Vehicle thermal management system and vehicle

Abstract

The invention discloses a vehicle thermal management system and a vehicle. The vehicle thermal management system comprises a cooling liquid loop and a refrigerant loop. The cooling liquid loop covers the first water pump, the electric drive, the first radiator, the eight-way valve, the second water pump, the battery, the first proportional three-way valve, the second proportional three-way valve and the third water pump which are connected with one another; the refrigerant loop comprises a compressor, a water-cooling condenser, a dry liquid storage tank, a first plate type evaporator and a first electronic expansion valve which are connected with one another. When the temperature of the electric drive is high and heat dissipation is needed, passive cooling or passive cooling and active cooling or active cooling can be selected according to actual conditions through the first radiator and the first plate type evaporator of the refrigerant loop, so that the electric drive always works in a comfortable temperature interval, the power is not limited even if the electric drive runs at high power, and the service life of the electric drive is prolonged. And the electric driving performance can be fully exerted.

Description

Technical Field

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

[0002] From the perspective of the vehicle's overall thermal management system, the cooling method of the electric drive system of new energy vehicles is usually passive cooling, that is, the electric drive (the motor and the motor controller are collectively called the electric drive), the water pump, and the front-end heat dissipation module (including the radiator and the cooling fan) form a coolant circuit to directly cool the electric drive system.

[0003] Currently, in order to balance the aesthetic appearance and reduce the overall vehicle aerodynamic drag of new energy vehicles, the opening area reserved for the front-end radiator module at the front of the vehicle is designed to be extremely limited. In some vehicle models, the radiator is placed obliquely, and there is a relatively large back pressure, which greatly reduces the front-end heat dissipation capacity. Therefore, the inlet temperature of the electric drive remains high, and the heat dissipation effect of the drive system is poor. The motor cannot exhibit its best performance and highest efficiency due to the triggering of the over-temperature protection mechanism. Especially under extreme high-temperature conditions, the output power of the electric drive is limited, and for vehicles equipped with high-performance motors, their performance cannot be fully released. Summary of the Invention

[0004] The purpose of the present invention is to provide a vehicle thermal management system and a vehicle, so that the electric drive always operates in a comfortable temperature range, and its high-power operation is not limited in power.

[0005] In a first aspect, the present invention provides a vehicle thermal management system, which comprises a coolant circuit and a refrigerant circuit. A first water pump, an electric drive, a first radiator, an octavalve, a second water pump and a battery are arranged in the coolant circuit. The flow channel inlet of the battery is connected to the outlet of the second water pump, the flow channel outlet of the battery is connected to the b valve port of the octavalve and the inlet of the second water pump, and the a valve port of the octavalve is connected to the inlet of the second water pump. A compressor, a water-cooled condenser and a dryer accumulator are arranged in the refrigerant circuit. The outlet of the compressor is connected to the refrigerant flow channel inlet of the water-cooled condenser, and the refrigerant flow channel outlet of the water-cooled condenser is connected to the inlet of the dryer accumulator. A first proportional three-way valve, a second proportional three-way valve and a third water pump are further arranged in the coolant circuit, and a first plate evaporator and a first electronic expansion valve are further arranged in the refrigerant circuit. The inlet of the third water pump is connected to the coolant flow channel outlet of the first plate evaporator, the outlet of the third water pump is connected to the inlet of the second proportional three-way valve, the first outlet of the second proportional three-way valve is connected to the flow channel inlet of the electric drive, the second outlet is connected to the g valve port of the octavalve, the flow channel outlet of the electric drive is connected to the inlet of the first proportional three-way valve, the first outlet of the first proportional three-way valve is connected to the inlet of the first radiator, the second outlet of the first proportional three-way valve is connected to the outlet of the first radiator and the inlet of the first water pump, the outlet of the first water pump is connected to the flow channel inlet of the electric drive and the coolant flow channel inlet of the first plate evaporator, and the h valve port of the octavalve is connected to the coolant flow channel inlet of the first plate evaporator; one end of the first electronic expansion valve is connected to the outlet of the dryer accumulator, the other end is connected to the refrigerant flow channel inlet of the first plate evaporator, and the refrigerant flow channel outlet of the first plate evaporator is connected to the inlet of the compressor.

[0006] Preferably, a second plate evaporator and a second electronic expansion valve are further arranged in the refrigerant circuit. One end of the second electronic expansion valve is connected to the outlet of the dryer accumulator, the other end is connected to the refrigerant flow channel inlet of the second plate evaporator, and the refrigerant flow channel outlet of the second plate evaporator is connected to the inlet of the compressor. A fourth water pump and an air-conditioning cold core are further arranged in the coolant circuit. The inlet of the fourth water pump is connected to the outlet of the air-conditioning cold core, the outlet of the fourth water pump is connected to the coolant flow channel inlet of the second plate evaporator, and the coolant flow channel outlet of the second plate evaporator is connected to the inlet of the air-conditioning cold core. Since the coolant temperatures required by the electric drive and the battery are similar, the first plate evaporator is shared for cooling the electric drive and the battery; since the coolant temperature required for air-conditioning refrigeration in the passenger compartment (usually 0°C to 10°C) is lower than the coolant temperature required for cooling the battery (usually 10°C to 20°C), the second plate evaporator is used for air-conditioning refrigeration in the passenger compartment. This method of using two plate evaporators to cool the battery and the air-conditioning in the passenger compartment separately reduces the system energy consumption.

[0007] Preferably, a fifth water pump, a second radiator, a third proportional three-way valve, and an air-conditioning heater core are further provided in the coolant circuit. The inlet of the third proportional three-way valve is connected to the outlet of the coolant flow channel of the water-cooled condenser. The first outlet of the third proportional three-way valve is connected to the inlet of the air-conditioning heater core, and the second outlet is connected to the c valve port of the eight-way valve. The e valve port of the eight-way valve is connected to the inlet of the second radiator, and the outlet of the second radiator is connected to the f valve port of the eight-way valve. The outlet of the air-conditioning heater core and the d valve port of the eight-way valve are connected to the inlet of the fifth water pump, and the outlet of the fifth water pump is connected to the inlet of the coolant flow channel of the water-cooled condenser. The heat dissipation of the refrigerant circuit is achieved through the second radiator, which is independent of the first radiator for electric drive heat dissipation in the coolant circuit, and the heat dissipation effect is better.

[0008] Preferably, a coaxial tube is further provided in the refrigerant circuit. One end of the inner tube of the coaxial tube is connected to the outlet of the drying accumulator, and the other end of the inner tube of the coaxial tube is connected to one end of the first electronic expansion valve and one end of the second electronic expansion valve. One end of the outer tube of the coaxial tube is connected to the refrigerant flow channel outlet of the first plate evaporator and the refrigerant flow channel outlet of the second plate evaporator, and the other end of the outer tube of the coaxial tube is connected to the inlet of the compressor. The coaxial tube is used to realize the heat exchange between the high-temperature and high-pressure liquid refrigerant and the low-temperature and low-pressure gaseous refrigerant. The coaxial tube can increase the subcooling degree of the first electronic expansion valve and the second electronic expansion valve, thereby improving the performance of the first plate evaporator and the second plate evaporator.

[0009] Preferably, when the coolant temperature at the inlet of the electric drive flow channel is greater than the first preset temperature and less than the second preset temperature, and the battery needs to be cooled, although the coolant temperature at the inlet of the electric drive flow channel is relatively high, by operating the first radiator and increasing the heat dissipation power, the coolant temperature at the inlet of the electric drive flow channel can be reduced to a suitable temperature (i.e., less than the first preset temperature). Therefore, passive cooling of the electric drive is performed. At this time, control the compressor, the water-cooled condenser, the first plate evaporator, the first water pump, the second water pump, the third water pump, and the first radiator to operate, control the first electronic expansion valve to adjust the refrigerant flow rate, control the inlet and the first outlet of the first proportional three-way valve to be connected (i.e., control the first outlet of the first proportional three-way valve to open), control the inlet and the second outlet of the second proportional three-way valve to be connected (i.e., control the second outlet of the second proportional three-way valve to open), control the g valve port and the a valve port of the eight-way valve to be connected, and the b valve port and the h valve port to be connected. Use the first radiator to cool the electric drive, and use the first plate evaporator in the refrigerant circuit to cool the battery.

[0010] Preferably, when the coolant temperature at the inlet of the electric drive's flow channel is greater than or equal to the second preset temperature and the battery needs to be cooled down, the coolant temperature at the inlet of the electric drive's flow channel is relatively high. Passive cooling only through the first radiator cannot meet the cooling requirements of the electric drive, and the coolant temperature at the inlet of the electric drive's flow channel remains relatively high. Therefore, it is necessary to further increase the heat dissipation capacity to lower the coolant temperature. The passive cooling and active cooling of the electric drive are carried out simultaneously, but the coolant temperature at the inlet of the electric drive's flow channel will not be lower than the ambient temperature. At this time, control the compressor, water-cooled condenser, first plate evaporator, first water pump, second water pump, third water pump, and first radiator to work. Control the first electronic expansion valve to adjust the refrigerant flow rate. Control the inlet of the first proportional three-way valve to communicate with the first outlet. Control the inlet of the second proportional three-way valve to communicate with the first outlet and the second outlet (that is, control both the first outlet and the second outlet of the second proportional three-way valve to be open). Control the g port of the eight-way valve to communicate with the a port and the b port to communicate with the h port. Adjust the opening degrees of the first outlet and the second outlet of the second proportional three-way valve to adjust the coolant flow rates flowing into the battery and the electric drive.

[0011] Preferably, when the coolant temperature at the inlet of the flow channel required by the electric drive is lower than the ambient temperature and the battery needs to be cooled down, the passive cooling of the electric drive cannot intervene, and only active cooling can be used to cool down the electric drive. At this time, control the compressor, water-cooled condenser, first plate evaporator, first water pump, second water pump, and third water pump to work. Control the first electronic expansion valve to adjust the refrigerant flow rate. Control the inlet of the first proportional three-way valve to communicate with the second outlet (that is, control the second outlet of the first proportional three-way valve to be open). Control the inlet of the second proportional three-way valve to communicate with the first outlet and the second outlet. Control the g port of the eight-way valve to communicate with the a port and the b port to communicate with the h port. Adjust the opening degrees of the first outlet and the second outlet of the second proportional three-way valve to adjust the coolant flow rates flowing into the battery and the electric drive.

[0012] Preferably, when the coolant temperature at the inlet of the flow channel required by the electric drive is lower than the ambient temperature and the battery does not need to be cooled down, the passive cooling of the electric drive cannot intervene, and only active cooling can be used to cool down the electric drive. At this time, control the compressor, water-cooled condenser, first plate evaporator, first water pump, second water pump, and third water pump to work. Control the first electronic expansion valve to adjust the refrigerant flow rate. Control the inlet of the first proportional three-way valve to communicate with the second outlet. Control the inlet of the second proportional three-way valve to communicate with the first outlet (that is, control the first outlet of the second proportional three-way valve to be open). The coolant circulates by itself between the flow channel of the battery and the second water pump.

[0013] Preferably, when there is waste heat recovery from the electric drive and the battery does not need to be cooled, control the compressor, water-cooled condenser, first plate evaporator, first water pump, second water pump, and third water pump to work, control the first electronic expansion valve to adjust the refrigerant flow rate, control the inlet of the first proportional three-way valve to communicate with the second outlet, control the inlet of the second proportional three-way valve to communicate with the first outlet and the second outlet, and control the g port of the eight-way valve to communicate with the e port and the f port to communicate with the h port.

[0014] In a second aspect, the present invention provides a vehicle, which includes the above vehicle thermal management system.

[0015] With the vehicle thermal management system in the present invention, when the electric drive needs to dissipate heat due to a high temperature, through the first radiator and the first plate evaporator in the refrigerant circuit, passive cooling or passive cooling + active cooling or active cooling can be selected according to the actual situation, so that the electric drive always operates in a comfortable temperature range, and even when it operates at high power, its power is not limited, which is beneficial to fully exerting the performance of the electric drive. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic structural diagram of the vehicle thermal management system in an embodiment of the present invention.

[0017] Figure 2 It is a schematic structural diagram of the vehicle thermal management system in the first mode in an embodiment of the present invention.

[0018] Figure 3 It is a schematic structural diagram of the vehicle thermal management system in the second mode in an embodiment of the present invention.

[0019] Figure 4 It is a schematic structural diagram of the vehicle thermal management system in the third mode in an embodiment of the present invention.

[0020] Figure 5 It is a schematic structural diagram of the vehicle thermal management system in the fourth mode in an embodiment of the present invention.

[0021] Figure 6 It is a schematic structural diagram of the vehicle thermal management system in the fifth mode in an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0022] In order to be able to understand the characteristics and technical content of the embodiments of the present invention in more detail, the implementation of the embodiments of the present invention will be described in detail below with reference to the drawings. The attached drawings are only for reference and explanation purposes and are not used to limit the embodiments of the present invention.

[0023] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the technical field to which this invention belongs. The terms used herein are for the purpose of describing embodiments of the invention only and are not intended to limit the invention.

[0024] As Figure 1 shown, the vehicle thermal management system and vehicle in the embodiments of the present invention include a coolant circuit and a refrigerant circuit.

[0025] In the coolant circuit, a first water pump 6, an electric drive 7, a first radiator 3, a first proportional three-way valve 5, a first expansion water tank 1, a second expansion water tank 2, an eight-way valve 27, a second water pump 21, a battery 22, a second proportional three-way valve 19, a third water pump 28, a fourth water pump 8, an air-conditioning cold core 25, a blower 24, a fifth water pump 18, a second radiator 4, a cooling fan 20, a third proportional three-way valve 23, and an air-conditioning warm core 26 are provided. In the refrigerant circuit, a compressor 17, a third electronic expansion valve 16, a water-cooled condenser 15, a dryer accumulator 14, a coaxial tube 13, a first plate evaporator 10, a first electronic expansion valve 11, a second plate evaporator 9, and a second electronic expansion valve 12 are provided.

[0026] The inlet of the third water pump 28 is connected to the coolant flow channel outlet of the first plate evaporator 10, the outlet of the third water pump 28 is connected to the inlet of the second proportional three-way valve 19, the first outlet of the second proportional three-way valve 19 is connected to the flow channel inlet of the electric drive 7, the second outlet of the second proportional three-way valve 19 is connected to the g valve port of the eight-way valve 27, the flow channel outlet of the electric drive 7 is connected to the inlet of the first proportional three-way valve 5, the first outlet of the first proportional three-way valve 5 is connected to the inlet of the first radiator 3, the second outlet of the first proportional three-way valve 5 is connected to the outlet of the first radiator 3 and the inlet of the first water pump 6, and the outlet of the first water pump 6 is connected to the flow channel inlet of the electric drive 7 and the coolant flow channel inlet of the first plate evaporator 10. The water replenishing port of the first expansion water tank 1 is connected to the inlet of the first water pump 6, and the gas vent of the first expansion water tank 1 is connected to the first radiator 3. The gas in the first radiator 3 is discharged into the first expansion water tank 1.

[0027] The water replenishing port of the second expansion water tank 2 is connected to the coolant flow channel inlet of the first plate evaporator 10, the gas vent of the second expansion water tank 2 is connected to the second radiator 4, and the gas in the second radiator 4 is discharged into the second expansion water tank 2. The h valve port of the eight-way valve 27 is connected to the coolant flow channel inlet of the first plate evaporator 10, the a valve port of the eight-way valve 27 is connected to the inlet of the second water pump 21, the outlet of the second water pump 21 is connected to the flow channel inlet of the battery 22, and the flow channel outlet of the battery 22 is connected to the b valve port of the eight-way valve 27 and the inlet of the second water pump 21.

[0028] The inlet of the fourth water pump 8 is connected to the outlet of the air-conditioning cold core 25, the outlet of the fourth water pump 8 is connected to the coolant flow channel inlet of the second plate evaporator 9, and the coolant flow channel outlet of the second plate evaporator 9 is connected to the inlet of the air-conditioning cold core 25. The inlet of the third proportional three-way valve 23 is connected to the coolant flow channel outlet of the water-cooled condenser 15. The first outlet of the third proportional three-way valve 23 is connected to the inlet of the air-conditioning warm core 26. The second outlet of the third proportional three-way valve 23 is connected to the c valve port of the eight-way valve 27. The e valve port of the eight-way valve 27 is connected to the inlet of the second radiator 4. The outlet of the second radiator 4 is connected to the f valve port of the eight-way valve 27. The outlet of the air-conditioning warm core 26 and the d valve port of the eight-way valve 27 are connected to the inlet of the fifth water pump 18. The outlet of the fifth water pump 18 is connected to the coolant flow channel inlet of the water-cooled condenser 15.

[0029] The third electronic expansion valve 16 is connected in parallel with the compressor 17. The outlet of the compressor 17 is connected to the refrigerant flow channel inlet of the water-cooled condenser 15. The refrigerant flow channel outlet of the water-cooled condenser 15 is connected to the inlet of the drying and liquid storage tank 14. The outlet of the drying and liquid storage tank 14 is connected to one end of the inner tube of the coaxial tube 13. The other end of the inner tube of the coaxial tube 13 is connected to one end of the first electronic expansion valve 11 and one end of the second electronic expansion valve 12. The other end of the first electronic expansion valve 11 is connected to the refrigerant flow channel inlet of the first plate evaporator 10. The other end of the second electronic expansion valve 12 is connected to the refrigerant flow channel inlet of the second plate evaporator 9. The refrigerant flow channel outlet of the first plate evaporator 10 and the refrigerant flow channel outlet of the second plate evaporator 9 are connected to one end of the outer tube of the coaxial tube 13. The other end of the outer tube of the coaxial tube 13 is connected to the inlet of the compressor 17.

[0030] As Figure 2As shown, when the coolant temperature at the flow channel inlet of the electric drive 7 is greater than the first preset temperature (such as 60°C) and less than the second preset temperature (such as 80°C), and the battery needs to be cooled and the passenger compartment needs to be cooled, although the coolant temperature at the flow channel inlet of the electric drive 7 is relatively high, by operating the first radiator 3 and increasing the heat dissipation power, the coolant temperature at the flow channel inlet of the electric drive 7 can be reduced to an appropriate temperature (i.e., less than the first preset temperature). Therefore, passive cooling is performed on the electric drive 7. At this time, the vehicle thermal management system enters the first mode, controlling the compressor 17, water-cooled condenser 15, second plate evaporator 9, first plate evaporator 10, first water pump 6, second water pump 21, third water pump 28, fourth water pump 8, fifth water pump 18, first radiator 3, second radiator 4, cooling fan 20, and blower 24 to operate, controlling the first electronic expansion valve 11 and the second electronic expansion valve 12 to adjust the refrigerant flow rate, controlling the inlet of the first proportional three-way valve 5 to communicate with the first outlet, controlling the inlet of the second proportional three-way valve 19 to communicate with the second outlet, controlling the inlet of the third proportional three-way valve 23 to communicate with the second outlet, and controlling the g port of the eight-way valve 27 to communicate with the a port, the b port to communicate with the h port, the c port to communicate with the e port, and the f port to communicate with the d port.

[0031] In the first mode, the compressor 17, the refrigerant flow channel of the water-cooled condenser 15, the dryer accumulator 14, the coaxial tube 13, the first electronic expansion valve 11, the second electronic expansion valve 12, the refrigerant flow channel of the first plate evaporator 10, and the refrigerant flow channel of the second plate evaporator 9 form a refrigerant circuit. The coolant flow channel of the water-cooled condenser 15, the fifth water pump 18, the third proportional three-way valve 23, the eight-way valve 27, and the second radiator 4 form a condensation heat dissipation circuit. The coolant flow channel of the second plate evaporator 9, the fourth water pump 8, and the air-conditioning cold core 25 form an air-conditioning cold core circuit. The coolant flow channel of the first plate evaporator 10, the third water pump 28, the second proportional three-way valve 19, the eight-way valve 27, the second water pump 21, and the flow channel of the battery 22 form a battery cooling circuit. The first water pump 6, the electric drive 7, the first radiator 3, and the first proportional three-way valve 5 form an electric drive cooling circuit.

[0032] The refrigeration principle in the first mode is as follows: The compressor 17 operates. The high-temperature and high-pressure gaseous refrigerant exchanges heat with the condensation heat dissipation loop through the water-cooled condenser 15 for heat dissipation. After flowing through the water-cooled condenser 15, the high-temperature and high-pressure gaseous refrigerant becomes a high-temperature and high-pressure liquid refrigerant, flows through the drying liquid storage tank 14 for drying, filtering and liquid storage, and then exchanges heat with the low-temperature and low-pressure gaseous refrigerant through the inner tube of the coaxial tube 13. Then, it is throttled through the first electronic expansion valve 11 and the second electronic expansion valve 12 respectively, and then undergoes phase change evaporation and heat absorption in the first plate evaporator 10 and the second plate evaporator 9. The low-temperature and low-pressure gaseous refrigerant after phase change evaporation and heat absorption flows back to the compressor 17 through the outer tube of the coaxial tube 13. At this time, the third electronic expansion valve 13 is in the closed state. The fifth water pump 18 serves as the coolant power source for the condensation heat dissipation loop. The coolant flows through the water-cooled condenser 15 to absorb heat, and then all the coolant flowing to the third proportional three-way valve 23 flows to the c valve port of the eight-way valve 27, then through the e valve port to the second radiator 4. The cooling fan 20 operates to dissipate heat to the environment. The coolant after heat dissipation then flows to the f valve port of the eight-way valve 27 and returns to the fifth water pump 18 through the d valve port. The second plate evaporator 9 absorbs the heat in the air-conditioning cold core loop to provide refrigeration for the passenger compartment (corresponding to cooling the passenger compartment). At this time, the fourth water pump 8 serves as the power source for the coolant. The coolant flows through the second plate evaporator 9 for heat exchange and then becomes low-temperature coolant, and then flows to the air-conditioning cold core 25. The coolant flowing through the air-conditioning cold core 25 exchanges heat with the blower 24 to blow out cold air, cooling the passenger compartment. The first plate evaporator 10 absorbs the heat in the battery cooling loop to cool the battery. At this time, the third water pump 28 serves as the power source for the coolant. All the coolant flows through the second proportional three-way valve 19 to the g valve port of the eight-way valve 27, then through the a valve port to the second water pump 21, and then flows through the flow path of the battery 22 to cool the battery 22. A part of the coolant flowing out from the outlet of the flow path of the battery 22 directly returns to the second water pump 21, and this function can achieve the control of the battery inlet water temperature. Another part of the coolant flows to the b valve port of the eight-way valve 27, then through the h valve port and the coolant flow path of the first plate evaporator 10, and returns to the third water pump 28. The first water pump 6 serves as the power source for the coolant in the electric drive cooling loop. The coolant first flows to the electric drive 7 to provide cooling for it, and then all flows through the first radiator 3 to dissipate heat to the environment after passing through the first proportional three-way valve 5, and then returns to the first water pump 6.

[0033] Such as Figure 3As shown, when the coolant temperature at the inlet of the flow channel of the electric drive 7 is greater than or equal to the second preset temperature (such as 80°C), and the battery needs to be cooled, and the passenger compartment needs to be cooled, the coolant temperature at the inlet of the flow channel of the electric drive 7 is relatively high. Passive heat dissipation only through the first radiator 3 cannot meet the electric drive cooling requirements, and the coolant temperature at the inlet of the flow channel of the electric drive remains relatively high. Therefore, it is necessary to further increase the heat dissipation capacity to reduce the coolant temperature. The passive cooling and active cooling of the electric drive are carried out simultaneously, but the coolant temperature at the inlet of the flow channel of the electric drive will not be lower than the ambient temperature. At this time, the vehicle thermal management system enters the second mode, controlling the compressor 17, the water-cooled condenser 15, the second plate evaporator 9, the first plate evaporator 10, the first water pump 6, the second water pump 21, the third water pump 28, the first radiator 3, the second radiator 4, the cooling fan 20, and the blower 24 to work, controlling the first electronic expansion valve 11 and the second electronic expansion valve 12 to adjust the refrigerant flow rate, controlling the inlet of the first proportional three-way valve 5 to communicate with the first outlet, controlling the inlet of the second proportional three-way valve 19 to communicate with the first outlet and the second outlet, and controlling the g port of the eight-way valve 27 to communicate with the a port, the b port to communicate with the h port, the c port to communicate with the e port, and the f port to communicate with the d port. The coolant flow rates flowing into the battery and the electric drive are adjusted by adjusting the opening degrees of the first outlet and the second outlet of the second proportional three-way valve 19.

[0034] In the second mode, the refrigerant circuit, the condensation heat dissipation circuit, the air-conditioning cold core circuit, and the battery cooling circuit are the same as those in the first mode, and the electric drive cooling circuit is different from that in the first mode. The electric drive cooling circuit is composed of the coolant flow channels of the first water pump 6, the electric drive 7, the first radiator 3, the first proportional three-way valve 5, the second proportional three-way valve 19, the third water pump 28, and the first plate evaporator 10.

[0035] The refrigeration principle in the second mode is mostly the same as that in the first mode, and the only difference is that: The first plate evaporator 10 absorbs the heat in the battery cooling circuit and the electric drive cooling circuit to cool down the battery and the electric drive. The third water pump 28 serves as the power source for the coolant. After passing through the second proportional three-way valve 19, a part of the coolant flows to the g port of the eight-way valve 27, then through the a port to the second water pump 21, and then flows through the flow path of the battery 22 to cool down the battery 22. A part of the coolant flowing out from the outlet of the flow path of the battery 22 directly returns to the second water pump 21, and another part of the coolant flows to the b port of the eight-way valve 27, then through the h port and the coolant flow path of the first plate evaporator 10, and returns to the third water pump 28. The first water pump 6 serves as the power source for the coolant in the electric drive cooling circuit. A part of the coolant flowing out from the outlet of the first water pump 6 is mixed with another part of the low-temperature coolant flowing through the second proportional three-way valve 19. After mixing, it flows to the electric drive 7 to cool it down. The coolant flowing out from the electric drive 7 then passes through the first proportional three-way valve 5 and all flows through the first radiator 3 to dissipate heat to the environment, and then returns to the first water pump 6. Another part of the coolant flowing out from the outlet of the first water pump 6 flows into the coolant flow path of the first plate evaporator 10. The first radiator 3 in the electric drive cooling circuit dissipates heat to the environment to provide passive cooling, and the first plate evaporator 10 provides active cooling.

[0036] As Figure 4 shown, when the coolant temperature at the inlet of the flow path required by the electric drive 7 is lower than the ambient temperature, and the battery needs to be cooled down, and the passenger compartment needs to be cooled down, the passive cooling of the electric drive cannot intervene, and only active cooling can be used to cool down the electric drive. At this time, the vehicle thermal management system enters the third mode, controlling the compressor 17, the water-cooled condenser 15, the second plate evaporator 9, the first plate evaporator 10, the first water pump 6, the second water pump 21, the third water pump 28, the second radiator 4, the cooling fan 20, and the blower 24 to work, controlling the first electronic expansion valve 11 and the second electronic expansion valve 12 to adjust the refrigerant flow rate, controlling the inlet of the first proportional three-way valve 5 to communicate with the second outlet, controlling the inlet of the second proportional three-way valve 19 to communicate with the first outlet and the second outlet, controlling the g port of the eight-way valve 27 to communicate with the a port, the b port to communicate with the h port, the c port to communicate with the e port, and the f port to communicate with the d port. By adjusting the opening degrees of the first outlet and the second outlet of the second proportional three-way valve 19, the coolant flow rates flowing into the battery and the electric drive are adjusted.

[0037] In the third mode, the refrigerant circuit, the condensation and heat dissipation circuit, the air-conditioning cold core circuit, and the battery cooling circuit are the same as those in the first mode, and the electric drive cooling circuit is different from that in the first mode. The electric drive cooling circuit is composed of the first water pump 6, the electric drive 7, the first proportional three-way valve 5, the second proportional three-way valve 19, the third water pump 28, and the coolant flow path of the first plate evaporator 10.

[0038] The refrigeration principle in the third mode is mostly the same as that in the first mode, and the only difference is that: The first plate evaporator 10 absorbs the heat in the battery cooling circuit and the electric drive cooling circuit to cool down the battery and the electric drive. The third water pump 28 serves as the power source for the coolant. After passing through the second proportional three-way valve 19, a part of the coolant flows to the g port of the eight-way valve 27, then through the a port to the second water pump 21, and then flows through the flow channel of the battery 22 to cool down the battery 22. A part of the coolant flowing out from the outlet of the flow channel of the battery 22 directly returns to the second water pump 21, and another part of the coolant flows to the b port of the eight-way valve 27, then through the h port and the coolant flow channel of the first plate evaporator 10, and returns to the third water pump 28. The first water pump 6 serves as the power source for the coolant in the electric drive cooling circuit. A part of the coolant flowing out from the outlet of the first water pump 6 is mixed with another part of the low-temperature coolant flowing through the second proportional three-way valve 19. After mixing, it flows to the electric drive 7 to cool it down. The coolant flowing out from the electric drive 7 then all returns to the first water pump 6 after passing through the first proportional three-way valve 5. Another part of the coolant flowing out from the outlet of the first water pump 6 flows into the coolant flow channel of the first plate evaporator 10, and active cooling is provided by the first plate evaporator 10.

[0039] In addition, if the vehicle thermal management system operates in the first mode for a period of time, but the coolant temperature at the inlet of the electric drive flow channel still cannot drop below the first preset temperature, the vehicle thermal management system will switch to the second mode of operation. If the vehicle thermal management system operates in the second mode for a period of time, but the ambient temperature is relatively high and the coolant temperature at the inlet of the electric drive flow channel still cannot drop below the first preset temperature, the vehicle thermal management system will switch to the third mode of operation.

[0040] As Figure 5 shown, when the coolant temperature required at the inlet of the flow channel of the electric drive 7 is less than the ambient temperature, and the battery does not need to be cooled and the passenger compartment needs to be cooled, the passive cooling of the electric drive cannot be involved, and only active cooling can be used to cool down the electric drive. At this time, the vehicle thermal management system enters the fourth mode, controlling the compressor 17, the water-cooled condenser 15, the second plate evaporator 9, the first plate evaporator 10, the first water pump 6, the second water pump 21, the third water pump 28, the second radiator 4, the cooling fan 20, and the blower 24 to work, controlling the first electronic expansion valve 11 and the second electronic expansion valve 12 to adjust the refrigerant flow rate, controlling the inlet of the first proportional three-way valve 5 to communicate with the second outlet, controlling the inlet of the second proportional three-way valve 19 to communicate with the first outlet, controlling the c port of the eight-way valve 27 to communicate with the e port, and the f port to communicate with the d port.

[0041] In the fourth mode, the refrigerant circuit, the condensation heat dissipation circuit, and the air-conditioning cold core circuit are the same as those in the first mode. The electric drive cooling circuit is different from that in the first mode. Additionally, for the battery, there is a battery self-circulation circuit. The battery self-circulation circuit is composed of the flow channels of the second water pump 21 and the battery 22. The electric drive cooling circuit is composed of the coolant flow channels of the first water pump 6, the electric drive 7, the first proportional three-way valve 5, the second proportional three-way valve 19, the third water pump 28, and the first plate evaporator 10.

[0042] The refrigeration principle in the fourth mode is mostly the same as that in the first mode, with the only difference being: The first plate evaporator 10 absorbs the heat in the electric drive cooling circuit to cool down the electric drive. The first water pump 6 and the third water pump 28 serve as the power sources for the coolant. After all the coolant flowing through the second proportional three-way valve 19 is mixed with a part of the coolant flowing through the first water pump 6, it flows to the electric drive 7 to cool it down. The coolant flowing out of the electric drive 7 then all flows back to the first water pump 6 after passing through the first proportional three-way valve 5. Another part of the coolant flowing out of the outlet of the first water pump 6 flows into the coolant flow channel of the first plate evaporator 10, and the first plate evaporator 10 provides active cooling. The second water pump 21 serves as the power source for the coolant. The coolant flows through the flow channels of the battery 22 to keep the battery 22 at a uniform temperature. All the coolant flowing out of the flow channels of the battery 22 directly flows back to the second water pump 21, and the coolant circulates self between the flow channels of the battery 22 and the second water pump 21.

[0043] As Figure 6 shown, when there is waste heat recovery from the electric drive 7 and the battery does not need to be cooled down, and the passenger compartment needs heating, the vehicle thermal management system enters the fifth mode, controlling the compressor 17, the water-cooled condenser 15, the first plate evaporator 10, the first water pump 6, the second water pump 21, the third water pump 28, the fifth water pump 18, the second radiator 4, the cooling fan 20, and the blower 24 to work. Control the first electronic expansion valve 11 to adjust the refrigerant flow rate, control the inlet of the first proportional three-way valve 5 to communicate with the second outlet, control the inlet of the second proportional three-way valve 19 to communicate with the first outlet and the second outlet, control the inlet of the third proportional three-way valve 23 to communicate with the first outlet, and control the g port of the eight-way valve to communicate with the e port and the f port to communicate with the h port.

[0044] In the fifth mode, the refrigerant circuit is composed of the refrigerant flow paths of the compressor 17, the water-cooled condenser 15, the dryer accumulator 14, the coaxial tube 13, the first electronic expansion valve 11, and the first plate evaporator 10. The coolant flow path of the water-cooled condenser 15, the fifth water pump 18, the third proportional three-way valve 23, and the air-conditioning heater core 26 form the air-conditioning heater core circuit. The flow path of the second water pump 21 and the battery 22 forms the battery self-circulation circuit. The second radiator 4, the eight-way valve 27, the second proportional three-way valve 19, the third water pump 28, and the coolant flow path of the first plate evaporator 10 form the environmental heat pump heat absorption circuit. The first water pump 6, the electric drive 7, the first proportional three-way valve 5, the second proportional three-way valve 19, the third water pump 28, and the coolant flow path of the first plate evaporator 10 form the electric drive waste heat recovery circuit.

[0045] The heating principle in the fifth mode is as follows: The compressor 17 operates, and the high-temperature and high-pressure gaseous refrigerant flows through the water-cooled condenser 15 to exchange heat with the air-conditioning heater core circuit for heat dissipation. After flowing through the water-cooled condenser 15, the high-temperature and high-pressure gaseous refrigerant becomes a high-temperature and high-pressure liquid refrigerant, flows through the dryer accumulator 14 for drying, filtering, and liquid storage, and then flows through the inner tube of the coaxial tube 13 for heat exchange with the gaseous refrigerant. After that, it passes through the first electronic expansion valve 11 for throttling, and then undergoes phase change evaporation and heat absorption in the first plate evaporator 10. The gaseous refrigerant after phase change evaporation and heat absorption flows back to the compressor 17. At this time, the third electronic expansion valve 13 is in the closed state. The fifth water pump 18 serves as the power source for the coolant. After the coolant flows through the water-cooled condenser 15 for heat exchange, it becomes a high-temperature coolant. The high-temperature coolant all flows into the air-conditioning heater core 26 through the third proportional three-way valve 23. The coolant in the air-conditioning heater core 26 exchanges heat with the blower 24 and blows out hot air to warm the passenger compartment. A part of the coolant flowing through the second proportional three-way valve 19 is mixed with a part of the coolant flowing through the first water pump 6 and then flows to the electric drive 7 to absorb waste heat from the electric drive 7. Then it flows back to the first water pump 6 through the first proportional three-way valve 5 and then returns to the first plate evaporator 10. The first plate evaporator 10 absorbs heat into the refrigerant circuit, and transfers the heat to the air-conditioning heater core circuit through the refrigerant circuit, thereby improving the system energy efficiency ratio. Another part of the coolant flowing through the second proportional three-way valve 19 enters the second radiator 4 through the g port and e port of the eight-way valve 27. The cooling fan 20 operates, and the coolant in the second radiator 4 absorbs heat from the environment and returns to the f port of the eight-way valve 27, and then flows into the first plate evaporator 10 through the h port. The first plate evaporator 10 absorbs heat into the refrigerant circuit, and transfers the heat to the air-conditioning heater core circuit through the refrigerant circuit, thereby improving the system energy efficiency ratio. The second water pump 21 serves as the power source for the coolant. The coolant flows through the flow path of the battery 22 to keep the battery 22 at a uniform temperature. All the coolant flowing out of the flow path of the battery 22 directly returns to the second water pump 21, and the coolant circulates self between the flow path of the battery 22 and the second water pump 21.

[0046] In addition, an embodiment of the present invention further provides a vehicle, which includes the above-mentioned vehicle thermal management system.

[0047] As mentioned above, the above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

Claims

1. A vehicle thermal management system includes a coolant circuit and a refrigerant circuit; a first water pump (6), an electric drive (7), a first radiator (3), an eight-way valve (27), a second water pump (21), and a battery (22) are arranged in the coolant circuit. The flow path inlet of the battery (22) is connected to the outlet of the second water pump (21), the flow path outlet of the battery (22) is connected to the b valve port of the eight-way valve (27) and the inlet of the second water pump (21), and the a valve port of the eight-way valve (27) is connected to the inlet of the second water pump (21); a compressor (17), a water-cooled condenser (15), and a dryer accumulator (14) are arranged in the refrigerant circuit. The outlet of the compressor (17) is connected to the refrigerant flow path inlet of the water-cooled condenser (15), and the refrigerant flow path outlet of the water-cooled condenser (15) is connected to the inlet of the dryer accumulator (14); characterized in that: A first proportional three-way valve (5), a second proportional three-way valve (19), and a third water pump (28) are further arranged in the coolant circuit, and a first plate evaporator (10) and a first electronic expansion valve (11) are further arranged in the refrigerant circuit; The inlet of the third water pump (28) is connected to the coolant flow path outlet of the first plate evaporator (10), the outlet of the third water pump (28) is connected to the inlet of the second proportional three-way valve (19), the first outlet of the second proportional three-way valve (19) is connected to the flow path inlet of the electric drive (7), the second outlet is connected to the g valve port of the eight-way valve (27), the flow path outlet of the electric drive (7) is connected to the inlet of the first proportional three-way valve (5), the first outlet of the first proportional three-way valve (5) is connected to the inlet of the first radiator (3), the second outlet of the first proportional three-way valve (5) is connected to the outlet of the first radiator (3) and the inlet of the first water pump (6), the outlet of the first water pump (6) is connected to the flow path inlet of the electric drive (7) and the coolant flow path inlet of the first plate evaporator (10), and the h valve port of the eight-way valve (27) is connected to the coolant flow path inlet of the first plate evaporator (10); one end of the first electronic expansion valve (11) is connected to the outlet of the dryer accumulator (14), the other end is connected to the refrigerant flow path inlet of the first plate evaporator (10), and the refrigerant flow path outlet of the first plate evaporator (10) is connected to the inlet of the compressor (17).

2. The vehicle thermal management system according to claim 1, characterized in that: A second plate evaporator (9) and a second electronic expansion valve (12) are further arranged in the refrigerant circuit. One end of the second electronic expansion valve (12) is connected to the outlet of the dryer accumulator (14), the other end is connected to the refrigerant flow path inlet of the second plate evaporator (9), and the refrigerant flow path outlet of the second plate evaporator (9) is connected to the inlet of the compressor (17); A fourth water pump (8) and an air-conditioning cold core (25) are further arranged in the coolant circuit. The inlet of the fourth water pump (8) is connected to the outlet of the air-conditioning cold core (25), the outlet of the fourth water pump (8) is connected to the coolant flow channel inlet of the second plate evaporator (9), and the coolant flow channel outlet of the second plate evaporator (9) is connected to the inlet of the air-conditioning cold core (25).

3. The vehicle thermal management system according to claim 2, wherein: A fifth water pump (18), a second radiator (4), a third proportional three-way valve (23) and an air-conditioning warm core (26) are further arranged in the coolant circuit. The inlet of the third proportional three-way valve (23) is connected to the coolant flow channel outlet of the water-cooled condenser (15). The first outlet of the third proportional three-way valve (23) is connected to the inlet of the air-conditioning warm core (26), the second outlet is connected to the c valve port of the eight-way valve (27). The e valve port of the eight-way valve (27) is connected to the inlet of the second radiator (4), the outlet of the second radiator (4) is connected to the f valve port of the eight-way valve (27). The outlet of the air-conditioning warm core (26) and the d valve port of the eight-way valve (27) are connected to the inlet of the fifth water pump (18), and the outlet of the fifth water pump (18) is connected to the coolant flow channel inlet of the water-cooled condenser (15).

4. The vehicle thermal management system according to claim 3, characterized in that: A coaxial tube (13) is further arranged in the refrigerant circuit. One end of the inner tube of the coaxial tube (13) is connected to the outlet of the drying accumulator (14), and the other end of the inner tube of the coaxial tube (13) is connected to one end of the first electronic expansion valve (11) and one end of the second electronic expansion valve (12). One end of the outer tube of the coaxial tube (13) is connected to the refrigerant flow channel outlet of the first plate evaporator (10) and the refrigerant flow channel outlet of the second plate evaporator (9), and the other end of the outer tube of the coaxial tube (13) is connected to the inlet of the compressor (17).

5. The vehicle thermal management system according to claim 3 or 4, characterized in that: When the coolant temperature at the flow channel inlet of the electric drive (7) is greater than the first preset temperature and less than the second preset temperature, and the battery needs to be cooled, control the compressor (17), the water-cooled condenser (15), the first plate evaporator (10), the first water pump (6), the second water pump (21), the third water pump (28), and the first radiator (3) to work. Control the first electronic expansion valve (11) to adjust the refrigerant flow rate. Control the inlet and the first outlet of the first proportional three-way valve (5) to be communicated. Control the inlet and the second outlet of the second proportional three-way valve (19) to be communicated. Control the g valve port and the a valve port of the eight-way valve (27) to be communicated, and the b valve port and the h valve port to be communicated.

6. The vehicle thermal management system according to claim 3 or 4, characterized in that: When the coolant temperature at the flow channel inlet of the electric drive (7) is greater than or equal to the second preset temperature, and the battery needs to be cooled, control the compressor (17), the water-cooled condenser (15), the first plate evaporator (10), the first water pump (6), the second water pump (21), the third water pump (28), and the first radiator (3) to work. Control the first electronic expansion valve (11) to adjust the refrigerant flow rate. Control the inlet and the first outlet of the first proportional three-way valve (5) to be communicated. Control the inlet and the first outlet and the second outlet of the second proportional three-way valve (19) to be communicated. Control the g valve port and the a valve port of the eight-way valve (27) to be communicated, and the b valve port and the h valve port to be communicated.

7. The vehicle thermal management system according to claim 3 or 4, characterized in that: When the coolant temperature at the flow channel inlet required by the electric drive (7) is lower than the ambient temperature and the battery needs to be cooled, control the compressor (17), water-cooled condenser (15), first plate evaporator (10), first water pump (6), second water pump (21), and third water pump (28) to operate. Control the first electronic expansion valve (11) to adjust the refrigerant flow rate. Control the inlet of the first proportional three-way valve (5) to communicate with the second outlet. Control the inlet of the second proportional three-way valve (19) to communicate with the first outlet and the second outlet. Control the g port of the eight-way valve (27) to communicate with the a port, and the b port to communicate with the h port.

8. The vehicle thermal management system according to claim 3 or 4, characterized in that: When the coolant temperature at the flow channel inlet required by the electric drive (7) is lower than the ambient temperature and the battery does not need to be cooled, control the compressor (17), water-cooled condenser (15), first plate evaporator (10), first water pump (6), second water pump (21), and third water pump (28) to operate. Control the first electronic expansion valve (11) to adjust the refrigerant flow rate. Control the inlet of the first proportional three-way valve (5) to communicate with the second outlet. Control the inlet of the second proportional three-way valve (19) to communicate with the first outlet.

9. The vehicle thermal management system according to claim 3 or 4, characterized in that: When there is waste heat recovery from the electric drive and the battery does not need to be cooled, control the compressor (17), water-cooled condenser (15), first plate evaporator (10), first water pump (6), second water pump (21), and third water pump (28) to operate. Control the first electronic expansion valve (11) to adjust the refrigerant flow rate. Control the inlet of the first proportional three-way valve (5) to communicate with the second outlet. Control the inlet of the second proportional three-way valve (19) to communicate with the first outlet and the second outlet. Control the g port of the eight-way valve (27) to communicate with the e port, and the f port to communicate with the h port.

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

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