Automobile

Abstract

A thermal management system and an automobile having the same, the thermal management system includes a first double flow channel heat exchanger having a first flow channel and a second flow channel. The heat management system comprises a refrigerant system, and the refrigerant system comprises a compressor, a first heat exchanger, a second heat exchanger, a first throttling device and a first flow channel of a first double-flow-channel heat exchanger. The heat management system comprises a cooling liquid system, the cooling liquid system comprises a water pump, a third heat exchanger and a second flow channel of the first double-flow-channel heat exchanger, and the third heat exchanger is used for being arranged at the top of the seat cavity. The heat management system comprises a first fan, and the first fan is used for enabling gas to flow through the third heat exchanger and then enter the seat cavity. The third heat exchanger is located at the top of the seat cavity and is closer to the face of the human body in the seat cavity than the air conditioner box, and therefore the comfortable feeling of the human body can be achieved with low energy consumption.

Description

Technical Field

[0001] This application relates to the field of automotive and thermal management systems, and more particularly to the structural layout of thermal management systems. Background Technology

[0002] The relevant technology involves a thermal management system installed in the vehicle. The car has a seat cavity and an air conditioning unit, located in front of the control panel. Cooled or heated air from the air conditioning unit enters the seat cavity through the car's duct system to cool or heat the passenger area. In summer, when the car's air conditioning is on, the thermal management system cools the air from the air conditioning unit and then blows it into the seat cavity through the control panel to cool the passenger compartment. However, the face and other parts of the body have different sensitivities to temperature; the face is more sensitive to temperature. Therefore, the power required to blow air from the air conditioning unit to the face through the panel is relatively high, resulting in a high energy consumption for the thermal management system. Summary of the Invention

[0003] This application provides an automobile, including a vehicle body and a thermal management system. The vehicle body has a seat cavity, an air conditioning unit, a front engine cavity, and an air duct system. The air conditioning unit is located between the front engine cavity and the seat cavity. The air duct system can connect the air conditioning unit and the seat cavity. The thermal management system includes a first dual-channel heat exchanger, which has a first channel and a second channel.

[0004] The thermal management system includes a refrigerant system, which includes a compressor, a first heat exchanger, a second heat exchanger, a first throttling device, and a first flow channel of a first dual-flow channel heat exchanger.

[0005] The thermal management system includes a coolant system, which includes a water pump, a third heat exchanger, and a second flow channel of a first dual-flow channel heat exchanger. The third heat exchanger is located at the top of the seat cavity. The thermal management system includes a first fan, which is used to direct gas through the third heat exchanger into the seat cavity.

[0006] The compressor and the first heat exchanger are located in the front engine compartment, and the second heat exchanger is located in the air conditioning unit; the coolant system includes a first multi-way water valve and a fourth heat exchanger, the third heat exchanger and the fourth heat exchanger are arranged in parallel, the first multi-way water valve includes a first branch and a second branch, the third heat exchanger is connected to the first branch, the fourth heat exchanger is connected to the second branch, and the fourth heat exchanger is used to be installed inside the seat of the car.

[0007] The thermal management system of the vehicle in this application has a third heat exchanger and a first fan located at the top of the seat cavity. The first fan is used to guide the gas through the third heat exchanger into the seat cavity. Since the third heat exchanger is located at the top of the seat cavity, it is closer to the face of the human body inside the seat cavity than the air conditioning unit, so that the human body can achieve a comfortable feeling with lower energy consumption. Attached Figure Description

[0008] Figure 1 This is a schematic diagram of a thermal management system according to this application;

[0009] Figure 2 This is a schematic diagram of the thermal management system of this application in cooling mode;

[0010] Figure 3 This is a schematic diagram of the thermal management system of this application in heating mode;

[0011] Figure 4 This is a schematic diagram of the thermal management system of this application in dehumidification mode;

[0012] Figure 5 This is a schematic diagram of the thermal management system of this application in the first defrosting mode;

[0013] Figure 6 This is a schematic diagram of the thermal management system of this application in the second defrosting mode;

[0014] Figure 7 This is a schematic diagram of fluid circulation in a car during cooling mode, as described in this application.

[0015] Figure 8 This is a schematic diagram of fluid circulation in a car during heating mode, as described in this application.

[0016] Figure 9 This is a schematic diagram of fluid circulation in a car during dehumidification mode, as described in this application.

[0017] Figure 10 This is a schematic diagram of fluid circulation during windshield defrosting in an automobile, according to this application.

[0018] Figure 11 This is a structural schematic diagram of a car air duct system according to this application;

[0019] Figure 12 This is a structural schematic diagram of an air conditioning unit for a car according to this application. Detailed Implementation

[0020] like Figures 1 to 12 As shown, this application provides a thermal management system 10, which is applied to a car 60 having a seat cavity 61 and an air conditioning unit 62.

[0021] like Figure 1As shown, the thermal management system 10 includes a first dual-channel heat exchanger 11, which has a first channel 111 and a second channel 112. The first channel 111 and the second channel 112 are isolated from each other. The first channel 111 is used for refrigerant to flow through, and the second channel 112 is used for coolant to flow through. The first channel 111 and the second channel 112 are isolated from each other, and the refrigerant in the first channel 111 and the coolant in the second channel 112 can exchange heat.

[0022] The first dual-flow heat exchanger 11 can be a plate heat exchanger. Plate heat exchangers are characterized by their small size and high heat exchange efficiency when used with traditional refrigerants such as R134a and R1234yf. The first dual-flow heat exchanger 11 can also be a shell-and-tube heat exchanger. Shell-and-tube heat exchangers are characterized by their strong pressure resistance when used with high-pressure refrigerants such as R744.

[0023] The thermal management system 10 includes a refrigerant system 13, which includes a compressor 14, a first heat exchanger 15, a second heat exchanger 16, a first throttling device 17, and a first flow channel 111 of a first dual-flow channel heat exchanger 11. The thermal management system 10 also includes a coolant system 30, which includes a water pump 31, a third heat exchanger 32, and a second flow channel 112 of the first dual-flow channel heat exchanger 11. The components of the refrigerant system 13 are connected via refrigerant system piping 21, and the components of the coolant system 30 are connected via coolant system piping 34. The refrigerant in the refrigerant system 13 and the coolant in the coolant system 30 are isolated from each other and not connected.

[0024] Combination Figure 1 and Figure 7 As shown, the third heat exchanger 32 is installed at the top of the seat cavity 61 of the vehicle 60. The thermal management system 10 includes a first fan 33, which directs gas through the third heat exchanger 32 into the seat cavity 61. The third heat exchanger 32 of this application is installed at the top of the seat cavity 61. During summer air conditioning cooling, by positioning it close to the face of the driver or passenger inside the vehicle 60, it achieves cooling comfort for the driver or passenger with relatively low power consumption.

[0025] like Figure 1 and Figure 2 As shown, the thermal management system 10 includes a second throttling device 18 and a controller 50. The controller 50 is configured so that when the thermal management system 10 is in cooling mode:

[0026] The compressor 14, the first heat exchanger 15, the first throttling device 17, and the second heat exchanger 16 are connected and allow refrigerant to flow through them; the compressor 14, the first heat exchanger 15, the second throttling device 18, and the first flow channel 111 are connected and allow refrigerant to flow through them.

[0027] Water pump 31, third heat exchanger 32, and second flow channel 112 are connected and flow with coolant; first throttling device 17 and second throttling device 18 are in a throttling state, the refrigerant in the first flow channel 111 exchanges heat with the coolant in the second flow channel 112, the refrigerant in the first heat exchanger 15 releases heat to the outside, the refrigerant in the second heat exchanger 16 cools the air in the air conditioning unit 62, and the first fan 33 draws the gas through the third heat exchanger 32 for cooling before it enters the seat cavity 61.

[0028] In other words, when the thermal management system 10 is operating in cooling mode, the second heat exchanger 16 and the third heat exchanger 32 are connected in parallel, with the second heat exchanger 16 forming the first cooling branch and the third heat exchanger 32 forming the second cooling branch.

[0029] like Figure 2 As shown, the first cooling branch is in cooling mode in the thermal management system 10 and operates as follows:

[0030] The compressor 14 compresses the refrigerant into a high-temperature, high-pressure refrigerant. This high-temperature, high-pressure refrigerant flows through system piping 21 to the first heat exchanger 15, located outside the air conditioning unit 62. Inside the first heat exchanger 15, the high-temperature, high-pressure refrigerant releases heat to the environment. After passing through system piping 21, the refrigerant flows through the first throttling device 17, reducing its pressure to a low-temperature, low-pressure refrigerant. After passing through system piping 21, the low-temperature, low-pressure refrigerant flows to the second heat exchanger 16, located inside the air conditioning unit 62. Inside the second heat exchanger 16, the low-temperature, low-pressure refrigerant cools the gas inside the air conditioning unit 62. The cooled gas then flows through the air duct system 66 inside the vehicle 60 into the seat cavity 61. Finally, after passing through system piping 21, the refrigerant returns to the compressor 14, forming a refrigerant working cycle.

[0031] The second cooling branch operates as follows when the thermal management system 10 is in cooling mode:

[0032] Please combine Figure 2 and Figure 7As shown, compressor 14 compresses the refrigerant into a high-temperature, high-pressure refrigerant. This high-temperature, high-pressure refrigerant flows through system piping 21 into the first heat exchanger 15, located in the front chamber 64 outside the air conditioning unit 62. The high-temperature, high-pressure refrigerant in the first heat exchanger 15 releases heat to the environment. After passing through system piping 21, the refrigerant flows through the second throttling device 18, where it is throttled and depressurized into a low-temperature, low-pressure refrigerant. This low-temperature, low-pressure refrigerant then flows through system piping 21 into the first flow channel 111 of the first dual-flow channel heat exchanger 11. The low-temperature, low-pressure refrigerant in the first flow channel 111 cools the coolant in the second flow channel 112 of the first dual-flow channel heat exchanger 11. Finally, the refrigerant flows back to compressor 14 through system piping 21, forming a refrigerant working cycle. Meanwhile, the water pump 31 drives the coolant to circulate between the water pump 31, the second flow channel 112 of the first dual-flow channel heat exchanger 11, and the third heat exchanger 32. The coolant in the second flow channel 112 is cooled to a low-temperature coolant by the low-temperature and low-pressure refrigerant in the first flow channel 111. The low-temperature coolant in the third heat exchanger 32 cools the gas blown by the first fan 33 and then enters the seat cavity 61, blowing it towards the face, head, chest, and other parts of the passenger.

[0033] The first branch of cooling gas enters the seat cavity 61 through the air conditioning unit 62, the air duct system 66, and the panel 65 to cool the overall temperature of the seat cavity 61. The second branch of cooling gas blows directly from the top of the seat cavity 61 onto the occupant's face, head, chest, and other areas, creating a localized comfort experience. With this design, the face, head, and chest can experience a comfortable temperature of 20-23°C, while the seat cavity 61 maintains a cooling temperature of 25-30°C, satisfying the occupant's comfort needs. Therefore, compared to the traditional automotive air conditioning system 60 which cools the entire seat cavity 61 to a comfortable temperature of 20-23°C, this application significantly reduces the energy consumption of the thermal management system 10, achieving a higher energy efficiency ratio.

[0034] like Figure 2 and Figure 7 As shown, the coolant system 30 includes a first multi-way water valve 35 and a fourth heat exchanger 36. The third heat exchanger 32 and the fourth heat exchanger 36 are arranged in parallel. The first multi-way water valve 35 includes a first branch 37 and a second branch 38. The third heat exchanger 32 is connected to the first branch 37, and the fourth heat exchanger 36 is connected to the second branch 38. The fourth heat exchanger 36 is used to be installed inside the seat 63 of the vehicle 60.

[0035] Because the back or buttocks of passengers do not receive cooling air from the air conditioning unit 62 or the third heat exchanger 32, these areas of the passenger experience poor comfort. Alternatively, in hot summer weather, the seat 63 is a less likely area to be cooled when pre-cooling the interior of the car 60.

[0036] Since the fourth heat exchanger 36 is located inside the seat 63 of the car 60, the thermal management system 10 can also cool the seat 63 through the fourth heat exchanger 36 in the cooling mode, thereby providing the passenger with a more comfortable local cooling experience, or in hot summer weather, pre-cooling the seat 63 quickly to provide the passenger with a comfortable riding experience.

[0037] The coolant system 30 includes a plurality of third heat exchangers 32, the plurality of third heat exchangers 32 and a fourth heat exchanger 36 are arranged in parallel, the first multi-way water valve 35 includes a plurality of first branches 37, each first branch 37 is connected to a corresponding third heat exchanger 32, and at least one of the plurality of third heat exchangers 32 is used to be installed on the top of the seat 63 of the vehicle 60.

[0038] This application provides cooling air to sensitive areas of the upper body, such as the face, head, and chest, of rear passengers by installing a third heat exchanger 32 on the top of the seat 63. The first fan 33 and the third heat exchanger 32 work together to achieve localized comfort with lower energy consumption. In some embodiments, the third heat exchanger 32 and the first fan 33 on the top of the seat 63 can also provide cooling air directed towards the back of the head of the front passenger, thus providing an even more comfortable experience.

[0039] like Figure 1 As shown, the thermal management system 10 includes a fifth heat exchanger 19. The second heat exchanger 16 and the fifth heat exchanger 19 are disposed inside the air conditioning unit 62, and the first heat exchanger 15 is disposed outside the air conditioning unit 62. The thermal management system 10 includes a second dual-channel heat exchanger 12 and a third throttling device 20. The second dual-channel heat exchanger 12 has a third channel 121 and a fourth channel 122. The third channel 121 belongs to the refrigerant system 13, and the fourth channel 122 belongs to the coolant system 30. The fourth channel 122 is used to communicate with the battery heat exchanger.

[0040] The thermal management system 10 includes a first shut-off valve 41, a second shut-off valve 42, and a third shut-off valve 43. The first shut-off valve 41 is connected between the outlet of the compressor 14 and the inlet of the first heat exchanger 15. The second shut-off valve 42 is connected between the outlet of the compressor 14 and the inlet of the fifth heat exchanger 19. The third shut-off valve 43 is connected between the inlet of the compressor 14 and the inlet of the first heat exchanger 15.

[0041] The branch formed by the first shut-off valve 41 and the first heat exchanger 15 is connected in parallel with the branch formed by the second shut-off valve 42 and the fifth heat exchanger 19. The third shut-off valve 43 is connected in parallel with the compressor 14. The first shut-off valve 41 and the second shut-off valve 42 can be electronic shut-off valves, controlling whether the refrigerant flowing from the compressor 14 flows to the first heat exchanger 15 and the fifth heat exchanger 19, respectively. The third shut-off valve 43 can also be an electronic shut-off valve, controlling the direction of refrigerant flow. The first shut-off valve 41, the second shut-off valve 42, and the third shut-off valve 43 work together to control the refrigerant flow direction switching of the thermal management system 10 in different operating modes. The refrigerant flow direction switching function of the first shut-off valve 41, the second shut-off valve 42, and the third shut-off valve 43 can also be achieved by a four-way valve, or by a combination of a three-way valve and a shut-off valve.

[0042] The thermal management system 10 includes a first check valve 45, a second check valve 46, a third check valve 48, a fourth throttling device 22, and a dryer 47. The first check valve 45 is connected between the first heat exchanger 15 and the dryer 47; the second check valve 46 is connected between the fifth heat exchanger 19 and the dryer 47; and the third check valve 48 is connected between the outlet of the second heat exchanger 16 and the inlet of the compressor 14. The fourth throttling device 22 and the dryer 47 are connected in parallel. The fourth throttling device 22 is connected between the first heat exchanger 15 and the first throttling devices 17, 18, and 20; and the dryer 47 is connected between the first check valve 45, the second check valve 46, and the first throttling devices 17, 18, and 20.

[0043] The first throttling device 17, the second throttling device 18, and the third throttling device 20 are connected in parallel, and the fourth throttling device 22 can be a bidirectional full-flow throttling valve. The first throttling device 17, the second throttling device 18, and the third throttling device 20 can be either lower-cost unidirectional throttling valves or more powerful bidirectional full-flow throttling valves. The first throttling device 17, the second throttling device 18, the third throttling device 20, and the fourth throttling device 22 can be electronic expansion valves, thus enabling more precise flow control.

[0044] The first check valve 45, the second check valve 46, and the third check valve 48 are used to control the unidirectional flow of refrigerant or to prevent refrigerant backflow. The dryer 47 is used to dry the refrigerant. The check valves can also be implemented using shut-off valves, and the dryer 47 can also be implemented using a gas-liquid separator.

[0045] The thermal management system 10 also includes temperature and pressure sensors 49, which are installed at various locations to be measured in the thermal management system 10 to detect the temperature or pressure of the refrigerant.

[0046] like Figure 2 and Figure 7As shown, the coolant system 30 includes a second multi-way water valve 39. A first multi-way water valve 35 is located between the outlet of the water pump 31 and the inlet of the third heat exchanger 32, and the second multi-way water valve 39 is located between the inlet of the water pump 31 and the outlet of the third heat exchanger 32. By using two multi-way water valves, multiple third heat exchangers 32 and fourth heat exchangers 36 are connected in parallel branches, thereby providing localized comfort airflow at different locations within the housing 61, further reducing the energy consumption of the thermal management system 10.

[0047] like Figure 3 As shown, when the controller 50 is configured to operate the thermal management system 10 in heating mode:

[0048] Compressor 14, fifth heat exchanger 19, fourth throttling device 22, and first heat exchanger 15 are connected and refrigerant flows through them; first shut-off valve 41 is in the shut-off state, and second shut-off valve 42 and third shut-off valve 43 are in the open state.

[0049] The fourth throttling device 22 is in a throttling state, while the first throttling device 17 and the second throttling device 18 are in a shut-off state. The refrigerant in the fifth heat exchanger 19 releases heat into the air conditioning unit 62, and the refrigerant in the first heat exchanger 15 absorbs heat from the outside air. The third throttling device 20 is selected to be in a throttling state or a shut-off state depending on whether the battery circuit needs cooling.

[0050] like Figure 3 As shown, the thermal management system 10 is in heating mode and operates as follows:

[0051] The compressor 14 compresses the refrigerant into a high-temperature, high-pressure refrigerant. After passing through the system pipeline 21, the high-temperature, high-pressure refrigerant flows into the fifth heat exchanger 19, which is located inside the air conditioning unit 62. The high-temperature, high-pressure refrigerant in the fifth heat exchanger 19 releases heat into the air conditioning unit 62. After passing through the system pipeline 21 and the dryer 47, the refrigerant flows through the fourth throttling device 22 to reduce its pressure to a low-temperature, low-pressure refrigerant. After passing through the system pipeline 21, the low-temperature, low-pressure refrigerant flows into the first heat exchanger 15, which is located outside the air conditioning unit 62. After absorbing heat from the environment, the low-temperature, low-pressure refrigerant in the first heat exchanger 15 flows back to the compressor 14 to form a refrigerant working cycle.

[0052] The second throttling device 18 is in the off state, therefore, the third heat exchanger 32 does not participate in heat exchange. In heating mode, the seat 63 can be heated by the miniature heater inside the seat 63, thus providing the occupant with a better riding experience.

[0053] like Figure 4 As shown, when the controller 50 is configured to operate the thermal management system 10 in summer dehumidification mode:

[0054] Compressor 14, fifth heat exchanger 19, first throttling device 17, and second heat exchanger 16 are connected and refrigerant flows through them; compressor 14, fifth heat exchanger 19, second throttling device 18, and first flow channel 111 are connected and refrigerant flows through them; second shut-off valve 42 is in the open state, and first shut-off valve 41, fourth throttling device 22, and third shut-off valve 43 are in the shut-off state.

[0055] Water pump 31, third heat exchanger 32, and second flow channel 112 are connected and circulate coolant. First throttling device 17 and second throttling device 18 are in a throttling state. The refrigerant in first flow channel 111 exchanges heat with the coolant in second flow channel 112. The refrigerant in fifth heat exchanger 19 heats the air in air conditioning unit 62, the refrigerant in second heat exchanger 16 cools the air in air conditioning unit 62, and the coolant in third heat exchanger 32 cools the air in seat cavity 61. Therefore, in summer dehumidification mode, the third heat exchanger 32 can also provide passengers with a better localized comfort experience. The third throttling device 20 selects to be in a throttling state or a cut-off state depending on whether the battery circuit needs cooling.

[0056] When the thermal management system 10 is in dehumidification mode, it operates as follows:

[0057] Compressor 14 compresses the refrigerant into a high-temperature, high-pressure refrigerant. This high-temperature, high-pressure refrigerant flows through system piping 21 to the fifth heat exchanger 19, located inside the air conditioning unit 62. The high-temperature, high-pressure refrigerant in the fifth heat exchanger 19 releases heat into the air conditioning unit 62. After passing through system piping 21 and the dryer 47, the refrigerant flows through the first throttling device 17, where its pressure is reduced to a low-temperature, low-pressure refrigerant. This low-temperature, low-pressure refrigerant then flows through system piping 21 to the second heat exchanger 16, also located inside the air conditioning unit 62. The refrigerant then flows back to compressor 14, forming a refrigerant working cycle. The low-temperature, low-pressure refrigerant in the second heat exchanger 16 condenses moisture in the gas flowing through it, which is then discharged. The high-temperature, high-pressure refrigerant in the fifth heat exchanger 19 then dries the air.

[0058] Simultaneously, the water pump 31 drives the coolant to circulate between the water pump 31, the second flow channel 112 of the first dual-flow channel heat exchanger 11, and the third heat exchanger 32. The coolant in the second flow channel 112 is cooled to a low-temperature coolant by the low-temperature, low-pressure refrigerant in the first flow channel 111. The low-temperature coolant in the third heat exchanger 32 cools the gas blown by the first fan 33 before entering the seat cavity 61 and blowing it onto the occupant's face, head, chest, and other areas. Therefore, in summer dehumidification mode, the third heat exchanger 32 can also provide the occupant with a better localized comfort experience.

[0059] In winter dehumidification mode, the second throttling device 18 can be set to the cut-off state, so that the coolant system does not participate in heat exchange.

[0060] like Figure 5 As shown, when the controller 50 is configured to put the thermal management system 10 into defrost mode:

[0061] Compressor 14, first heat exchanger 15, first throttling device 17, and second heat exchanger 16 are connected and refrigerant flows through them; first shut-off valve 41 is in the open state, second shut-off valve 42, fourth throttling device 22, and third shut-off valve 43 are in the shut-off state.

[0062] The first throttling device 17 is in a throttling state, and the second throttling device 18 is in a cut-off state. The third throttling device 20 is selected to be in a throttling state or a cut-off state depending on whether the battery circuit needs to be cooled.

[0063] When the thermal management system 10 is in defrost mode, it operates as follows:

[0064] The compressor 14 compresses the refrigerant into a high-temperature, high-pressure refrigerant. This high-temperature, high-pressure refrigerant flows through system piping 21 to the first heat exchanger 15, located outside the air conditioning unit 62. The frost on the outer surface of the first heat exchanger 15 is melted by the high-temperature, high-pressure refrigerant. After passing through system piping 21, the refrigerant flows through the first throttling device 17, reducing its pressure to a low-temperature, low-pressure refrigerant. This low-temperature, low-pressure refrigerant then flows through system piping 21 to the second heat exchanger 16, located inside the air conditioning unit 62. At this time, the damper is closed, and the low-temperature, low-pressure refrigerant in the second heat exchanger 16 cools the gas inside the air conditioning unit 62, preventing it from entering the housing 61. Finally, through system piping 21, the refrigerant returns to the compressor 14, forming a refrigerant working cycle.

[0065] like Figure 6 As shown, when the controller 50 configures the thermal management system 10 to be in another defrosting mode:

[0066] The compressor 14, the first heat exchanger 15, the third throttling device 20, and the third flow channel 121 are connected and refrigerant flows through them; the first shut-off valve 41 is in the open state, and the second shut-off valve 42 and the third shut-off valve 43 are in the shut-off state.

[0067] The third throttling device 20 is in a throttling state, while the first throttling device 17, the second throttling device 18, and the fourth throttling device 22 are in a cut-off state.

[0068] When the thermal management system 10 is in another defrosting mode, it operates as follows:

[0069] Compressor 14 compresses the refrigerant into a high-temperature, high-pressure refrigerant. This high-temperature, high-pressure refrigerant flows through system piping 21 to the first heat exchanger 15, located outside the air conditioning unit 62. The frost on the outer surface of the first heat exchanger 15 is melted by the high-temperature, high-pressure refrigerant. After passing through system piping 21, the refrigerant flows through the third throttling device 20, where it is reduced in pressure to a low-temperature, low-pressure state. This low-temperature, low-pressure refrigerant then flows through system piping 21 to the third flow channel 121 of the third heat exchanger 32. The refrigerant in the third flow channel 121 absorbs heat from the coolant circuit in the fourth flow channel 122. The coolant in the fourth flow channel 122 flows through the battery heat exchanger to cool the power battery of the electric vehicle 60. Finally, the refrigerant flows back to compressor 14 through system piping 21, forming a refrigerant working cycle. This operating mode cools the battery while avoiding the complex structure requiring damper control for cooling the air inside the air conditioning unit, thus simplifying the structure of the air conditioning unit.

[0070] like Figure 7 and Figure 11 As shown, this application provides an automobile 60, which includes a vehicle body 69 and a thermal management system 10. The vehicle body 69 has a seat cavity 61, an air conditioning unit 62, a front engine cavity 64 and an air duct system 66. The air conditioning unit 62 is located between the front engine cavity 64 and the seat cavity 61, and the air duct system 66 can connect the air conditioning unit 62 and the seat cavity 61.

[0071] Please combine Figure 1 and Figure 7 As shown, the thermal management system 10 includes a first dual-flow heat exchanger 11, which includes a first flow channel 111 and a second flow channel 112. The thermal management system 10 includes a refrigerant system 13, which includes a compressor 14, a first heat exchanger 15, a second heat exchanger 16, a throttling device, and the first flow channel 111 of the first dual-flow heat exchanger 11. The compressor 14 and the first heat exchanger 15 are located in the front chamber 64, and the second heat exchanger 16 is located in the air conditioning unit 62.

[0072] The thermal management system 10 includes a coolant system 30, which includes a water pump 31, a third heat exchanger 32, and a second flow channel 112 of a first dual-flow channel heat exchanger 11. The third heat exchanger 32 is located at the top of the seat cavity 61. The thermal management system 10 includes a first fan 33, which is located close to the third heat exchanger 32.

[0073] like Figure 7 and Figure 11As shown, the vehicle 60 includes an air duct system 66, which includes an air outlet duct 67 and a return air duct 68. The air outlet duct 67 is connected to the air conditioning unit 62, and the return air duct 68 is also connected to the air conditioning unit 62. The air outlet duct 67 includes an upper air outlet duct 671 and a lower air outlet duct 672. The upper air outlet duct 671 blows air out through the air conditioning vents of the control panel 65, and the lower air outlet duct 672 blows air out near the interior floor of the vehicle 60. The return air duct 68 includes a front recovery duct 681 located at the front of the vehicle body 69, a middle recovery duct 682 located in the middle of the vehicle body 69, and a rear recovery duct 683 located at the rear of the vehicle body 69. The front recovery duct 681, middle recovery duct 682, and rear recovery duct 683 respectively recover airflow from the seat cavity 61 at different parts of the vehicle body and return it to the air conditioning unit 62 to form an air circulation, thereby creating a uniform airflow distribution within the seat cavity 61 and improving the temperature uniformity within the seat cavity 61.

[0074] Please combine Figure 2 , Figure 7 and Figure 11 When the thermal management system 10 of the vehicle 60 is operating in cooling mode, the cold air cooled by the second heat exchanger 16 in the air conditioning unit 62 enters the seat cavity 61 through the air outlet duct 67. The coolant system duct 34 delivers coolant to the third heat exchanger 32 and the fourth heat exchanger 36. The third heat exchanger 32 is located at the top of the seat cavity 61 or the top of the seat 63. When the air blown by the first fan 33 flows through the third heat exchanger 32, it becomes cold air and is blown towards the face, head, chest, and other body parts of the occupant. The fourth heat exchanger 36 is located inside the seat 63, and the coolant in the fourth heat exchanger 36 can cool the seat 63. The return air duct 68 is distributed in multiple locations at the front, middle, and rear of the vehicle body 69, thereby improving the uniformity of airflow and thus improving the uniformity of cooling air distribution within the seat cavity 61.

[0075] Please combine Figure 3 , Figure 8 and Figure 11 As shown, when the thermal management system 10 of the vehicle 60 is operating in heating mode, the hot air heated by the fifth heat exchanger 19 in the air conditioning unit 62 enters the passenger cavity through the air outlet duct 67, the first dual-channel heat exchanger 11 stops exchanging heat, and the miniature heater inside the seat 63 can heat the seat 63. The return air duct 68 is distributed in multiple locations at the front, middle, and rear of the vehicle body 69, thereby improving the uniformity of airflow and thus improving the uniformity of hot air distribution within the seat cavity 61. In other optional embodiments, a high-voltage electric heater can also be used to heat the passenger cavity at extremely low temperatures. In other optional embodiments, the coolant system 30 can also be used to heat both the passenger cavity and the seat 63.

[0076] Please combine Figure 4 , Figure 9 and Figure 11As shown, when the thermal management system 10 of the vehicle 60 is operating in dehumidification mode, the dry air condensed by the second heat exchanger 16 and dried by the fifth heat exchanger 19 in the air conditioning unit 62 enters the seat cavity 61 through the air outlet duct 67. The coolant system duct 34 delivers coolant to the third heat exchanger 32 and the fourth heat exchanger 36. The third heat exchanger 32 is located at the top of the seat cavity 61 or the top of the seat 63. When the air blown by the first fan 33 flows through the third heat exchanger 32, it becomes cold air and is blown towards the face, head, chest, and other body parts of the occupant. The fourth heat exchanger 36 is located inside the seat 63, and the coolant in the fourth heat exchanger 36 can cool the seat 63. The return air duct 68 is distributed in multiple locations at the front, middle, and rear of the vehicle body 69, thereby improving the uniformity of airflow and thus improving the uniformity of cooling air distribution in the seat cavity 61. The first fan 33, the third heat exchanger 32, and the fourth heat exchanger 36 can provide the occupant with a localized comfortable temperature experience.

[0077] like Figure 10 and Figure 11 As shown, when defrosting the windows of the car 60 in winter, the hot air heated by the fifth heat exchanger 19 in the air conditioning unit 62 enters the seat cavity 61 through the upper air outlet duct 671 of the air outlet duct 67 and blows towards the windshield. The first dual-channel heat exchanger 11 stops exchanging heat, and the miniature heater inside the seat 63 can heat the seat 63. The return air ducts 68 are distributed in multiple positions at the front, middle and rear of the vehicle body 69, thereby improving the uniformity of airflow channels and thus improving the uniformity of hot air distribution in the seat cavity 61.

[0078] like Figure 12 As shown, the vehicle 60 includes a blower 72, whose air intake duct is connected to a return air duct 68. The blower 72 absorbs the recirculated air returning from the return air duct 68, and the external airflow O can also be connected to the blower 72, thus allowing the blower 72 to absorb air from both the return air duct 68 and the external airflow O. The air conditioning unit 62 includes a first housing 621 and a second housing 622 separated from each other. The second heat exchanger 16 is located in the first housing 621, and the fifth heat exchanger 19 is located in the second housing 622. The separate arrangement of the first housing 621 and the second housing 622 reduces the mutual influence between the second heat exchanger 16 and the fifth heat exchanger 19, and eliminates the need for a damper, thus simplifying and miniaturizing the air conditioning unit 62. Since the thermal management system 10 of this application consumes less power, the second heat exchanger 16 and the blower 72 can be smaller, further saving space within the vehicle 60.

[0079] Both the first housing 621 and the second housing 622 can be connected to the upper airflow U, and the second housing can be connected to the lower airflow F.

[0080] The above embodiments are only used to illustrate this application and are not intended to limit the technical solutions described in this application. The understanding of this specification should be based on those skilled in the art. For example, directional descriptions such as "front", "back", "left", "right", "up", and "down" are only used to describe the relationship between objects and are not substantial limitations. "Multiple" means at least two or more.

[0081] Although this specification has described the present application in detail with reference to the above embodiments, those skilled in the art should understand that they can still make modifications or equivalent substitutions to the present application, and all technical solutions and improvements that do not depart from the spirit and scope of the present application should be covered within the scope of the claims of the present application.

Claims

1. An automobile comprising a vehicle body and a thermal management system, the vehicle body having a seating cavity, an air conditioning box, a front engine cavity, and a duct system, the air conditioning box being located between the front engine cavity and the seating cavity, the duct system being capable of communicating the air conditioning box and the seating cavity, characterized in that, The heat management system comprises a first double-flow heat exchanger having a first flow channel and a second flow channel; The heat management system comprises a refrigerant system comprising a compressor, a first heat exchanger, a second heat exchanger, a first throttling device, a first flow channel of the first double-flow heat exchanger; The heat management system comprises a coolant system comprising a water pump, a third heat exchanger, a second flow channel of the first double-flow heat exchanger, the third heat exchanger is arranged at the top of the seat cavity, the heat management system comprises a first fan for flowing gas through the third heat exchanger into the seat cavity; The compressor and the first heat exchanger are located in the front machine cavity, and the second heat exchanger is located in the air conditioning box; the coolant system comprises a first multi-way water valve and a fourth heat exchanger, the third heat exchanger and the fourth heat exchanger are arranged in parallel, the first multi-way water valve comprises a first branch and a second branch, the third heat exchanger is connected with the first branch, and the fourth heat exchanger is connected with the second branch; the fourth heat exchanger is arranged inside the seat of the automobile.

2. The automobile according to claim 1, characterized by The coolant system comprises a plurality of third heat exchangers, the plurality of third heat exchangers and the fourth heat exchanger are arranged side by side, the first multi-way water valve comprises a plurality of first branches, each first branch is connected with a corresponding third heat exchanger, and at least one of the plurality of third heat exchangers is arranged at the top of the seat of the automobile.

3. The automobile according to claim 1, characterized by The coolant system comprises a second multi-way water valve, the first multi-way water valve is arranged between the outlet of the water pump and the third heat exchanger, and the second multi-way water valve is arranged between the inlet of the water pump and the third heat exchanger.

4. The automobile according to claim 1, characterized by The heat management system comprises a second throttling device, and the controller configures the heat management system in a refrigeration mode as follows: The compressor, the first heat exchanger, the first throttling device, and the second heat exchanger are communicated and flow refrigerant, the compressor, the first heat exchanger, the second throttling device, and the first flow channel are communicated and flow refrigerant; The water pump, the third heat exchanger, and the second flow channel are communicated and flow coolant; the first throttling device and the second throttling device are in a throttling state, the refrigerant in the first flow channel exchanges heat with the coolant in the second flow channel, the refrigerant in the first heat exchanger releases heat to the outside, the refrigerant of the second heat exchanger cools the air in the air conditioning box, and the first fan flows the gas through the third heat exchanger and then into the seat cavity.

5. The automobile according to claim 4, characterized by The heat management system comprises a fifth heat exchanger and a fourth throttling device, the second heat exchanger and the fifth heat exchanger are arranged in the air conditioning box, and the first heat exchanger is arranged outside the air conditioning box; the controller configures the heat management system in a heating mode as follows: The compressor, the fifth heat exchanger, the fourth throttling device, and the first heat exchanger are communicated and flow refrigerant; The fourth throttling device is in a throttling state, the first throttling device and the second throttling device are in a cut-off state, the refrigerant in the fifth heat exchanger releases heat to the air conditioning box, and the refrigerant in the first heat exchanger absorbs heat from the outside air.

6. The automobile according to claim 5, characterized by The controller configures the heat management system in a dehumidification mode as follows: The compressor, the fifth heat exchanger, the first throttling device, and the second heat exchanger are in communication and flow refrigerant, the compressor, the fifth heat exchanger, the second throttling device, and the first flow channel are in communication and flow refrigerant; The water pump, the third heat exchanger, and the second flow channel are in communication and flow cooling liquid; the first throttling device and the second throttling device are in a throttling state, the refrigerant in the first flow channel exchanges heat with the cooling liquid in the second flow channel, the refrigerant in the fifth heat exchanger heats the air in the air conditioning box, the refrigerant in the second heat exchanger cools the air in the air conditioning box, and the cooling liquid in the third heat exchanger cools the air in the seat cavity.

7. The automobile according to claim 6, characterized by The thermal management system comprises a second double-flow heat exchanger and a third throttling device, the second double-flow heat exchanger has a third flow channel and a fourth flow channel, the third flow channel belongs to the refrigerant system, the fourth flow channel belongs to the cooling liquid system, and the fourth flow channel is used for being in communication with the battery heat exchanger: When the controller configures the thermal management system to be in a defrosting mode: The compressor, the first heat exchanger, the third throttling device, and the third flow channel are in communication and flow refrigerant, the compressor, the first heat exchanger, the second throttling device, and the first flow channel are in communication and flow refrigerant; The fourth flow channel is in communication with the battery heat exchanger and flows refrigerant; The third throttling device is in a throttling state, and the first throttling device and the second throttling device are in a cut-off state.

8. The automobile according to claim 1, characterized by The air duct system comprises an air outlet duct and an air return duct, the air outlet duct and the air conditioning box are in communication, and the air return duct and the air conditioning box are in communication; the air return duct comprises a front recovery pipe arranged at the front part of the vehicle body, a middle recovery pipe arranged at the middle part of the vehicle body, and a rear recovery pipe arranged at the rear part of the vehicle body.

9. The automobile according to claim 8, characterized by The air outlet duct comprises an upper air outlet duct and a lower air outlet duct, the upper air outlet duct blows out through the air conditioning air outlet of the control panel, and the lower air outlet duct blows out close to the automobile interior bottom plate.

10. The vehicle of claim 5, wherein, The air conditioning box comprises a first box body and a second box body which are separated from each other, the second heat exchanger is located in the first box body, the fifth heat exchanger is located in the second box body, and the first box body and the second box body are arranged separately.

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