Vehicle thermal management system, thermal management method and vehicle
By using a less flammable refrigerant in the vehicle thermal management system and incorporating a valve structure with power-off control, the safety hazards caused by flammable and explosive refrigerants are resolved, resulting in reduced refrigerant leakage and lower risk of combustion and explosion during vehicle collisions or refrigerant leaks.
Patent Information
- Application Number
- CN202410631097.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-05-20
- Publication Date
- 2025-11-21
AI Technical Summary
The use of flammable and explosive refrigerants in existing vehicle thermal management systems poses a safety hazard. In the event of a vehicle accident, the refrigerant leakage can be substantial, leading to a high risk of combustion and explosion.
Design a vehicle thermal management system that uses refrigerant classified as Class 2 or Class 3 flammability according to GB/T 7778-2017. The system is equipped with multiple on/off valves and electronic expansion valves. In the event of a vehicle collision or refrigerant leakage, the valve structure is closed by power-off control to divide the refrigerant circulation path and reduce the amount of refrigerant leakage.
It effectively reduces refrigerant leakage, lowers the risk of combustion and explosion, and improves the safety of the vehicle's thermal management system.
Smart Images
Figure CN120986129A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle thermal management technology, and in particular to a vehicle thermal management system, thermal management method and vehicle. Background Technology
[0002] Currently, the vehicle regulates the temperature of the passenger compartment through the air conditioning system.
[0003] In related technologies, if a flammable and explosive refrigerant (such as R290) is used in the air conditioning system, there will be safety hazards. It is necessary to reduce the amount of refrigerant leakage in the vehicle thermal management system in the event of a vehicle accident in order to improve vehicle safety. Summary of the Invention
[0004] This application aims to address at least one of the technical problems existing in the prior art. To this end, one objective of this application is to provide a vehicle thermal management system that offers high safety.
[0005] This application also proposes a vehicle.
[0006] This application also proposes a thermal management method.
[0007] A vehicle thermal management system includes a refrigerant, which is classified as Class 2 or Class 3 according to the flammability classification of GB / T7778-2017. The vehicle thermal management system comprises a refrigerant circulation path, on which a compressor, a first heat exchanger, a first switching valve, a liquid receiver, a first electronic expansion valve, and a second heat exchanger are sequentially arranged. The first heat exchanger is connected to the refrigerant outlet of the compressor, and the second heat exchanger is connected to the refrigerant inlet of the compressor. The first heat exchanger is used for heat exchange with a high-temperature heat source, and the second heat exchanger is used for heat exchange with a low-temperature heat source. The first switching valve and the first electronic expansion valve are closed when the power is off.
[0008] In this application, when a vehicle collision occurs, the valve structure (i.e., the first switching valve and the first solenoid valve) in the vehicle's thermal management system can be de-energized to close the valve structure. This valve structure divides the system into several sections. Even if refrigerant leaks in one or more sections, refrigerant in other sections can still be retained in the system, thereby reducing the amount of refrigerant leakage from the vehicle's thermal management system and lowering the risk of combustion and explosion. Furthermore, the valve structure can be in a closed state (i.e., unable to supply refrigerant) when de-energized, preventing the refrigerant circulation path from failing due to control failure of the vehicle's thermal management system, further enhancing the safety of the vehicle's thermal management system.
[0009] In some embodiments of this application, the refrigerant circulation path is further provided with a second switching valve. The second switching valve is located between the compressor and the first heat exchanger and is used to control the on / off state of the compressor and the first heat exchanger. The second switching valve is in a closed state when the power is off.
[0010] In some embodiments of this application, the refrigerant circulation path further includes a heat exchange branch, which is connected between the refrigerant outlet of the compressor and the second heat exchanger, and a second electronic expansion valve is provided on the heat exchange branch.
[0011] In some embodiments of this application, the second electronic expansion valve is configured to be in a closed state when power is off.
[0012] In some embodiments of this application, the refrigerant circulation path is further provided with a third switching valve, which is located between the second heat exchanger and the compressor and is used to control the on / off state of the compressor and the second heat exchanger. The third switching valve is in a closed state when the power is off.
[0013] In some embodiments of this application, the refrigerant circulation path is further provided with a third heat exchanger, which is located between the liquid receiver and the first electronic expansion valve and is used to cool the refrigerant.
[0014] In some embodiments of this application, the refrigerant is R290.
[0015] The vehicle according to the second aspect of this application includes the vehicle thermal management system described above.
[0016] In some embodiments of this application, the vehicle further includes a control device connected to the vehicle thermal management system and used to control the energization state of the first switching valve and the first electronic expansion valve.
[0017] In some embodiments of this application, the vehicle further includes a concentration sensor connected to the control device and used to detect refrigerant leakage in the vehicle's thermal management system.
[0018] And / or, the vehicle further includes a collision sensor connected to the control device and used to detect the collision state of the vehicle.
[0019] According to a third aspect embodiment of the present application, a vehicle thermal management method includes a vehicle thermal management system and a collision sensor. The vehicle thermal management system includes a switching valve, an electronic expansion valve, and a concentration sensor. The method includes:
[0020] Acquire the vehicle collision status and refrigerant leakage status detected by the collision sensor;
[0021] When the vehicle collision condition is determined to be a collision or a refrigerant leak is determined based on the vehicle collision status, the switching valve and the electronic expansion valve are controlled to close.
[0022] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description
[0023] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:
[0024] Figure 1 This is a schematic diagram of a vehicle thermal management system according to an embodiment of this application;
[0025] Figure 2 This is a schematic diagram of the thermal management method according to an embodiment of this application;
[0026] Figure 3 This is a schematic diagram of a vehicle according to an embodiment of this application.
[0027] Figure label:
[0028] 1000 vehicles;
[0029] Vehicle thermal management system 100; concentration sensor 200; collision sensor 300; control device 400;
[0030] Refrigerant circulation path 101; Heat exchange branch path 102;
[0031] Compressor 1; Refrigerant inlet 11; Refrigerant outlet 12;
[0032] First heat exchanger 2; Second heat exchanger 3; Third heat exchanger 4;
[0033] First switching valve 51; Second switching valve 52; Third switching valve 53;
[0034] First electronic expansion valve 61; second electronic expansion valve 62; liquid reservoir 7. Detailed Implementation
[0035] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein 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 with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.
[0036] The following is for reference. Figures 1-3A vehicle thermal management system 100 according to an embodiment of this application is described.
[0037] The vehicle thermal management system 100 according to an embodiment of this application includes a refrigerant circulation path 101. A compressor 1, a first heat exchanger 2, a first switching valve 51, a liquid receiver 7, and a second heat exchanger 3 are sequentially arranged on the refrigerant circulation path 101. The first heat exchanger 2 is connected to the refrigerant outlet 12 of the compressor 1, and the second heat exchanger 3 is connected to the refrigerant inlet 11 of the compressor 1. The refrigerant in the thermal management system is a refrigerant classified as Class 2 or Class 3 according to the flammability classification of GB / T 7778-2017.
[0038] The compressor 1 is used to compress the refrigerant, the first heat exchanger 2 is used to exchange heat with a high-temperature heat source (such as the external environment of the vehicle), the second heat exchanger 3 is used to exchange heat with a low-temperature heat source (such as the passenger compartment), and the liquid receiver 7 can further condense the refrigerant to form a saturated liquid, thereby improving the heat exchange effect at the second heat exchanger 3 and cooling the passenger compartment.
[0039] When cooling of the passenger compartment is required, the vehicle thermal management system 100 operates. The refrigerant is compressed by the compressor 1 and discharged as a high-temperature, high-pressure gaseous refrigerant. This high-temperature, high-pressure gaseous refrigerant condenses into a high-pressure, medium-temperature liquid refrigerant after entering the first heat exchanger 2. The refrigerant then exits through the first heat exchanger 2 and enters the liquid receiver 7. The liquid receiver 7 increases the saturation of the liquid refrigerant. The refrigerant exiting through the liquid receiver 7 enters the second heat exchanger 3 and, after flowing through the second heat exchanger 3, returns to the compressor 1 via the refrigerant inlet 11. The refrigerant can evaporate at the second heat exchanger 3 to achieve cooling of the passenger compartment.
[0040] Reference Figure 1 The first switching valve 51 is located between the first heat exchanger 2 and the liquid receiver 7. When the first switching valve 51 is closed, the refrigerant in the first heat exchanger 2 cannot enter the high-pressure liquid receiver 7, that is, the refrigerant in the first heat exchanger 2 cannot flow to the liquid receiver 7, which can reduce the amount of refrigerant leakage when the vehicle 1000 has an accident.
[0041] In this application, the first switching valve 51 and the first electronic expansion valve 61 are in a closed state when the power is off. Therefore, the first switching valve 51 and the first electronic expansion valve 61 can be closed by power-off, thereby cutting off the pipeline in the vehicle thermal management system 100 by simply de-energizing the valve structure (such as the first switching valve 51, the first electronic expansion valve 61, etc.), without needing to maintain a powered state, which can improve the control reliability of the vehicle thermal management system 100.
[0042] It is understood that the vehicle thermal management system 100 in this application is applied to vehicle 1000. When vehicle 1000 is under special operating conditions, the amount of refrigerant leakage can be reduced by controlling the valve structure (such as: first switching valve 51, first electronic expansion valve 61, etc.) in the vehicle thermal management system 100 to close, thereby reducing the risk of combustion and explosion at the vehicle thermal management system 100.
[0043] The "special operating conditions" of the aforementioned vehicle 1000 refer to conditions such as a collision involving the vehicle 1000 or refrigerant leakage in the vehicle's thermal management system 100, including but not limited to the two operating conditions mentioned above.
[0044] Specifically, taking a collision involving vehicle 1000 as an example, if vehicle 1000 is involved in a collision, there is a risk that the pipes or components in the vehicle thermal management system 100 may be damaged and leak. When vehicle 1000 is involved in a collision, the first switching valve 51 and the first electronic expansion valve 61 can be de-energized to close them, thereby reducing the amount of refrigerant leakage from the vehicle thermal management system 100.
[0045] Reference Figure 1 For example, when the liquid receiver 7 leaks, the first switching valve 51 and the first electronic expansion valve 61 are de-energized, causing the first switching valve 51 and the first electronic expansion valve 61 to close. At this time, only the refrigerant in the pipeline between the first switching valve 51 and the first electronic expansion valve 61 and the equipment arranged on the pipeline (such as the liquid receiver 7) can be discharged. The refrigerant in other pipelines and equipment in the refrigerant circulation path 101 (such as the first heat exchanger 2, the second heat exchanger 3, the compressor 1, etc.) can be stored in the system, reducing the amount of refrigerant leakage.
[0046] It should be noted that currently, vehicles regulate the temperature of the passenger compartment through the air conditioning system. In related technologies, if the air conditioning system uses refrigerants with flammable and explosive properties (such as R290), there will be safety hazards. Therefore, it is necessary to reduce the amount of refrigerant leakage in the event of a vehicle accident to improve vehicle safety.
[0047] In this application, when the vehicle 1000 is involved in a collision, the valve structure (i.e., the first switching valve 51 and the first electronic expansion valve 61) in the vehicle thermal management system 100 can be de-energized to close the valve structure. This divides the system into several sections through the valve structure. Even if refrigerant leaks in one or more sections, the refrigerant in other sections can still be retained in the system, thereby reducing the amount of refrigerant leakage from the vehicle thermal management system 100 and lowering the risk of combustion and explosion. Furthermore, the valve structure can be in a closed state (i.e., unable to supply refrigerant) when de-energized, preventing the refrigerant circulation path 101 from failing to shut off due to control failure of the vehicle thermal management system 100, thus further improving the safety of the vehicle thermal management system 100.
[0048] It is understandable that when the refrigerant is classified as Class 2 or Class 3 according to GB / T 7778-2017, the refrigerant is flammable. The occurrence and severity of combustion and explosion in vehicle 1000 are positively correlated with the amount of refrigerant leakage. In other words, the higher the leakage of flammable refrigerant, the higher the risk and severity of combustion and explosion in vehicle 1000.
[0049] In some embodiments of this application, the liquid receiver 7 is a high-pressure liquid receiver. The high-pressure liquid receiver 7 can further condense the refrigerant discharged from the first heat exchanger 2 to form a saturated liquid, thereby improving the cooling effect of the vehicle thermal management system 100.
[0050] like Figure 1 As shown, in some embodiments of this application, the refrigerant circulation path 101 is further provided with a second switching valve 52. The second switching valve 52 is located between the compressor 1 and the first heat exchanger 2, and is used to control the on / off state of the compressor 1 and the first heat exchanger 2. The second switching valve 52 is in a closed state when the power is off.
[0051] Reference Figure 1 The second switching valve 52 is located between the refrigerant outlet 12 of the compressor 1 and the first heat exchanger 2, meaning that the second switching valve 52 and the first switching valve 51 are respectively located on both sides of the first heat exchanger 2. By controlling the first switching valve 51 and the second switching valve 52 to close, the first heat exchanger 2 can be arranged in a separate area. If the first heat exchanger 2 leaks, the first switching valve 51 and the second switching valve 52 are de-energized, and only the refrigerant in the first heat exchanger 2 and the refrigerant in the pipeline located between the first switching valve 51 and the second switching valve 52 can be discharged from the vehicle thermal management system 100. The refrigerant in other areas of the vehicle thermal management system 100 can still be retained, reducing the amount of refrigerant leakage in the vehicle thermal management system 100.
[0052] like Figure 1As shown, in some embodiments of this application, the refrigerant circulation path 101 is further provided with a third switching valve 53. The third switching valve 53 is located between the second heat exchanger 3 and the compressor 1, and is used to control the on / off state of the compressor 1 and the second heat exchanger 3. The third switching valve 53 is in a closed state when the power is off.
[0053] Reference Figure 1 The third switching valve 53 is located between the refrigerant inlet 11 of the compressor 1 and the second heat exchanger 3, meaning that the third switching valve 53 and the first electronic expansion valve 61 are respectively located on both sides of the second heat exchanger 3. By controlling the third switching valve 53 and the first electronic expansion valve 61 to close, the second heat exchanger 3 can be arranged in a separate section. If the second heat exchanger 3 leaks, the third switching valve 53 and the first electronic expansion valve 61 are de-energized, and only the refrigerant in the second heat exchanger 3 and the refrigerant in the pipeline located between the third switching valve 53 and the first electronic expansion valve 61 can be discharged from the vehicle thermal management system 100. The refrigerant in other areas of the vehicle thermal management system 100 can still be retained, reducing the amount of refrigerant leakage in the vehicle thermal management system 100.
[0054] It is understandable that both the second switching valve 52 and the third switching valve 53 can be controlled by electrical signals. When the second switching valve 52 and the third switching valve 53 are de-energized, they are in a closed state, meaning that refrigerant cannot pass through them.
[0055] When the valve structure (e.g., the first switching valve 51, the second switching valve 52, the third switching valve 53, the first electronic expansion valve 61, etc.) is in the "closed state", the flow area of the valve structure is less than 1x10. -1 mm 2 .
[0056] like Figure 1 As shown, in some embodiments of this application, the refrigerant circulation path 101 is further provided with a third heat exchanger 4, which is located between the liquid reservoir 7 and the first electronic expansion valve 61, and is used to cool the refrigerant to reduce the temperature of the refrigerant.
[0057] The third heat exchanger 4 is configured as a subcooler. The refrigerant discharged from the liquid receiver 7 can enter the subcooler, which can further cool the saturated liquid to further reduce the temperature of the refrigerant flowing to the second heat exchanger 3 and improve the cooling effect of the vehicle thermal management system 100.
[0058] like Figure 1As shown, in some embodiments of this application, the refrigerant circulation path 101 further includes a heat exchange branch 102, which is connected between the refrigerant outlet 12 of the compressor 1 and the second heat exchanger 3, and a second electronic expansion valve 62 is provided on the heat exchange branch 102.
[0059] Reference Figure 1 The refrigerant discharged from compressor 1 can flow into heat exchange branch 102, and after being throttled by the second electronic expansion valve 62, the refrigerant enters the second heat exchanger 3, and then returns to compressor 1 through the second heat exchanger 3 to complete the cycle. When the vehicle thermal management system 100 is in the above operating condition, the passenger compartment can be heated. At the same time, when the vehicle thermal management system 100 is performing the above operating condition, it is necessary to control the second switching valve 52 and the first electronic expansion valve 61 to be de-energized.
[0060] In a further embodiment of this application, the second electronic expansion valve 62 is configured to be in a closed state when the power is off. By controlling the power off of the second electronic expansion valve 62, the second electronic expansion valve 62 can be closed.
[0061] Reference Figure 1 It is understandable that if a leak occurs at compressor 1, the second electronic expansion valve 62, the second switching valve 52 and the third switching valve 53 can be de-energized, which can isolate compressor 1 in an independent zone, so that only the refrigerant in the zone where compressor 1 is located is discharged, thereby reducing the amount of refrigerant leakage in the vehicle thermal management system 100.
[0062] In some embodiments of this application, the refrigerant is R290, i.e., propane. Propane is flammable, and this application addresses this by setting the above-mentioned...
[0063] Reference Figure 1 According to the embodiments of this application, the vehicle thermal management system 100 is configured to automatically close when power is cut off by constructing valve structures (such as: first switching valve 51, second switching valve 52, third switching valve 53, first electronic expansion valve 61 and second electronic expansion valve 62). In the event of a collision with the vehicle 1000 or a refrigerant leak is detected, the valve structures are de-energized, dividing the vehicle thermal management system 100 into multiple sections. This allows only the refrigerant in the section where the leak occurred to be discharged, while the refrigerant in other sections can be retained in the vehicle thermal management system 100. This reduces the amount of refrigerant leakage, lowers the risk of combustion and explosion of the vehicle 1000, and improves the safety of the vehicle 1000.
[0064] like Figure 1As shown, the valve structure in the vehicle thermal management system 100 includes: a first switching valve 51, a second switching valve 52, a third switching valve 53, a first electronic expansion valve 61, and a second electronic expansion valve 62. Specifically, by de-energizing the first switching valve 51 and the second switching valve 52, the first heat exchanger 2 can be divided into one section; by de-energizing the first switching valve 51 and the first electronic expansion valve 61, the liquid receiver 7 and the third heat exchanger 4 can be divided into one section; by de-energizing the first electronic expansion valve 61, the second electronic expansion valve 62, and the third switching valve 53, the second heat exchanger 3 can be divided into one section; and by closing the second switching valve 52, the third switching valve 53, and the second electronic expansion valve 62, the compressor 1 can be divided into one section. Therefore, by cooperating with multiple valve structures, four independent zones can be formed in the vehicle thermal management system 100. If a device (such as compressor 1, first heat exchanger 2, second heat exchanger 3, third heat exchanger 4, and liquid receiver 7) leaks refrigerant, the control valve structure will divide the zone where the device is located, thereby reducing the amount of refrigerant leakage in the vehicle thermal management system 100.
[0065] According to the embodiments of this application, the vehicle 1000 includes the vehicle thermal management system 100 described above, which can reduce the amount of refrigerant leakage when the vehicle 1000 is involved in a collision or refrigerant leakage, thereby reducing the risk of combustion and explosion of the vehicle 1000 and improving the safety of the vehicle 1000.
[0066] In some embodiments of this application, the vehicle 1000 further includes a control device 400, which is connected to the vehicle thermal management system 100 and is used to control the energization state of the first switching valve 51 and the first electronic expansion valve 61. When the first switching valve 51 is de-energized, the first switching valve 51 is closed; when the first electronic expansion valve 61 is de-energized, the first electronic expansion valve 61 is closed.
[0067] In some embodiments of this application, the vehicle 1000 further includes a refrigerant concentration sensor 200, which is connected to the control device 400 (e.g., electrically connected). The concentration sensor 200 is used to detect the refrigerant leakage status of the vehicle thermal management system 100, so that the vehicle thermal management system 100 can be controlled according to the refrigerant leakage status in the vehicle thermal management system 100 to reduce the amount of refrigerant leakage in the vehicle thermal management system 100.
[0068] It should be noted that the control device 400 can also control the energization status of other valve structures in the vehicle thermal management system 100, such as controlling the second switching valve 52, the third switching valve 53, and the second electronic expansion valve 62.
[0069] It is understandable that the control device 400 can control the corresponding valve structure according to the concentration detection signal of the concentration sensor 200, so as to divide the vehicle thermal management system 100 through the valve structure, thereby dividing the area where leakage occurs separately and reducing the amount of refrigerant leakage in the vehicle thermal management system 100.
[0070] For example, when the concentration sensor 200 detects a refrigerant leak in the section where the first heat exchanger 2 is located, the control device 400 controls the first switching valve 51 and the second switching valve 52 to be de-energized. The first switching valve 51 and the second switching valve 52 are in the closed state. The first heat exchanger 2 can be divided into an independent section by the first switching valve 51 and the second switching valve 52. Only the refrigerant in the section where the first heat exchanger 2 is located can leak, while the refrigerant in other sections can still be retained in the vehicle thermal management system 100, thereby reducing the amount of refrigerant leakage.
[0071] In some embodiments of this application, the vehicle 1000 further includes a collision sensor 300, which is connected to the control device 400 so as to control the thermal management system according to the collision state of the vehicle 1000.
[0072] Furthermore, the control device 400 can control the energization status of multiple valve structures in the vehicle thermal management system 100 according to the collision position of the vehicle 1000, so as to prevent the pipelines or components in the vehicle thermal management system 100 from leaking due to the collision of the vehicle 1000. According to the collision position of the vehicle 1000, the control device 400 controls the division of the corresponding area. Even if the refrigerant leaks in the area, the amount of refrigerant leakage in the vehicle thermal management system 100 is limited, which can reduce the risk of combustion and explosion of the vehicle 1000.
[0073] It should be noted that the control device 400 can combine the collision detection signal obtained by the collision sensor 300 and the concentration detection signal obtained by the concentration sensor 200 to control the vehicle thermal management system 100, so as to control the valve structure of the vehicle thermal management system 100 according to the collision situation of the vehicle 1000 and the refrigerant leakage situation, reduce refrigerant leakage, reduce the risk of combustion and explosion, and improve the safety of the vehicle 1000.
[0074] Combination Figure 1 and Figure 2 This application describes a thermal management method for a vehicle 1000 according to an embodiment of the present application. The vehicle 1000 includes a vehicle thermal management system 100 and a collision sensor 300. The vehicle thermal management system 100 includes a switching valve, an electronic expansion valve, and a concentration sensor. The method includes: acquiring the collision state and refrigerant leakage state of the vehicle 1000 detected by the collision sensor 300; and controlling the switching valve and the electronic expansion valve to close when it is determined from the collision state that the vehicle 1000 is in a collision condition or has a refrigerant leakage.
[0075] When vehicle 1000 is involved in a collision, there is a risk of refrigerant leakage in the vehicle thermal management system 100. By controlling the shut-off valve and the electronic expansion valve to close, the vehicle thermal management system 100 can be managed in sections, separating the section where refrigerant is leaking, while the refrigerant in other sections can still be retained in the vehicle thermal management system 100, reducing the amount of refrigerant leakage and lowering the risk of vehicle 1000 combustion and explosion.
[0076] The thermal management method of the vehicle 1000 can be applied to the vehicle thermal management system 100 described above. The thermal management method has the same advantages as the vehicle thermal management system 100 compared to the prior art, and will not be described again here.
[0077] In the description of this application, "first feature" and "second feature" may include one or more of the features.
[0078] In the description of this application, "multiple" means two or more.
[0079] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.
[0080] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0081] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.
Claims
1. A vehicle thermal management system, characterized in that, The vehicle thermal management system includes a refrigerant, which is classified as Class 2 or Class 3 according to the flammability classification of GB / T 7778-2017. The vehicle thermal management system includes: A refrigerant circulation path is provided in sequence with a compressor, a first heat exchanger, a first switching valve, a liquid receiver, a first electronic expansion valve, and a second heat exchanger. The first heat exchanger is connected to the refrigerant outlet of the compressor, and the second heat exchanger is connected to the refrigerant inlet of the compressor. The first heat exchanger is used to exchange heat with a high-temperature heat source, the second heat exchanger is used to exchange heat with a low-temperature heat source, and the first switching valve and the first electronic expansion valve are in the closed state when the power is off.
2. The vehicle thermal management system according to claim 1, characterized in that, The refrigerant circulation path is also provided with a second switching valve, which is located between the compressor and the first heat exchanger and is used to control the on / off state of the compressor and the first heat exchanger. The second switching valve is in the closed state when the power is off.
3. The vehicle thermal management system according to claim 2, characterized in that, The refrigerant circulation path also includes a heat exchange branch, which is connected between the refrigerant outlet of the compressor and the second heat exchanger, and a second electronic expansion valve is provided on the heat exchange branch.
4. The vehicle thermal management system according to claim 3, characterized in that, The second electronic expansion valve is configured to be in a closed state when power is off.
5. The vehicle thermal management system according to claim 1, characterized in that, The refrigerant circulation path is also provided with a third switching valve, which is located between the second heat exchanger and the compressor and is used to control the on / off state of the compressor and the second heat exchanger. The third switching valve is in the closed state when the power is off.
6. The vehicle thermal management system according to claim 1, characterized in that, The refrigerant circulation path is also provided with a third heat exchanger, which is located between the liquid receiver and the first electronic expansion valve and is used to cool the refrigerant.
7. The vehicle thermal management system according to claim 1, characterized in that, The refrigerant is R290.
8. A vehicle, characterized in that, Includes a vehicle thermal management system according to any one of claims 1-7.
9. The vehicle according to claim 8, characterized in that, It also includes a control device connected to the vehicle thermal management system and used to control the energization status of the first switching valve and the first electronic expansion valve.
10. The vehicle according to claim 9, characterized in that, The vehicle also includes a concentration sensor, which is connected to the control device and is used to detect the refrigerant leakage status of the vehicle's thermal management system. And / or, the vehicle further includes a collision sensor connected to the control device and used to detect the collision state of the vehicle.
11. A thermal management method for a vehicle, characterized in that, The vehicle includes a vehicle thermal management system and collision sensors. The vehicle thermal management system includes a switching valve, an electronic expansion valve, and a concentration sensor. The method includes: Acquire the vehicle collision status and refrigerant leakage status detected by the collision sensor; When the vehicle collision condition is determined to be a collision or a refrigerant leak is determined based on the vehicle collision status, the switching valve and the electronic expansion valve are controlled to close.