Integrated arrangement vehicle thermal management system and vehicle

Abstract

The utility model relates to an integrated arrangement vehicle thermal management system and a vehicle. The vehicle thermal management system comprises a cooling liquid loop system and a refrigerant loop system. The refrigerant loop system comprises a compressor, a condenser, a first heat exchanger, a first throttling element, a condensation evaporator, a second throttling element, a second heat exchanger and an evaporator which are connected in series to form a loop; the cooling liquid loop system comprises a main flow path, a first branch and a second branch, the first branch and the second branch are connected with the main flow path through a first switching assembly, the first switching assembly communicates with the main flow path and the first branch or the second branch to form a loop, a battery assembly, an electric drive assembly and a power assembly are arranged on the main flow path, and the first branch is connected with the first heat exchanger. The second branch is connected with the second heat exchanger. According to the scheme, the refrigerant loop does not need to be switched according to operation modes, the cooling liquid side loop can be connected with different heat exchangers according to working conditions, cooling, heating, waste heat recovery and the like of a battery and an electric drive are achieved, the structure is simple, and the whole vehicle cost is reduced.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to an integrated vehicle thermal management system and a vehicle. Background Art

[0002] With the development of technology and the improvement of people's consumption level, new energy vehicles are becoming more and more popular among consumers. How to more effectively manage different temperature control circuits in new energy vehicles has also become a research direction that technicians pay more and more attention to.

[0003] The thermal management system of electric vehicles includes multiple parts such as in-vehicle temperature regulation, battery cooling and heating, electric drive cooling and heat recovery. Different temperature regulation systems realize their functions respectively, and the overall control is complex and the structural integration is poor. At present, there are also electric vehicle thermal management systems that introduce heat pump technology, using intermediate heat exchangers to combine the in-vehicle temperature regulation system with the cooling and heating of the battery electric drive to achieve energy utilization. However, the battery cooling and heating system and the electric drive cooling and heating system are usually independent of each other, and the utilization rate of the heat exchange components in the two systems is low. In addition, the overall architecture is very complex, with a large number of components, and the piping layout and avoidance work of the refrigerant loop and the coolant loop are very complicated. Utility Model Content

[0004] Based on this, the utility model provides an integrated vehicle thermal management system and a vehicle to solve the problems of complex structure and low integration of existing vehicle thermal management systems.

[0005] In one aspect, the utility model provides an integrated arrangement of a vehicle thermal management system, including a coolant loop system and a refrigerant loop system;

[0006] The refrigerant loop system includes a compressor, a condenser, a first heat exchanger, a first throttling element, a condenser evaporator, a second throttling element, a second heat exchanger and an evaporator connected in series to form a loop;

[0007] The coolant circulation system includes a main flow path and a first branch and a second branch connected to the main flow path through a first switching component. The first switching component is used to selectively connect the main flow path and the first branch or the second branch to form a loop. A battery component, an electric drive component and a power component are arranged on the main flow path. The first branch is connected to the first heat exchanger, and the second branch is connected to the second heat exchanger.

[0008] In one embodiment, the main flow path includes an electric drive branch path and a straight path arranged in parallel between the downstream of the battery assembly and the upstream of the power assembly, and the electric drive assembly is arranged on the electric drive branch path;

[0009] A second switching component is connected between the electric drive branch and the direct passage and downstream of the battery assembly, so that the electric drive branch and / or the direct passage are connected to the battery assembly through the second switching component.

[0010] In one embodiment, the second switching component is a proportional three-way valve.

[0011] In one embodiment, the power component is a water pump.

[0012] In one of the embodiments, the water pump is a heating water pump integrated with a PTC heater.

[0013] In one of the embodiments, an HVAC assembly is further included, wherein the HVAC assembly includes an air outlet component with an adjustable air outlet direction, and the air outlet component is used to blow the condenser or the evaporator.

[0014] In one embodiment, the first switching component is a three-way valve.

[0015] In one embodiment, a gas-liquid separator is connected to the upstream end of the compressor.

[0016] In one embodiment, both the first throttling element and the second throttling element are electronic expansion valves.

[0017] On the other hand, the present invention further provides a vehicle, which includes the integrated vehicle thermal management system of any one of the above embodiments.

[0018] Beneficial effects: This integrated vehicle thermal management system forms a refrigerant loop system by connecting various components in series, so that the refrigerant side circuit does not need to be switched according to the change of the operating mode, and the structure is simple and easy to control. By setting the first branch to connect the first heat exchanger and the second branch to connect the second heat exchanger, the system can connect the battery assembly, electric drive assembly and power assembly to different heat exchangers according to different working conditions, so as to realize the cooling, heating and waste heat recovery of the battery assembly and electric drive assembly, and different heat exchange branches share the same main flow, which improves the utilization rate of the main flow, has a high degree of structural integration, reduces the number of components and the difficulty of pipeline design, and reduces the cost of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A schematic block diagram of the first stage and the third stage of the first operating mode of the vehicle thermal management system in an integrated arrangement in one embodiment;

[0020] Figure 2 A schematic block diagram of a second stage of a first operating mode of an integrated arrangement of a vehicle thermal management system in one embodiment;

[0021] Figure 3 It is a principle block diagram of the second operation mode of the integrated vehicle thermal management system in one embodiment.

[0022] The figure marks in the drawings of the specification include: compressor 1, HVAC assembly 2, condenser 201, evaporator 202, air outlet component 203, first heat exchanger 3, first throttling element 4, condenser evaporator 5, second throttling element 6, second heat exchanger 7, gas-liquid separator 8, battery assembly 9, second switching assembly 10, electric drive assembly 11, power assembly 12, first switching assembly 13, second branch 14, first branch 15, main flow 16, straight passage 17, electric drive branch 18. DETAILED DESCRIPTION

[0023] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0024] It should be noted that the illustrations provided in this embodiment are only used to schematically illustrate the basic concept of the present invention.

[0025] The structures, proportions, sizes, etc. illustrated in the drawings in this specification are only used to match the contents disclosed in the specification so as to facilitate understanding and reading by persons familiar with this technology, and are not used to limit the conditions under which the present invention can be implemented. Any structural modification, change in proportion or adjustment of size should still fall within the scope of the technical contents disclosed in the present invention without affecting the effects and purposes that can be achieved by the present invention.

[0026] The directions or positional relationships indicated by the terms "upper", "lower", "left", "right", "middle", "longitudinal", "lateral", "horizontal", "inner", "outer", "radial", "circumferential" and the like in this specification are based on the directions or positional relationships shown in the drawings and are only for the convenience of simplifying the description. They do not indicate or imply that the devices or elements referred to must have a specific direction, be constructed and operate in a specific direction, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0027] In one aspect, an embodiment of the present utility model provides an integrated vehicle thermal management system, including a coolant loop system and a refrigerant loop system;

[0028] The refrigerant loop system includes a compressor 1, a condenser 201, a first heat exchanger 3, a first throttling element 4, a condenser evaporator 5, a second throttling element 6, a second heat exchanger 7 and an evaporator 202 connected in series to form a loop;

[0029] The coolant loop system includes a main flow path 16 and a first branch 15 and a second branch 14 connected to the main flow path 16 through a first switching component 13. The first switching component 13 is used to selectively connect the main flow path 16 and the first branch 15 or the second branch 14 to form a loop. A battery assembly 9, an electric drive assembly 11 and a power assembly 12 are arranged on the main flow path 16. The first branch 15 is connected to the first heat exchanger 3, and the second branch 14 is connected to the second heat exchanger 7.

[0030] The integrated vehicle thermal management system provided by the utility model forms a refrigerant loop system by connecting various components in series, so that the refrigerant side circuit does not need to be switched according to the change of the operating mode, and the structure is simple and the control is convenient. By setting the first branch 15 to connect the first heat exchanger 3 and the second branch 14 to connect the second heat exchanger 7, the system can connect the battery assembly 9, the electric drive assembly 11 and the power assembly 12 to different heat exchangers according to different working conditions, so as to realize the cooling of the battery assembly 9 and the electric drive assembly 11 and the waste heat recovery, etc., and different heat exchange branches share the same main flow 16, so as to improve the utilization rate of the main flow 16, and the structure is simple, the parts and the layout space occupied by the parts are small, and the cost of the whole vehicle is reduced.

[0031] The integrated vehicle thermal management system provided by the embodiment of the present invention is described in detail below with reference to the accompanying drawings.

[0032] Figure 1 This is a principle block diagram of an integrated vehicle thermal management system disclosed in at least one embodiment of the present utility model. Figure 1 The integrated vehicle thermal management system includes a coolant loop system and a refrigerant loop system. The working medium of the coolant loop system is a coolant, including but not limited to water, antifreeze or ethylene glycol, etc.; the working medium of the refrigerant loop system is a refrigerant, including but not limited to R134a refrigerant, R744 (carbon dioxide), etc.

[0033] For details, see Figure 1 The refrigerant cycle system includes a compressor 1, a condenser 201, a first heat exchanger 3, a first throttling element 4, a condenser evaporator 5, a second throttling element 6, a second heat exchanger 7 and an evaporator 202. The above components are connected in series to form a passage along the flow direction of the refrigerant. That is to say, in the refrigerant cycle system, the compressor 1 is the starting end. After the compressor 1 compresses the refrigerant, it flows through the condenser 201, the first heat exchanger 3, the first throttling element 4, the condenser evaporator 5, the second throttling element 6, the second heat exchanger 7 and the evaporator 202 in sequence and then returns to the compressor 1, completing the entire large cycle of the refrigerant.

[0034] The following is a description of each component of the refrigerant cycle system.

[0035] In this embodiment, the compressor 1 is an electric compressor 1, which is used to compress low-temperature and low-pressure refrigerant gas into high-temperature and high-pressure refrigerant gas and discharge it, thereby providing power for the refrigeration cycle.

[0036] The condenser 201 is connected to the gas outlet of the compressor 1 to dissipate the heat of the refrigerant gas discharged from the compressor 1 and cool it down to a high-pressure refrigerant liquid, and release a large amount of heat, which is mainly used for heating.

[0037] The evaporator 202 is connected to the air inlet of the compressor 1 and is used to evaporate the liquid refrigerant at low pressure and transform it into low-temperature and low-pressure refrigerant gas to be provided to the compressor 1 and absorb heat from the surrounding environment, mainly for refrigeration.

[0038] Further, in this embodiment, the condenser 201 is a built-in condenser, and the evaporator 202 is a built-in evaporator. Figure 1 The vehicle thermal management system also includes an HVAC assembly 2, and the condenser 201 and the evaporator 202 are integrated inside the HVAC assembly 2. The HVAC assembly 2 also includes an air outlet component 203 with adjustable air outlet direction. For example, the air outlet component 203 includes a blower for air outlet and a damper for adjusting the air outlet direction. By switching the damper position, the blower can selectively blow the condenser 201 or the evaporator 202, thereby achieving heating or cooling of the passenger compartment. In this way, the built-in condenser is used for direct heating, which can reduce the components of the coolant loop system and make the structure simpler.

[0039] In this embodiment, the first heat exchanger 3 and the second heat exchanger 7 are both plate heat exchangers, and the plate heat exchanger includes a coolant channel and a refrigerant channel. When the coolant and the refrigerant flow through the plate heat exchanger at the same time, heat exchange between the coolant and the refrigerant can be achieved. Accordingly, in this embodiment, the first heat exchanger 3 and the second heat exchanger 7 of the refrigerant loop system are connected to other components through pipelines for the refrigerant channel.

[0040] In this embodiment, the first throttling element 4 and the second throttling element 6 are both electronic expansion valves, which are used to throttle and reduce the pressure of the refrigerant to stabilize the circulation of the refrigerant.

[0041] The condenser-evaporator 5 can release heat as a condenser or absorb heat as an evaporator based on different operating conditions.

[0042] See also Figure 1 In this embodiment, a gas-liquid separator 8 is also connected between the evaporator 202 and the inlet of the compressor 1, which is mainly used to separate the liquid refrigerant and the gaseous refrigerant to prevent the liquid refrigerant from entering the evaporator 202 or the compressor 1 and causing system siltation, thereby improving the refrigeration effect.

[0043] See also Figure 1 In this embodiment, the coolant circulation system includes a main flow path 16 and a first branch path 15 and a second branch path 14 connected to the main flow path 16 via a first switching component 13 .

[0044] Among them, the first branch 15 is connected to the coolant channel of the first heat exchanger 3, the second branch 14 is connected to the coolant channel of the second heat exchanger 7, the battery assembly 9, the electric drive assembly 11 and the power assembly 12 are arranged on the main flow 16, and the first switching assembly 13 is used to selectively connect the main flow 16 and the first branch 15 or the second branch 14 to form a loop. In this way, the system can connect the battery assembly 9, the electric drive assembly 11 and the power assembly 12 to different heat exchangers according to different operating conditions, so as to realize the cooling of the battery assembly 9 and the electric drive assembly 11 and the waste heat recovery, etc., and different heat exchange branches share the same main flow 16, thereby improving the utilization rate of the main flow 16, having a simple structure, less layout space occupied by parts and parts, and reducing the cost of the whole vehicle.

[0045] Specifically, in this embodiment, the first switching component 13 is a three-way valve, and the three interfaces of the three-way valve are respectively connected to the first branch 15, the second branch 14 and the main flow 16. Figure 1 , the main flow path 16 is connected to the e port of the three-way valve, the first branch 15 is connected to the f port of the three-way valve, and the second branch 14 is connected to the g port of the three-way valve. The other ends of the first branch 15, the second branch 14 and the main flow path 16 are connected through a three-way pipe joint to form a loop. In this way, by switching the position of the valve core of the three-way valve, the main flow path 16 can be connected to the first branch 15 or the second branch 14 to form a loop, thereby controlling the coolant to exchange heat with the first heat exchanger 3 or the second heat exchanger 7.

[0046] See also Figure 1 In this embodiment, the main flow path 16 includes a first trunk, a second trunk, an electric drive branch 18 and a straight path 17. Among them, the first trunk is the side of the main flow path 16 connected to the three-way pipe joint, and the battery assembly 9 is connected in series on the first trunk. The second trunk is the side of the main flow path 16 connected to the first switching component 13, and the power assembly 12 is arranged on the second trunk. The electric drive branch 18 and the straight path 17 are arranged in parallel between the first trunk and the second trunk, that is, they are arranged in parallel between the downstream of the battery assembly 9 and the upstream of the power assembly 12, and the second switching component 10 is connected between the electric drive branch 18 and the straight path 17 and the battery assembly 9, the electric drive assembly 11 is arranged on the electric drive branch 18, and no components are arranged on the straight path 17. In this way, the electric drive branch 18 and / or the straight path 17 can be connected to the first trunk through the second switching component 10, providing a basis for cooling, heating and waste heat recovery of the electric drive assembly 11.

[0047] Specifically, in this embodiment, the second switching component 10 is a proportional three-way valve, and the three interfaces of the proportional three-way valve are respectively connected to the first trunk, the electric drive branch 18 and the straight path 17. For example, see Figure 1 , the first trunk is connected to port a of the proportional three-way valve, the straight passage 17 is connected to port b of the proportional three-way valve, and the electric drive branch 18 is connected to port c of the proportional three-way valve. With such a configuration, the proportional three-way valve can adjust its opening according to the operating conditions, thereby controlling the flow distribution of the coolant on the first trunk to the electric drive branch 18 and the straight passage 17, and can more accurately control the temperature of the electric drive component 11, so that the electric drive component 11 is kept at the optimal temperature, achieving the highest efficiency, and ensuring the temperature optimality of the electric drive component 11 in different modes.

[0048] In this embodiment, the power assembly 12 is used to provide power for the coolant circulation of the coolant loop system, and it can be a conventional electronic water pump.

[0049] Furthermore, in this embodiment, the power assembly 12 is a heating water pump integrated with a PTC heater. With this arrangement, the electronic water pump has a PTC heating function. When the ambient temperature is lower than a specified temperature, the water pump PTC can provide heat for the system, and the original vehicle PTC components can be omitted. The overall structure is more integrated, and the structure and the arrangement of the structure are simpler.

[0050] The integrated vehicle thermal management system provided in the above embodiment includes at least the following operating modes:

[0051] In the first operating mode, the passenger compartment is heated, the battery and electric drive are heated, and waste heat from the electric drive is recovered.

[0052] See also Figure 1 , the air outlet component 203 blows the condenser 201, the first switching component 13 switches to the ef interface passage, the g interface is disconnected, the first throttling element 4 works, and the second throttling element 6 opens with a large aperture.

[0053] In the first operation mode, the refrigerant cycle is: compressor 1→condenser 201→first heat exchanger 3→first throttling element 4→condenser evaporator 5→second throttling element 6→second heat exchanger 7→gas-liquid separator 8→compressor 1. During the refrigerant cycle, the compressor 1 compresses the refrigerant and sends it to the condenser 201. The condenser 201 dissipates heat and cools the refrigerant and releases a large amount of heat. The air outlet component 203 blows the condenser 201 to heat the passenger compartment. The first heat exchanger 3 exchanges the heat of the refrigerant to the coolant. The first throttling element 4 throttles and reduces the pressure of the refrigerant. The condenser evaporator 5 acts as an evaporator to absorb heat by evaporation. The second throttling element 6 does not work, and the second heat exchanger 7 does not exchange heat. The evaporator 202 evaporates the refrigerant into a gaseous state at a low pressure, and the gas-liquid separator 8 performs gas-liquid separation.

[0054] The coolant cycle is divided into the following three stages:

[0055] In the first stage, the vehicle is started at low temperature, and both the battery and the electric drive need to be heated. Figure 1 The coolant circulation is: power assembly 12 → first switching assembly 13 → first branch 15 (first heat exchanger 3) → battery assembly 9 → second switching assembly 10 (ac and ab passages are allocated proportionally) → electric drive assembly 11 / straight passage 17 → power assembly 12.

[0056] In the second stage, the electric drive assembly 11 reaches the specified temperature, and the oil viscosity has little effect on the agitation of the motor, see Figure 2 In this stage, the ab interface of the second switching component 10 is connected, the ac interface is disconnected, the electric drive component 11 operates to keep warm, and its coolant circulation is: power component 12→first switching component 13→first branch 15 (first heat exchanger 3)→battery component 9→second switching component 10 (ab passage)→straight passage 17→power component 12.

[0057] In the third stage, after the temperature of the electric drive component 11 is higher than the set temperature, see Figure 1 At this stage, the ab interface and the ac interface of the second switching component 10 are connected and distributed in proportion, and the coolant circulation is: power component 12→first switching component 13→first branch 15 (first heat exchanger 3)→battery component 9→second switching component 10→electric drive component 11 / straight path 17→power component 12.

[0058] During the circulation of the coolant, the power assembly 12 provides power for the coolant, and the coolant absorbs the heat of the refrigerant through the first heat exchanger 3 and transfers the heat to the battery assembly 9 and the electric drive assembly 11, thereby heating the battery assembly 9 and the electric drive assembly 11. In the third stage, the heat of the electric drive assembly 11 is transferred to the battery assembly 9 for heat recovery.

[0059] In the second operating mode, the passenger compartment is cooled and the battery and electric drive are cooled.

[0060] See also Figure 3 In the second operation mode, the air outlet component 203 blows the evaporator 202, the first switching component 13 switches to the eg interface passage, the ef interface is disconnected, the first throttling element 4 opens with a large aperture, and the second throttling element 6 works. The refrigerant cycle is: compressor 1 → condenser 201 → first heat exchanger 3 → first throttling element 4 → condenser evaporator 5 → second throttling element 6 → second heat exchanger 7 → gas-liquid separator 8 → compressor 1.

[0061] During the refrigerant circulation process, the compressor 1 compresses the refrigerant and sends it to the condenser 201. The condenser 201 dissipates heat and cools the refrigerant. The first heat exchanger 3 does not exchange heat, the first throttling element 4 does not work, the condensing evaporator 5 acts as a condenser to dissipate heat, the second throttling element 6 throttles and reduces the pressure of the refrigerant, the second heat exchanger 7 absorbs the heat of the coolant to cool the coolant, the evaporator 202 evaporates the refrigerant into a gas at low pressure, and absorbs heat from the surrounding environment to cool it, the air outlet component 203 blows the evaporator 202 to cool the passenger compartment, and the gas-liquid separator 8 performs gas-liquid separation.

[0062] The coolant circulation is: power assembly 12 → first switching assembly 13 → second branch 14 (second heat exchanger 7) → battery assembly 9 → second switching assembly 10 (ac and ab passages are allocated proportionally) → electric drive assembly 11 / straight passage 17 → power assembly 12.

[0063] During the circulation of the coolant, the power assembly 12 provides power for the coolant, and the coolant passes through the second heat exchanger 7 to exchange heat to the coolant and then cools down. After the coolant cools down, it flows through the battery assembly 9 and the electric drive assembly 11 to cool them down.

[0064] On the other hand, the embodiment of the utility model further provides a vehicle, in which the integrated vehicle thermal management system of any of the above embodiments is provided. The vehicle of this embodiment can be one of a pure electric vehicle, a hybrid vehicle, and a fuel cell vehicle. At the same time, the arrangement of the above integrated vehicle thermal management system in the vehicle can refer to the arrangement of relevant components in existing vehicles.

[0065] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0066] The above embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the utility model patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

Claims

1. An integrated vehicle thermal management system, characterized in that: Including a coolant loop system and a refrigerant loop system; The refrigerant circulation system comprises a compressor (1), a condenser (201), a first heat exchanger (3), a first throttling element (4), a condenser evaporator (5), a second throttling element (6), a second heat exchanger (7) and an evaporator (202) which are connected in series to form a loop; The coolant circulation system comprises a main flow path (16) and a first branch path (15) and a second branch path (14) connected to the main flow path (16) via a first switching component (13); the first switching component (13) is used to selectively connect the main flow path (16) and the first branch path (15) or the second branch path (14) to form a loop; a battery component (9), an electric drive component (11) and a power component (12) are arranged on the main flow path (16); the first branch path (15) is connected to the first heat exchanger (3), and the second branch path (14) is connected to the second heat exchanger (7).

2. The integrated vehicle thermal management system according to claim 1, characterized in that: The main flow path (16) comprises an electric drive branch path (18) and a straight path (17) arranged in parallel between the downstream of the battery assembly (9) and the upstream of the power assembly (12), and the electric drive assembly (11) is arranged on the electric drive branch path (18); A second switching component (10) is connected between the electric drive branch (18) and the straight passage (17) and the battery assembly (9), and the second switching component (10) is used to connect the electric drive branch (18) and / or the straight passage (17) to the battery assembly (9).

3. The integrated vehicle thermal management system according to claim 2, characterized in that: The second switching component (10) is a proportional three-way valve.

4. The integrated vehicle thermal management system according to claim 1, characterized in that: The power component (12) is a water pump.

5. The integrated vehicle thermal management system according to claim 4, characterized in that: The water pump is a heating water pump integrated with a PTC heater.

6. The integrated vehicle thermal management system according to claim 1, characterized in that: It also includes an HVAC assembly (2), wherein the HVAC assembly (2) includes an air outlet component (203) with an adjustable air outlet direction, and the air outlet component (203) is used to selectively blow the condenser (201) or the evaporator (202).

7. The integrated vehicle thermal management system according to claim 1, characterized in that: The first switching component (13) is a three-way valve.

8. The integrated vehicle thermal management system according to claim 1, characterized in that: The upstream end of the compressor (1) is connected to a gas-liquid separator (8).

9. The integrated vehicle thermal management system according to claim 1, characterized in that: The first throttling element (4) and the second throttling element (6) are both electronic expansion valves.

10. A vehicle, characterized in that: The integrated vehicle thermal management system comprises the one described in any one of claims 1-9.

Images