected to the fourth valve port 134. One end of the external heat exchanger 17 is connected to the second valve port 132.

[0040] By changing the connection mode of the valve ports through the reversing valve 13, the refrigerant flow direction can be changed.

[0041] In the refrigeration mode, the first valve port 131 is communicated with the fourth valve port 134 through the four-way reversing valve 13, and the third valve port 133 is communicated with the second valve port 132, so that the high-temperature and high-pressure gas discharged from the compressor 11 enters the external heat exchanger 17 for cooling and condensing into a liquid state, and then passes through the first throttling element 18 for throttling and pressure reduction and enters the internal heat exchanger 15 to absorb the heat of the vehicle cabin, and finally returns to the suction port 111 of the compressor 11 to complete the cycle. In the heating mode, the four-way reversing valve 13 is switched to make the refrigerant flow reversely, realizing the vehicle interior heating function. By setting the reversing valve 13, the system can flexibly switch between the refrigeration and heating modes, improving the vehicle thermal management efficiency and passenger comfort.

[0042] At least part of the first throttling element 18 is connected between the internal heat exchanger 15 and the external heat exchanger 17. The first throttling element 18 is connected between the internal heat exchanger 15 and the external heat exchanger 17 to control the refrigerant flow rate and reduce the pressure, ensuring that the refrigerant reaches an appropriate evaporation temperature before entering the internal heat exchanger 15.

[0043] The refrigerant in the vehicle cabin temperature control loop 10 is a mixture of carbon dioxide and a fluorinated alkane refrigerant, or the refrigerant in the vehicle cabin temperature control loop 10 is a mixture of carbon dioxide and a hydrocarbon refrigerant.

[0044] In the present invention, by using a mixture of carbon dioxide and a fluorinated alkane or hydrocarbon refrigerant as the refrigerant in the vehicle cabin temperature control loop 10, the operating pressure of the vehicle thermal management system 100 can be reduced, thereby reducing the strength requirements for the pipeline components and seals in the vehicle thermal management system 100, and further reducing the manufacturing cost.

[0045] In addition, since fluorinated alkane refrigerants and hydrocarbon refrigerants have a wider range of evaporation and condensation temperatures, this mixed refrigerant can maintain good refrigeration effects within a wide temperature range. Especially under high-temperature conditions, compared with pure carbon dioxide, the mixed refrigerant is more likely to achieve effective gas-liquid phase change, thereby improving the refrigeration efficiency. This means that the mixed refrigerant can not only solve the problem of insufficient refrigeration capacity of pure carbon dioxide in high-temperature environments, but also provide stronger refrigeration capacity while maintaining high efficiency, ensuring the stable operation of the vehicle thermal management system 100.

[0046] Therefore, the vehicle cabin temperature control loop 10 using this mixed refrigerant not only reduces the cost of the vehicle thermal management system 100, but also improves the overall performance and adaptability of the system.

[0047] According to some optional vehicle thermal management systems 100 of the present invention, the fluorinated alkane refrigerant includes one of R32, R41, R152a, and R161, and the hydrocarbon refrigerant includes R1270.

[0048] Specifically, the fluorinated alkane refrigerant used in the vehicle thermal management system 100 includes one of difluoromethane (R32), fluoroethane (R41), 1,1-difluoroethane (R152a), and fluoropropane (R161). The hydrocarbon refrigerant includes propylene (R1270).

[0049] By mixing one of the above-mentioned fluorinated alkanes or hydrocarbon refrigerants with carbon dioxide, the vehicle thermal management system 100 of the present invention can not only reduce the operating pressure, reduce the strength requirements for pipeline components and seals, and reduce the manufacturing cost, but also maintain good refrigeration effects. In particular, under high-temperature conditions, this mixed refrigerant is more likely to achieve effective gas-liquid phase change than pure carbon dioxide, thereby improving the refrigeration efficiency and ensuring the stable operation and high-performance performance of the thermal management system. Therefore, the cabin temperature control circuit 10 using this mixed refrigerant can not only reduce costs, but also improve the overall performance and adaptability of the vehicle thermal management system 100.

[0050] Optionally, when using propylene (R1270) as the mixed component, the molar fraction range of CO2 is from 0.91 to 1.0.

[0051] Optionally, when using difluoromethane (R32) as the mixed component, the molar fraction range of CO2 is from 0.81 to 1.0.

[0052] Optionally, when using fluoroethane (R41) as the mixed component, the molar fraction range of CO2 is from 0.75 to 1.0.

[0053] Optionally, when using 1,1-difluoroethane (R152a) as the mixed component, the molar fraction range of CO2 is from 0.85 to 1.0.

[0054] Optionally, when using fluoropropane (R161) as the mixed component, the molar fraction range of CO2 is from 0.87 to 1.0.

[0055] Through the above ratios, it is ensured that the mixed refrigerant can effectively reduce the operating pressure of the vehicle thermal management system 100 and improve the refrigeration energy efficiency on the premise of meeting the low global warming potential and non-flammability. Combining Figure 6 and Figure 7 the calculation results shown, it can be seen that the mixed refrigerant proposed by the present invention can effectively reduce the operating pressure of the vehicle thermal management system 100 and at the same time improve the refrigeration energy efficiency of the system.

[0056] In some alternative embodiments, the thermal management system further includes: a battery temperature control loop 30, the battery temperature control loop 30 includes a battery heat exchanger 32, one end of the battery heat exchanger 32 is connected to the fourth valve port 134 or the second valve port 132, and the other end of the battery heat exchanger 32 is connected between the external heat exchanger 17 and the internal heat exchanger 15. This means that by using this mixed refrigerant, while ensuring the efficient operation of the system, energy consumption can be reduced and the system efficiency can be improved.

[0057] Specifically, in the battery cooling mode, after the high-temperature and high-pressure gaseous refrigerant is discharged from the compressor 11, it enters the external heat exchanger 17 through the reversing valve 13, and is cooled and condensed into a liquid state within the external heat exchanger 17. Then, the liquid refrigerant passes through the first throttling element 18 to reduce the pressure and enters the battery heat exchanger 32, absorbing the heat generated by the battery, effectively controlling the battery temperature. Subsequently, the refrigerant continues to flow back to the compressor 11 to complete the cycle. This configuration can effectively take away the heat generated by the battery, avoid overheating problems, and ensure that the battery operates in an efficient and stable state.

[0058] In the battery preheating mode, combined with Figure 5 , the high-temperature and high-pressure gaseous refrigerant is discharged from the exhaust port 112 of the compressor 11, and directly enters the battery heat exchanger 32 through the third valve port 133 and the fourth valve port 134 in the reversing valve 13. During this process, the refrigerant releases heat to heat the battery and changes from a gaseous state to a liquid state during this process. After that, the liquid refrigerant flows out of the battery heat exchanger 32, continues to complete its circulation path, and finally returns to the compressor 11. This mode enables the battery to preheat itself in a low-temperature environment, ensuring that it operates within the optimal working temperature range, thereby improving the battery performance and lifespan.

[0059] Furthermore, the battery temperature control loop 30 includes: a second throttling element 34 and a third throttling element 36, the second throttling element 34 is connected to one end of the battery heat exchanger 32. The third throttling element 36 is connected to the other end of the battery heat exchanger 32. Among them, the second throttling element 34 is located between the battery heat exchanger 32 and the reversing valve 13.

[0060] This setting can form a two-stage throttling for the battery temperature control loop 30, enabling the refrigerant in the battery heat exchanger 32 to maintain a gas-liquid two-phase state throughout the entire process.

[0061] Specifically, in such as Figure 3In the shown operating mode, after the high-temperature and high-pressure gaseous refrigerant is discharged from the exhaust port 112 of the compressor 11, it enters the external heat exchanger 17 through the reversing valve 13. During this process, the refrigerant exchanges heat with the outside air of the vehicle, releases heat and cools to become liquid. Subsequently, the liquid refrigerant is divided into two paths: one path enters the third throttling element 36, becomes a gas-liquid two-phase state after one throttling and pressure reduction, and then enters the battery heat exchanger 32 to absorb the waste heat generated by the battery; the other path flows to the internal heat exchanger 15. In the battery heat exchanger 32, the refrigerant remains in the gas-liquid two-phase state, absorbs heat and then undergoes a second throttling through the second throttling element 34, and finally turns into a pure gas state and returns to the compressor 11.

[0062] This double-stage throttling design meets the different evaporation temperature requirements of the internal heat exchanger 15 and the battery heat exchanger 32. The internal heat exchanger 15 is used for vehicle cabin refrigeration and requires a lower refrigerant temperature to adapt to the cooling requirements of the vehicle interior environment; while the battery heat exchanger 32 is used for battery heat dissipation and requires a higher refrigerant temperature to ensure that the battery operates within the optimal working temperature range. In addition, since the refrigerant in the battery heat exchanger 32 always maintains a gas-liquid two-phase state, this helps to distribute heat more evenly, effectively improves the temperature uniformity of the battery, and avoids local overheating. By precisely controlling the flow rate and pressure of the refrigerant, this design not only improves the energy efficiency of the system but also extends the service life of the battery.

[0063] Further optionally, the vehicle thermal management system 100 further includes: a first two-way heat exchanger 19, and the first two-way heat exchanger 19 includes: a first channel 191 and a second channel 192 that exchange heat with each other. The two ends of the first channel 191 are respectively a first interface 193 and a second interface 194, the first interface 193 is connected to the suction port 111, and the second interface 194 is connected to the first valve port 131. The two ends of the second channel 192 are respectively a third interface 195 and a fourth interface 196, the third interface 195 is connected to the external heat exchanger 17, and the fourth interface 196 is connected to the internal heat exchanger 15 and the battery temperature control loop 30.

[0064] Combined with Figure 2 , in operating mode one, the high-temperature and high-pressure gaseous refrigerant is discharged from the exhaust port 112 of the compressor 11, enters the external heat exchanger 17 through the reversing valve 13. In the external heat exchanger 17, the refrigerant exchanges heat with the outside air, releases heat and cools to become liquid refrigerant. The liquid refrigerant then enters the second channel 192 of the first two-way heat exchanger 19 from the third interface 195 and is further subcooled here. The subcooled liquid refrigerant leaves the first two-way heat exchanger 19 from the fourth interface 196.

[0065] Next, the liquid refrigerant enters the battery heat exchanger 32, absorbs the heat generated by the battery therein, and turns into a gas. The gaseous refrigerant after absorbing heat in the battery heat exchanger 32 passes through the reversing valve 13 and enters the first channel 191 of the first two-way heat exchanger 19 from the second interface 194, where it is further superheated. The superheated gaseous refrigerant leaves the first two-way heat exchanger 19 from the first interface 193 and returns to the suction port 111 of the compressor 11, forming a complete cycle.

[0066] This design ensures the optimal state conversion of the refrigerant at different stages, enabling the thermal management system to maintain high efficiency and performance.

[0067] In some specific embodiments, in combination with Figure 1 and Figure 5 , the first throttling element 18 includes: a first throttling regulating valve 181 and a second throttling regulating valve 182. The first throttling regulating valve 181 is connected between the third interface 195 and the external heat exchanger 17. The first throttling regulating valve 181 is used to regulate the refrigerant flow rate and pressure flowing out of or into the external heat exchanger 17. The second throttling regulating valve 182 is connected between the internal heat exchanger 15 and the fourth interface 196. The second throttling regulating valve 182 is used to control the refrigerant flow rate flowing into or out of the internal heat exchanger 15 to meet the cabin temperature control requirements.

[0068] According to some alternative embodiments, the vehicle thermal management system 100 further includes: a first control valve 61, a second control valve 62, and a third control valve 63. One end of the first control valve 61 is connected to the third throttling element 36, and the other end is connected between the first throttling regulating valve 181 and the third interface 195. When the first control valve 61 is opened, the flowing refrigerant can flow through the third throttling element 36 to the battery heat exchanger 32. One end of the second control valve 62 is connected to the fourth valve port 134, and the other end is connected to the second throttling element 34. When the second control valve 62 is opened, the refrigerant between the battery heat exchanger 32 and the fourth valve port 134 flows through the second control valve 62 and the second throttling element 34. One end of the third control valve 63 is connected to the second valve port 132, and the other end is connected to the second throttling element 34. When the third control valve 63 is opened, the refrigerant between the battery heat exchanger 32 and the second valve port 132 flows through the third control valve 63 and the second throttling element 34.

[0069] In the above technical solution, when the first control valve 61 is closed, the refrigerant can flow through the third throttling element 36 to the battery heat exchanger 32. Specifically, in Figure 2 and Figure 3In the shown operating mode, the high-temperature and high-pressure gaseous refrigerant is discharged from the compressor 11 and then cooled to a liquid state through the external heat exchanger 17. After passing through the first throttle control valve 181 in the fully open state, it enters the second channel 192 of the first two-way heat exchanger 19 for subcooling treatment. It can be known that at this time, the first throttle control valve 181 is in the fully open state and does not play a role in flow and pressure regulation. Then, the liquid refrigerant is throttled and depressurized by the third throttling element 36, becoming a gas-liquid two-phase state, and enters the battery heat exchanger 32 to absorb the heat generated by the battery.

[0070] The flow paths of the refrigerant for the second control valve 62 and the third control valve 63. When the second control valve 62 is open and the third control valve 63 is closed, the refrigerant can flow from the battery heat exchanger 32 to the fourth valve port 134 of the reversing valve 13, or the refrigerant can flow from the fourth valve port 134 of the reversing valve 13 to the battery heat exchanger 32. When the second control valve 62 is closed and the third control valve 63 is open, the refrigerant flows from the battery heat exchanger 32 to the second valve port 132 of the reversing valve 13.

[0071] Optionally, the first control valve 61, the second control valve 62, and the third control valve 63 can adopt globe valves.

[0072] Furthermore, in combination with Figures 1 - 5 , the vehicle thermal management system 100 further includes: a motor and electronic control temperature control circuit 50, and the motor and electronic control temperature control circuit 50 includes a water pump 51, an electronic control heat exchanger 53, a motor heat exchanger 55, and a radiator 57 that are connected in sequence.

[0073] Here, the motor and electronic control temperature control circuit 50 is used to manage the temperature of the motor and the electronic control system. For example, under some working conditions, the motor and electronic control temperature control circuit 50 can dissipate heat for the motor and the electronic control system to ensure its efficient and stable operation. Also, for example, under certain working conditions, the heat generated by the motor and electronic control temperature control circuit 50 can be redirected to provide additional heat sources for the passenger compartment, thereby improving the overall energy efficiency ratio of the vehicle thermal management system 100.

[0074] Further optionally, the vehicle thermal management system 100 further includes: a second two-way heat exchanger 65, and the second two-way heat exchanger 65 includes: a third channel and a fourth channel that exchange heat with each other. The two ends of the third channel are respectively a fifth interface 653 and a sixth interface 654, the fifth interface 653 is connected to the electronic control heat exchanger 53 or the motor heat exchanger 55, and the sixth interface 654 is connected to the water pump 51. The two ends of the fourth channel are respectively a seventh interface 655 and an eighth interface 656, and the seventh interface 655 and the eighth interface 656 are connected to both ends of the external heat exchanger 17.

[0075] With this setting, after the refrigerant absorbs heat in the electronic control heat exchanger 53 or the motor heat exchanger 55, it flows into the third channel through the water pump 51 and transfers the heat to the refrigerant in the fourth channel in the second two-way heat exchanger 65.

[0076] The two ends of the fourth channel are the seventh interface 655 and the eighth interface 656 respectively, and these two interfaces are connected to the two ends of the external heat exchanger 17. Please combine Figure 4 , after the refrigerant in the fourth channel absorbs the heat in the third channel, it returns to the compressor suction port, realizing the waste heat recovery of the motor and the electronic control. In this way, the second two-way heat exchanger 65 realizes efficient heat transfer and management, ensuring that the temperatures of the motor and the electronic control system are within a better working range.

[0077] In some alternative embodiments, the vehicle thermal management system 100 further includes: a liquid reservoir 66. One end of the liquid reservoir 66 is connected to the first valve port 131 of the reversing valve 13, and the other end is connected to the second interface 194 of the first two-way heat exchanger 19. The liquid reservoir 66 is used for storing, buffering, gas-liquid separation, regulating the flow rate, and filtering impurities, ensuring the efficient and stable operation of the vehicle thermal management system 100 and improving the reliability of the entire vehicle thermal management system 100.

[0078] In some alternative embodiments, the motor and electronic control temperature control circuit 50 further includes: a fan 59. The fan 59 is used for dissipating heat from the radiator 57, enhancing the heat dissipation effect of the radiator 57 through forced convection, and ensuring the efficient and stable operation of the motor and electronic control temperature control circuit 50.

[0079] For the vehicle according to the second aspect embodiment of the present invention, the vehicle thermal management system 100 according to the first aspect embodiment of the present invention is provided.

[0080] It is worth noting that the specific type of the vehicle referred to in this application is not limited. For example, the vehicle can be a fuel vehicle, a gas vehicle, or a new energy vehicle, and the new energy vehicle can be a pure electric vehicle, a hybrid vehicle, a fuel cell electric vehicle, an extended-range vehicle, a solar electric vehicle, a gas fuel vehicle, or a biofuel vehicle, etc. For the vehicle of the embodiments of the present invention, by using the improved vehicle thermal management system 100, the demand for high-strength pipelines and seals is reduced, the manufacturing cost is further reduced, and the service life of the system is extended. At the same time, it meets the different evaporation pressures of the battery heat exchanger 32 and the internal heat exchanger 15. With this setting, the system can flexibly adjust the flow rate and pressure of the refrigerant according to specific needs, ensuring that the battery and the passenger compartment operate within the optimal temperature ranges respectively, thereby improving the energy efficiency and stability of the overall system.

[0081] The battery provided in the vehicle can be the operating power source of the vehicle. Alternatively, the battery is used for the working power demands during the start, navigation, and driving of the vehicle.

[0082] Next, combineFigures 2 - 5 , according to different requirements, describe different working modes of the thermal management system.

[0083] Combined with Figure 2 , in operating mode 1, this operating mode 1 can meet the requirements of battery heat dissipation and motor and electronic control heat dissipation in the vehicle.

[0084] Specifically, in operating mode 1, the first valve port 131 in the reversing valve 13 is connected to the fourth valve port 134, and the second valve port 132 is connected to the third valve port 133; the first regulating valve and the second throttling element 34 are opened; the second throttling regulating valve 182 is closed; the first control valve 61 and the third control valve 63 are closed, and the second control valve 62 is opened.

[0085] The high-temperature and high-pressure refrigerant is discharged from the exhaust port 112 of the compressor 11, flows through the reversing valve 13 and reaches the external heat exchanger 17. In the external heat exchanger 17, the refrigerant exchanges heat with the air, releases heat and becomes a liquid refrigerant. Subsequently, the liquid refrigerant enters the first two-way heat exchanger 19 for further subcooling. The subcooled liquid refrigerant becomes a gas-liquid two-phase state after throttling and pressure reduction through the third throttling element 36, and then enters the battery heat exchanger 32. In the battery heat exchanger 32, the refrigerant absorbs the heat generated by the battery and turns into a gas state. The gaseous refrigerant then passes through the second throttling element 34, the reversing valve 13, the accumulator 66, enters the first two-way heat exchanger 19 for further superheating, and finally returns to the suction port 111 of the compressor 11 to complete the entire cycle.

[0086] In the water circuit circulation, the cooling aqueous solution sequentially passes through the electronic control heat exchanger 53 and the motor heat exchanger 55 under the action of the water pump 51, absorbing the heat generated by the motor and the electronic control system. After that, the heated cooling aqueous solution flows into the radiator 57 and releases heat to the external air to cool down. The cooled aqueous solution finally returns to the inlet of the water pump 51 to complete the entire water circuit circulation.

[0087] By controlling the refrigerant and water circuit circulation paths, ensure that the temperatures of the battery, motor and electronic control system are maintained within the working range, thus ensuring the efficient and stable operation of the system.

[0088] Combined with Figure 3 , in operating mode 2, the first valve port 131 in the reversing valve 13 is connected to the fourth valve port 134, and the second valve port 132 is connected to the third valve port 133; the first throttling regulating valve 181 is opened; the first control valve 61 and the third control valve 63 are closed, and the second control valve 62 is opened.

[0089] The refrigerant at high temperature and high pressure is discharged from the exhaust port 112 of the compressor 11, flows through the reversing valve 13 and reaches the external heat exchanger 17. In the external heat exchanger 17, the refrigerant exchanges heat with the air, releases heat and becomes a liquid refrigerant. The liquid refrigerant then enters the second channel 192 of the first two-way heat exchanger 19 for further subcooling. The subcooled liquid refrigerant is divided into two paths:

[0090] The first path: The refrigerant becomes a gas-liquid two-phase state after throttling through the second throttle regulating valve 182, enters the internal heat exchanger 15 to absorb heat and becomes a superheated gas state.

[0091] The second path: The refrigerant becomes a gas-liquid two-phase state after throttling through the third throttling element 36, and then enters the battery heat exchanger 32 to absorb heat. The refrigerant is still in the gas-liquid two-phase state at the outlet of the battery heat exchanger 32, and becomes a superheated gas state after secondary throttling through the second throttling element.

[0092] After the two paths of gaseous refrigerants converge, they pass through the reversing valve 13 and the accumulator 66, enter the first channel 191 of the first two-way heat exchanger 19 for further superheating, and finally return to the suction port 111 of the compressor 11 to form a complete refrigerant cycle.

[0093] In the water circuit cycle, the cooling aqueous solution sequentially passes through the electronic control heat exchanger 53 and the motor heat exchanger 55 under the action of the water pump 51, and absorbs the heat generated by the motor and the electronic control system. The heated cooling aqueous solution then flows into the radiator 57 and releases heat to the outside air to cool down. The cooled aqueous solution finally returns to the inlet of the water pump 51 to form a complete water circuit cycle.

[0094] Operating mode two can meet the requirements of cabin refrigeration, battery heat dissipation and motor electronic control heat dissipation in the vehicle by controlling the refrigerant and water circuit circulation paths.

[0095] Combined with Figure 4 , in operating mode three, the first valve port 131 of the reversing valve 13 is connected to the second valve port 132, and the third valve port 133 is connected to the fourth valve port 134; the first throttle regulating valve 181 is closed; the first control valve 61 and the third control valve 63 are opened, and the second control valve 62 is closed.

[0096] The high-temperature and high-pressure gaseous refrigerant is discharged from the exhaust port 112 of the compressor 11, enters the internal heat exchanger 15 through the reversing valve 13. In the internal heat exchanger 15, the refrigerant exchanges heat with the air, releases heat and becomes a liquid refrigerant. The liquid refrigerant then enters the second channel 192 of the first two-way heat exchanger 19 for further subcooling. The subcooled liquid refrigerant is then divided into two paths:

[0097] The first path: The refrigerant passes through the first control valve 61 and then enters the third throttling element 36, where it undergoes a first throttling to become a gas-liquid two-phase state, and then enters the battery heat exchanger 32 to absorb heat. The refrigerant is still in the gas-liquid two-phase state at the outlet of the battery heat exchanger 32 and undergoes a second throttling through the second throttling element 34 to become a pure gaseous state.

[0098] The second path: The refrigerant is throttled in the first throttling control valve 181 and then divided into two branches:

[0099] The first branch: The refrigerant enters the external heat exchanger 17 to absorb heat and become gaseous.

[0100] The second branch: The refrigerant enters the second two-way heat exchanger 65 to absorb heat and become gaseous.

[0101] After the above two paths of gaseous refrigerant converge, they enter the first two-way heat exchanger 19 through the reversing valve 13 and the accumulator 66 for further superheating, and finally return to the suction port 111 of the compressor 11 to complete the cycle.

[0102] In the water circuit cycle, the cooling aqueous solution sequentially passes through the electric control heat exchanger 53 and the motor heat exchanger 55 under the action of the water pump 51 to absorb the heat generated by the motor and the electric control system. The heated cooling aqueous solution then flows into the second two-way heat exchanger 65 to release heat to the refrigerant side and cool down. The cooled aqueous solution finally returns to the inlet of the water pump 51 to complete the entire water circuit cycle. In this operating mode three, in addition to absorbing the heat from the external environment of the vehicle for heating the passenger compartment, the present invention also recovers the waste heat from the battery and the motor electric control for heating the passenger compartment, thus effectively improving the overall energy efficiency level of the system.

[0103] Combined with Figure 5 , in operating mode four, the first valve port 131 of the reversing valve 13 is connected to the second valve port 132, and the third valve port 133 is connected to the fourth valve port 134. The first throttling control valve 181 is in the throttling state, and the second throttling control valve 182, the second throttling element 34, and the third throttling element 36 are in the fully open state; the first control valve 61 and the third control valve 63 are closed, and the second control valve 62 is open.

[0104] The high-temperature and high-pressure gaseous refrigerant is discharged from the exhaust port 112 of the compressor 11 and is divided into two paths after passing through the reversing valve 13:

[0105] The first path: The refrigerant enters the internal heat exchanger 15 and exchanges heat with the air in the internal heat exchanger 15, and becomes a liquid refrigerant after releasing heat.

[0106] The second path: The refrigerant passes through the second control valve 62 and the second throttling element 34 and enters the battery heat exchanger 32, and releases heat in the battery heat exchanger 32 to become a liquid refrigerant.

[0107] After the above two refrigerant flows converge, they enter the first bi-directional heat exchanger 19 for further subcooling. The subcooled liquid refrigerant then passes through the first throttling control valve 181 for throttling and becomes a gas-liquid two-phase state. Subsequently, the refrigerant in the gas-liquid two-phase state enters the external heat exchanger 17 to absorb heat and turns into a gaseous state. The gaseous refrigerant then passes through the reversing valve 13 and the accumulator 66, enters the first bi-directional heat exchanger 19 again, is further superheated therein, and finally returns to the suction port 111 of the compressor 11 to form a complete cycle. In this operating mode four, the system can meet the requirements of heating the vehicle cabin and preheating the battery before starting the vehicle in a cold environment.

[0108] The following refers to Figure 1 A specific embodiment is used to describe in detail the thermal management system of a vehicle according to an embodiment of the present invention. It should be understood that the following description is only an exemplary illustration and not a specific limitation of the invention.

[0109] The thermal management system of the vehicle includes: a vehicle cabin temperature control circuit 10, a battery temperature control circuit 30, a motor and electronic control temperature control circuit 50, a first control valve 61, a second control valve 62, a third control valve 63, a second bi-directional heat exchanger 65, and an accumulator 66.

[0110] The vehicle cabin temperature control circuit 10 includes: a compressor 11, a reversing valve 13, an internal heat exchanger 15, an external heat exchanger 17, a first throttling element 18, and a first bi-directional heat exchanger 19.

[0111] The compressor 11 has a suction port 111 and an exhaust port 112.

[0112] The reversing valve 13 has: a first valve port 131, a second valve port 132, a third valve port 133, and a fourth valve port 134. The first valve port 131 is connected to one of the second valve port 132 and the fourth valve port 134, the third valve port 133 is connected to the other of the second valve port 132 and the fourth valve port 134, the first valve port 131 is connected to the suction port 111, and the third valve port 133 is connected to the exhaust port 112.

[0113] The internal heat exchanger 15 is used for heat exchange with the vehicle cabin, and one end of the internal heat exchanger 15 is connected to the fourth valve port 134.

[0114] The external heat exchanger 17 is used for heat exchange with the outside air of the vehicle, and one end of the external heat exchanger 17 is connected to the second valve port 132.

[0115] The first throttling element 18 includes: a first throttling control valve 181 and a second throttling control valve 182.

[0116] The refrigerant in the vehicle cabin temperature control circuit 10 is a mixture of carbon dioxide and a fluorinated alkane refrigerant, or the refrigerant in the vehicle cabin temperature control circuit 10 is a mixture of carbon dioxide and a hydrocarbon refrigerant.

[0117] The fluorinated alkane refrigerant includes one of R32, R41, R152a, and R161, and the hydrocarbon refrigerant includes R1270.

[0118] The battery temperature control circuit 30 includes: a battery heat exchanger 32, a second throttling element 34, and a third throttling element 36. One end of the battery heat exchanger 32 is connected to the fourth valve port 134 or the second valve port 132, and the other end of the battery heat exchanger 32 is connected between the external heat exchanger 17 and the internal heat exchanger 15.

[0119] The second throttling element 34 is connected to one end of the battery heat exchanger 32, and the second throttling element 34 is located between the battery heat exchanger 32 and the reversing valve 13.

[0120] The third throttling element 36 is connected to the other end of the battery heat exchanger 32.

[0121] The first two-way heat exchanger 19 includes: a first channel 191 and a second channel 192 that exchange heat with each other. The two ends of the first channel 191 are respectively a first interface 193 and a second interface 194. The first interface 193 is connected to the suction port 111, and the second interface 194 is connected to the first valve port 131. The two ends of the second channel 192 are respectively a third interface 195 and a fourth interface 196. The third interface 195 is connected to the external heat exchanger 17, and the fourth interface 196 is connected to the internal heat exchanger 15 and the battery temperature control circuit 30.

[0122] The first throttling control valve 181 is connected between the third interface 195 and the external heat exchanger 17. The second throttling control valve 182 is connected between the internal heat exchanger 15 and the fourth interface 196.

[0123] One end of the liquid storage device 66 is connected to the first valve port 131 of the reversing valve 13, and the other end is connected to the second interface 194 of the first two-way heat exchanger 19.

[0124] One end of the first control valve 61 is connected to the third throttling element 36, and the other end is connected between the first throttling control valve 181 and the third interface 195. When the first control valve 61 is opened, the flowing refrigerant can flow through the third throttling element 36 to the battery heat exchanger 32.

[0125] One end of the second control valve 62 is connected to the fourth valve port 134, and the other end is connected to the second throttling element 34. When the second control valve 62 is opened, the refrigerant between the battery heat exchanger 32 and the fourth valve port 134 flows through the second control valve 62 and the second throttling element 34.

[0126] One end of the third control valve 63 is connected to the second valve port 132, and the other end is connected to the second throttling element 34. When the third control valve 63 is opened, the refrigerant between the battery heat exchanger 32 and the second valve port 132 flows through the third control valve 63 and the second throttling element 34.

[0127] The motor and electronic control temperature control circuit 50 includes a water pump 51, an electronic control heat exchanger 53, a motor heat exchanger 55, a radiator 57, and a fan 59 that are connected to each other.

[0128] The second two-way heat exchanger 65 includes: a third channel and a fourth channel that exchange heat with each other.

[0129] The two ends of the third channel are respectively a fifth interface 653 and a sixth interface 654. The fifth interface 653 is connected to the electronic control heat exchanger 53 and the motor heat exchanger 55, and the sixth interface 654 is connected to the water pump 51.

[0130] The two ends of the fourth channel are respectively a seventh interface 655 and an eighth interface 656. The seventh interface 655 and the eighth interface 656 are connected to both ends of the external heat exchanger 17.

[0131] The fan 59 acts on the radiator 57.

[0132] Other components of the vehicle thermal management system 100 according to the embodiments of the present invention, such as vehicles, etc., and operations are known to those of ordinary skill in the art and will not be described in detail here.

[0133] In the description of this specification, the descriptions referring to terms such as "embodiment", "example", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0134] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and purposes of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. A vehicle thermal management system, characterized in that, Comprising: A vehicle cabin temperature control loop, the vehicle cabin temperature control loop comprising: A compressor having a suction port and a discharge port; A reversing valve having a first valve port, a second valve port, a third valve port, and a fourth valve port, the first valve port being connected to one of the second valve port and the fourth valve port, the third valve port being connected to the other of the second valve port and the fourth valve port, the first valve port being connected to the suction port, and the third valve port being connected to the discharge port; An internal heat exchanger for exchanging heat with the vehicle cabin, one end of the internal heat exchanger being connected to the fourth valve port; An external heat exchanger for exchanging heat with the outside air, one end of the external heat exchanger being connected to the second valve port; A first throttling element, at least a part of the first throttling element being connected between the internal heat exchanger and the external heat exchanger; The refrigerant of the vehicle cabin temperature control loop is a mixture of carbon dioxide and a fluorinated alkane refrigerant, or the refrigerant of the vehicle cabin temperature control loop is a mixture of carbon dioxide and a hydrocarbon refrigerant.

2. The vehicle thermal management system according to claim 1, wherein The fluorinated alkane refrigerant includes one of R32, R41, R152a, and R161, and the hydrocarbon refrigerant includes R1270.

3. The vehicle thermal management system according to claim 1, characterized in that Further comprising: A battery temperature control loop, the battery temperature control loop comprising a battery heat exchanger, one end of the battery heat exchanger being connected to the fourth valve port or the second valve port, and the other end of the battery heat exchanger being connected between the external heat exchanger and the internal heat exchanger.

4. The vehicle thermal management system according to claim 3, characterized in that, The battery temperature control loop comprises: A second throttling element connected to one end of the battery heat exchanger; A third throttling element connected to the other end of the battery heat exchanger; Wherein, the second throttling element is located between the battery heat exchanger and the reversing valve.

5. The vehicle thermal management system according to claim 4, wherein Further comprising: A first two-way heat exchanger, the first two-way heat exchanger comprising: a first channel and a second channel for mutual heat exchange; Both ends of the first channel are a first interface and a second interface respectively, the first interface being connected to the suction port, and the second interface being connected to the first valve port; Both ends of the second channel are a third interface and a fourth interface respectively, the third interface being connected to the external heat exchanger, and the fourth interface being connected to the internal heat exchanger and the battery temperature control loop.

6. The vehicle thermal management system according to claim 5, wherein The first throttling element comprises: A first throttling regulating valve connected between the third interface and the external heat exchanger; A second throttling regulating valve connected between the internal heat exchanger and the fourth interface.

7. The vehicle thermal management system according to claim 6, wherein Further comprising: A first control valve, one end of the first control valve being connected to the third throttling element, and the other end being connected between the first throttling regulating valve and the third interface. When the first control valve is opened, the flowing refrigerant can flow through the third throttling element to the battery heat exchanger; A second control valve, one end of the second control valve being connected to the fourth valve port, and the other end being connected to the second throttling element. When the second control valve is opened, the refrigerant between the battery heat exchanger and the fourth valve port flows through the second control valve and the second throttling element; A third control valve, one end of the third control valve is connected to the second valve port, and the other end is connected to the second throttling element. When the third control valve is opened, the refrigerant between the battery heat exchanger and the second valve port flows through the third control valve and the second throttling element.

8. The vehicle thermal management system according to any one of claims 1-7, characterized in that, Further comprising: A motor electronic control temperature control circuit, the motor electronic control temperature control circuit includes a water pump, an electronic control heat exchanger, a motor heat exchanger, and a radiator connected in series.

9. The vehicle thermal management system according to claim 8, characterized in that, Further comprising: A second two-way heat exchanger, the second two-way heat exchanger includes: a third channel and a fourth channel that exchange heat with each other; Both ends of the third channel are respectively a fifth interface and a sixth interface, the fifth interface is connected to the electronic control heat exchanger or the motor heat exchanger, and the sixth interface is connected to the water pump; Both ends of the fourth channel are respectively a seventh interface and an eighth interface, and the seventh interface and the eighth interface are connected to both ends of the external heat exchanger.

10. A vehicle, characterized in that, A vehicle thermal management system according to any one of claims 1-9 is provided.

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