Vehicle thermal management system and charging pile and vehicle linkage thermal management system

Abstract

The utility model provides a vehicle thermal management system and a charging pile and vehicle linkage thermal management system, the vehicle thermal management system comprises a first communication mechanism, a vehicle end inflow interface, a vehicle end outflow interface and at least two first component heat exchange branches; the first component heat exchange branches are used for exchanging heat with different components in the vehicle in a one-to-one correspondence manner when a heat exchange medium is introduced; the first communication mechanism can communicate any number of first component heat exchange branches between the vehicle end inflow connector and the vehicle end outflow connector so that heat exchange media flowing into the vehicle end inflow connector can be guided into the corresponding first component heat exchange branches, and then the heat exchange media in the corresponding first component heat exchange branches can be guided out from the vehicle end outflow connector. According to the technical scheme, the charging pile can be used for managing heat of more than two parts of the vehicle so as to meet cooling or heating requirements of the parts, so that energy of the vehicle does not need to be consumed, and energy consumption of the vehicle can be reduced.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicle thermal management, and specifically relates to a vehicle thermal management system and a charging pile and vehicle linkage thermal management system. Background Art

[0002] At present, with the rapid development of new energy electric vehicles, the number of electric vehicles is increasing, and users have higher and higher requirements for the charging speed of electric vehicles. Fast charging of electric vehicles has become an inevitable development trend. As the charging power gradually increases, the heat generated by the battery is getting bigger and bigger. Due to the limitation of space structure, the thermal management system of electric vehicles can no longer meet the cooling needs of the battery during fast charging. Therefore, the inability to eliminate the heat of the battery in time during fast charging is one of the important reasons limiting the fast charging speed.

[0003] The existing related technologies disclose a solution of using an external device such as a charging pile's cooling and heat exchange medium to cool the battery in the vehicle. However, the vehicle not only needs to cool the battery, but also needs to cool or heat other components, such as the vehicle's motor and electronic control and the in-vehicle evaporator, and the vehicle's in-vehicle condenser. Among them, the cooling requirements of the vehicle's motor and electronic control and the in-vehicle evaporator, as well as the heating requirements of the vehicle's in-vehicle condenser, are currently generally achieved by utilizing the vehicle's own energy, but this will increase the vehicle's energy consumption. Utility Model Content

[0004] Therefore, the utility model provides a vehicle thermal management system and a charging pile and vehicle linkage thermal management system, which can solve the technical problem that the vehicle thermal management system in the prior art can only use the heat exchange medium of external equipment to cool a single component in the vehicle, but cannot meet the cooling or heating needs of other components, resulting in high energy consumption of the vehicle.

[0005] In order to solve the above problems, the utility model provides a vehicle thermal management system, which includes a first connecting mechanism, a vehicle-end inlet interface, a vehicle-end outlet interface and at least two first component heat exchange branches; each first component heat exchange branch is used to exchange heat with different components in the vehicle one by one when a heat exchange medium is introduced, and cool the corresponding component when the heat exchange medium is a cooling medium, and heat the corresponding component when the heat exchange medium is a heat carrier medium;

[0006] Among them, the first connecting mechanism is capable of connecting any number of first component heat exchange branches between the vehicle-end inlet interface and the vehicle-end outlet interface, so as to guide the heat exchange medium flowing into the vehicle-end inlet interface into the corresponding first component heat exchange branch, and then guide the heat exchange medium in the corresponding first component heat exchange branch out from the vehicle-end outlet interface.

[0007] In some embodiments, when the first connecting mechanism connects more than two of the first component heat exchange branches between the vehicle-end inlet interface and the vehicle-end outlet interface, each of the first component heat exchange branches between the vehicle-end inlet interface and the vehicle-end outlet interface remains connected in series or in parallel.

[0008] In some embodiments, the first connecting mechanism includes a first multi-way valve, and both ends of each first component heat exchange branch, the vehicle-end inlet interface, and the vehicle-end outlet interface are all connected to the first multi-way valve;

[0009] Wherein, the first connecting mechanism connects any number of first component heat exchange branches to between the vehicle-end inlet interface and the vehicle-end outlet interface through the first multi-way valve.

[0010] In some embodiments, each of the first component heat exchange branches includes a battery heat exchange branch, and the battery heat exchange branch is used to exchange heat with a battery in the vehicle when a heat exchange medium is introduced;

[0011] And / or, each of the first component heat exchange branches includes an in-vehicle evaporator heat exchange branch, and the in-vehicle evaporator heat exchange branch is used to exchange heat with the in-vehicle evaporator when a heat exchange medium is introduced;

[0012] And / or, each of the first component heat exchange branches includes a motor and electronic control heat exchange branch, and the motor and electronic control heat exchange branch is used to exchange heat with the motor and electronic control in the vehicle when a heat exchange medium is introduced;

[0013] And / or, each of the first component heat exchange branches includes an in-vehicle condenser heat exchange branch, and the in-vehicle condenser heat exchange branch is used to exchange heat with the in-vehicle condenser when a heat exchange medium is introduced.

[0014] An embodiment of the utility model further provides a charging pile and vehicle linkage thermal management system, which comprises a charging pile and any one of the above-mentioned vehicle thermal management systems;

[0015] Among them, the charging pile includes a pile end inlet interface, a pile end outlet interface and a heat exchange device, the pile end outlet interface is used to communicate with the vehicle end inlet interface to introduce the heat exchange medium of the heat exchange device into the vehicle end inlet interface; the pile end inlet interface is used to communicate with the vehicle end outlet interface to receive the heat exchange medium of the vehicle end outlet interface.

[0016] In some embodiments, the heat exchange device has a first heat exchange channel, and the heat exchange device provides the heat exchange medium through the first heat exchange channel.

[0017] In some embodiments, the charging pile further includes a second connecting mechanism and at least two second component heat exchange branches, each of the second component heat exchange branches is used to perform heat exchange on different components in the charging pile one by one when a heat exchange medium is introduced, and to cool the corresponding components when the heat exchange medium is a cooling medium, and to heat the corresponding components when the heat exchange medium is a heat carrier medium;

[0018] Among them, the second connecting mechanism can connect any number of second component heat exchange branches to the first heat exchange channel to introduce the heat exchange medium of the first heat exchange channel into the corresponding second component heat exchange branch; the second connecting mechanism can also connect the pile end inlet interface to one end of the first heat exchange channel, and connect the pile end outlet interface to the other end of the first heat exchange channel, so as to introduce the heat exchange medium of the first heat exchange channel into the pile end outlet interface, and return the heat exchange medium of the pile end outlet interface to the first heat exchange channel.

[0019] In some embodiments, when the second connecting mechanism connects two or more second component heat exchange branches to the first heat exchange channel, the second component heat exchange branches connected to the first heat exchange channel are connected in series or in parallel.

[0020] In some embodiments, the second communication mechanism includes a second multi-way valve, and both ends of each of the second component heat exchange branches, the pile end inlet interface and the pile end outlet interface are all connected to the second multi-way valve;

[0021] Among them, the second connecting mechanism connects any number of second component heat exchange branches to the first heat exchange channel through the second multi-way valve; and the second connecting mechanism also connects the pile end inlet interface to one end of the first heat exchange channel through the second multi-way valve, and connects the pile end outlet interface to the other end of the first heat exchange channel.

[0022] In some embodiments, the heat exchange device further comprises a compressor, a four-way valve, a first heat exchanger, a throttling device, and a second heat exchanger;

[0023] The first heat exchanger has a second heat exchange channel and the first heat exchange channel, and the compressor, the second heat exchanger, the throttling element, the second heat exchange channel and the four-way valve are connected to form a refrigerant circulation loop;

[0024] The refrigerant circulation loop performs heat exchange with the first heat exchange channel through the second heat exchange channel to heat or cool the heat exchange medium in the first heat exchange channel.

[0025] The vehicle thermal management system and the charging pile and vehicle linkage thermal management system provided by the utility model have the following beneficial effects:

[0026] 1. Compared with the vehicle thermal management system in the prior art that can only use the heat exchange medium of external equipment such as charging piles to cool a single component in the vehicle, such as a battery, the vehicle thermal management system of the utility model has more than two first component heat exchange branches, which can use external heat exchange medium to manage the heat of more than two components of the vehicle to meet the cooling or heating needs of each component, thereby eliminating the need to consume the vehicle's own energy, thereby reducing the vehicle's energy consumption.

[0027] 2. The thermal management systems of the charging pile and the vehicle can be linked through heat exchange media to achieve comprehensive heat management and transfer part of the vehicle's thermal management load to the charging pile thermal management system. This can effectively reduce the cost, weight, noise, functional logic, reliability, etc. of the vehicle's thermal management unit (its component selection does not need to be compatible with large-load heat dissipation). BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the implementation of the utility model or the technical solution in the prior art, the following is a brief introduction to the drawings required for the implementation or the prior art description. The drawings described below are only exemplary, and for ordinary technicians in this field, other implementation drawings can be derived from the provided drawings without creative work.

[0029] Figure 1 is a schematic diagram showing a connection between a charging pile and a vehicle;

[0030] Figure 2 is a schematic diagram of a vehicle thermal management system of the present utility model;

[0031] Figure 3 It is a schematic diagram of the charging pile thermal management unit of the utility model;

[0032] Figure 4 It is a schematic diagram of the thermal management system that links the charging pile with the vehicle.

[0033] The accompanying drawings are marked as follows:

[0034] 1. Vehicle-end inlet interface; 2. Vehicle-end outlet interface; 3. First component heat exchange branch; 4. Pile-end outlet interface; 5. Pile-end inlet interface; 6. Second component heat exchange branch; 10. Vehicle thermal management system; 11. Relay; 12. Battery; 1110-Charging gun; 20. Charging pile thermal management unit; 31. Battery heat exchange branch; 32. In-vehicle evaporator heat exchange branch; 33. In-vehicle condenser heat exchange branch; 34. Out-vehicle heat exchange branch; 35. Motor electronic control heat exchange branch; 61. Charging gun heat exchange branch; 62. Electric pile heat exchange branch; 110. First compressor; 111. Compressor; 112. Four-way valve; 210. First gas-liquid separator; 211. Second gas-liquid separator; 310. First throttling device; 311. Throttling device ; 410, first A heat exchanger; 411, second A heat exchanger; 412, first heat exchanger; 510, first water pump; 511, second water pump; 512, third water pump; 610, battery cold plate; 710, first multi-way valve; 711, second multi-way valve; 810, in-vehicle evaporator; 811, in-vehicle condenser; 813, second heat exchanger; 1010, cooling gun interface; 1011, cooling gun; 1210, electric pile cooling plate; 4101, a heat exchange channel of the first A heat exchanger; 4102, another heat exchange channel of the first A heat exchanger; 4111, a heat exchange channel of the second A heat exchanger; 4112, another heat exchange channel of the second A heat exchanger; 4121, first heat exchange channel; 4122, second heat exchange channel. DETAILED DESCRIPTION

[0035] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means a limitation on the utility model and its application or use. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the utility model.

[0036] In the description of the present utility model, it needs to be understood that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings, and are only for the convenience of describing the present utility model and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the device or element referred to must have a specific direction or be constructed and operated in a specific direction, and therefore cannot be understood as limiting the scope of protection of the present utility model; the directional words "inside and outside" refer to the inside and outside relative to the contours of each component itself.

[0037] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0038] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above terms have no special meaning and therefore cannot be understood as limiting the scope of protection of the utility model.

[0039] See also Figure 1-2 As shown, according to an embodiment of the utility model, a vehicle thermal management system 10 is provided, which includes a first connecting mechanism, a vehicle-end inlet interface 1, a vehicle-end outlet interface 2 and at least two first component heat exchange branches 3. Each first component heat exchange branch 3 is used to exchange heat with different components in the vehicle one by one when a heat exchange medium is introduced, and to cool the corresponding component when the heat exchange medium is a cooling medium, and to heat the corresponding component when the heat exchange medium is a heat carrier medium. Among them, the first connecting mechanism can connect any number of first component heat exchange branches 3 between the vehicle-end inlet interface 1 and the vehicle-end outlet interface 2, so as to guide the heat exchange medium flowing into the vehicle-end inlet interface 1 into the corresponding first component heat exchange branch 3, and then export the heat exchange medium in the corresponding first component heat exchange branch 3 from the vehicle-end outlet interface 2. It should be noted here that the "corresponding first component heat exchange branch" here refers to the first component heat exchange branch connected between the vehicle-end inlet interface 1 and the vehicle-end outlet interface 2. For ease of understanding, the first heat exchange branch connected between the vehicle-end inlet interface 1 and the vehicle-end outlet interface 2 can be called heat exchange branch A. After the heat exchange medium flows into the vehicle-end inlet interface 1, it can flow into the heat exchange branch A and then flow out from the vehicle-end outlet interface 2.

[0040] The heat exchange medium flowing into the vehicle-end inlet interface 1 can be a cooling medium or a heat medium. When the cooling medium is introduced into the first component heat exchange branch 3, the corresponding component can be cooled by the cooling capacity of the cooling medium, so that the temperature of the corresponding component is reduced. When the heat medium is introduced into the first component heat exchange branch 3, the corresponding component can be heated by the heat of the heat medium, so that the temperature of the corresponding component is increased.

[0041] In the above example, when the heat exchange medium is a cooling medium and the components on the first component heat exchange branch 3 have a cooling demand, the first connecting mechanism connects each first component heat exchange branch 3 with a cooling demand between the vehicle-end inlet interface 1 and the vehicle-end outlet interface 2. When the heat exchange medium is a heat-carrying medium and the components on the first component heat exchange branch 3 have a heating demand, the first connecting mechanism connects each first component heat exchange branch 3 with a heating demand between the vehicle-end inlet interface 1 and the vehicle-end outlet interface 2.

[0042] Compared with the vehicle thermal management system in the prior art that can only use the heat exchange medium of external equipment such as a charging pile to cool a single component in the vehicle, such as a battery 12, the vehicle thermal management system 10 of the utility model has more than two first component heat exchange branches 3, which can use external heat exchange medium to manage the heat of more than two components of the vehicle to meet the cooling or heating needs of each component, without consuming the vehicle's own energy, thereby reducing the vehicle's energy consumption.

[0043] In some embodiments, when the aforementioned first connecting mechanism connects two or more first component heat exchange branches 3 between the vehicle-end inlet interface 1 and the vehicle-end outlet interface 2, each first component heat exchange branch 3 between the vehicle-end inlet interface 1 and the vehicle-end outlet interface 2 is kept in series or in parallel. Preferably, each first component heat exchange branch 3 between the vehicle-end inlet interface 1 and the vehicle-end outlet interface 2 is kept in series, which can reduce the use of pump bodies on the pipeline and reduce costs.

[0044] In some embodiments, Figure 2 As shown, the aforementioned first connecting mechanism may include a first multi-way valve 710, and both ends of the aforementioned first component heat exchange branches 3, the vehicle-end inlet interface 1, and the vehicle-end outlet interface 2 are all connected to the first multi-way valve 710. The first connecting mechanism connects any number of first component heat exchange branches 3 to between the vehicle-end inlet interface 1 and the vehicle-end outlet interface 2 through the first multi-way valve 710.

[0045] It should be noted here that: in order to enable the first multi-way valve 710 to connect any number of first component heat exchange branches 3 to the vehicle-end inlet interface 1 and the vehicle-end outlet interface 2, the two ends of each of the aforementioned first component heat exchange branches 3, the vehicle-end inlet interface 1 and the vehicle-end outlet interface 2 should each be connected to a suitable interface of the first multi-way valve 710, and the specific connection method is the existing technology and will not be repeated here.

[0046] In a specific application example, the first multi-way valve 710 may be a sixteen-way water valve.

[0047] In some embodiments, Figure 2 As shown, each of the aforementioned first component heat exchange branches 3 may include a battery heat exchange branch 31, which is used to exchange heat with the battery 12 in the vehicle when a heat exchange medium is introduced. For example, when the battery 12 is fast charged, the temperature of the battery 12 is too high and needs to be cooled down. At this time, the cooling medium in the charging pile can be introduced into the battery heat exchange branch 31 to cool the battery 12. Of course, in winter, if the temperature of the battery 12 is too low and needs to be heated, the heat-carrying medium in the charging pile can also be introduced into the battery heat exchange branch 31 to heat the battery 12. It should be noted here that the battery 12 has a battery cold plate 610, and the battery 12 can exchange heat with the battery heat exchange branch 31 through the battery cold plate 610. Among them, the battery cold plate 610 can be connected in series to the battery heat exchange branch 31.

[0048] In some embodiments, Figure 2 As shown, the aforementioned heat exchange branches 3 of each first component may include an in-vehicle evaporator heat exchange branch 32, and the in-vehicle evaporator heat exchange branch 32 is used to exchange heat with the in-vehicle evaporator 810 when a heat exchange medium is introduced. For example, when charging the battery 12 of the vehicle, the in-vehicle air conditioner can be turned off at this time, and then the cold medium in the charging pile is introduced into the in-vehicle evaporator heat exchange branch 32 to cool the in-vehicle evaporator 810; then the low-temperature in-vehicle evaporator 810 can be used to cool the passenger compartment of the vehicle. Among them, since the cold capacity of the cold medium in the charging pile is used to cool the passenger compartment of the vehicle, the energy consumption of the vehicle itself can be saved. It should be noted here that the in-vehicle evaporator 810 can have a heat exchange flow channel, and the in-vehicle evaporator 810 can be connected in series to the in-vehicle evaporator heat exchange branch 32 through its heat exchange flow channel, so that the in-vehicle evaporator heat exchange branch 32 can exchange heat with the in-vehicle evaporator 810 when the heat exchange medium is introduced.

[0049] In some embodiments, Figure 2As shown, the aforementioned heat exchange branches 3 of each first component may include a motor and electronic control heat exchange branch 35, and the motor and electronic control heat exchange branch 35 is used to exchange heat with the motor and electronic control in the vehicle when a heat exchange medium is introduced. For example, when charging the battery 12, the cooling medium in the charging pile can be introduced into the motor and electronic control heat exchange branch 35 to cool down the motor and electronic control of the vehicle. Among them, since the cooling capacity of the cooling medium in the charging pile is used to cool down the motor and electronic control of the vehicle, the energy consumption of the vehicle itself can be saved. It should be noted here that: the motor and the electronic control can both have heat exchange channels, and the motor and the electronic control are connected in series to the motor and electronic control heat exchange branch 35 through their respective heat exchange channels, so that the motor and electronic control heat exchange branch 35 can exchange heat with the motor and the electronic control when the heat exchange medium is introduced.

[0050] In some embodiments, each of the aforementioned first component heat exchange branches 3 may include an in-vehicle condenser heat exchange branch 33, which is used to exchange heat with the in-vehicle condenser 811 when a heat exchange medium is introduced. For example, when charging the battery 12 of the vehicle, the in-vehicle air conditioner can be turned off at this time, and then the heat-carrying medium in the charging pile is introduced into the in-vehicle condenser heat exchange branch 33 to heat the in-vehicle condenser 811; then the high-temperature in-vehicle condenser 811 can be used to heat the passenger compartment of the vehicle. Among them, since the heat of the heat-carrying medium in the charging pile is used to heat the passenger compartment of the vehicle, the energy consumption of the vehicle itself can be saved. It should be noted here that the in-vehicle condenser 811 can have a heat exchange flow channel, and the in-vehicle condenser 811 can be connected in series to the in-vehicle condenser heat exchange branch 33 through its heat exchange flow channel, so that the in-vehicle condenser heat exchange branch 33 can exchange heat with the in-vehicle condenser 811 when the heat exchange medium is introduced.

[0051] In some embodiments, the aforementioned first component heat exchange branches 3 may also include seat heat exchange branches, which are used to exchange heat with the seat when a heat exchange medium is introduced, for example, the seat can be cooled when a cooling medium is introduced in summer, and the seat can be heated when a heat medium is introduced in winter. It should be noted that the seat may have a heat exchange flow channel, and the seat may be connected in series to the seat heat exchange branch through its heat exchange flow channel, so that the seat heat exchange branch can exchange heat with the seat when a heat exchange medium is introduced.

[0052] In some embodiments, Figure 2As shown, the aforementioned vehicle thermal management system 10 may also include a first compressor 110, a first A heat exchanger 410, a first throttle 310 and a second A heat exchanger 411, the first A heat exchanger 410 and the second A heat exchanger 411 are both double-channel heat exchangers, the first compressor 110, a heat exchange channel 4111 of the second A heat exchanger, the first throttle 310 and a heat exchange channel 4101 of the first A heat exchanger are sequentially connected to form a refrigerant circulation loop. Among them, the suction end of the first compressor 110 may be provided with a first gas-liquid separator 210, and the first throttle 310 may be a throttle valve. Among them, both ends of the other heat exchange channel 4102 of the first A heat exchanger are connected to the aforementioned first multi-way valve 710, and the first multi-way valve 710 can connect the other heat exchange channel 4102 of the first A heat exchanger to the aforementioned vehicle-end inlet interface 1 and vehicle-end outlet interface 2. Both ends of the other heat exchange channel 4112 of the second A heat exchanger are also connected to the aforementioned first multi-way valve 710, and the first multi-way valve 710 can connect the other heat exchange channel 4112 of the second A heat exchanger to the aforementioned vehicle-end inlet interface 1 and vehicle-end outlet interface 2. A first water pump 510 can be provided on the pipeline of the other heat exchange channel 4102 of the first A heat exchanger. A second water pump 511 can be provided on the pipeline of the other heat exchange channel 4112 of the second A heat exchanger.

[0053] It should be noted here that both the first A heat exchanger 410 and the second A heat exchanger 411 may be plate heat exchangers.

[0054] like Figure 4 As shown, the utility model also provides a charging pile and vehicle linkage thermal management system, which may include a charging pile and any of the above-mentioned vehicle thermal management systems 10. Among them, the charging pile includes a pile end inlet interface 5, a pile end outlet interface 4 and a heat exchange device. The pile end outlet interface 4 is used to communicate with the aforementioned vehicle end inlet interface 1 to introduce the heat exchange medium of the heat exchange device into the vehicle end inlet interface 1. The pile end inlet interface 5 is used to communicate with the aforementioned vehicle end outlet interface 2 to receive the heat exchange medium of the vehicle end outlet interface 2.

[0055] In the above example, the heat exchange device in the charging pile has a heat exchange medium, which can be a cooling medium or a heat medium. The heat exchange medium of the heat exchange device can flow into the pile end outlet interface 4, then flow into the vehicle end inlet interface 1 through the pile end outlet interface 4, and then flow into the corresponding first component heat exchange branch 3 under the action of the first connecting mechanism to exchange heat for the corresponding components in the vehicle; the heat exchange medium flowing out of the first component heat exchange branch 3 flows to the vehicle end outlet interface 2, and then flows back to the pile end inlet interface 5; the heat exchange medium flowing into the pile end inlet interface 5 can flow back into the heat exchange device to form a circulation of the heat exchange medium.

[0056] Among them, the thermal management systems of the charging pile and the vehicle can be linked through heat exchange media to achieve comprehensive heat management and transfer part of the vehicle's thermal management load to the charging pile thermal management system. This can effectively reduce the cost, weight, noise, functional logic, reliability, etc. of the vehicle's thermal management unit (its component selection does not need to be compatible with large-load heat dissipation).

[0057] In some embodiments, the aforementioned heat exchange device may have a first heat exchange channel 4121 , and the heat exchange device provides heat exchange medium through the first heat exchange channel 4121 .

[0058] In some embodiments, the aforementioned charging pile may further include a second connecting mechanism and at least two second component heat exchange branches 6. Each second component heat exchange branch 6 is used to perform heat exchange on different components in the charging pile one by one when the heat exchange medium is introduced, and to cool the corresponding components when the heat exchange medium is a cooling medium, and to heat the corresponding components when the heat exchange medium is a heat-carrying medium. Among them, the second connecting mechanism can connect any number of second component heat exchange branches 6 to the first heat exchange channel 4121 to introduce the heat exchange medium of the first heat exchange channel 4121 into the corresponding second component heat exchange branch 6. It should be noted here that the "corresponding second component heat exchange branch" here refers to the second component heat exchange branch connected to the first heat exchange channel 4121. For ease of understanding, the second component heat exchange branch connected to the first heat exchange channel 4121 can be referred to as heat exchange branch B, and the heat exchange medium of the first heat exchange channel 4121 can flow into heat exchange branch B.

[0059] The second connecting mechanism can also connect the pile end inlet interface 5 to one end of the first heat exchange channel 4121, and connect the pile end outlet interface 4 to the other end of the first heat exchange channel 4121, so as to introduce the heat exchange medium of the first heat exchange channel 4121 into the pile end outlet interface 4, and return the heat exchange medium of the pile end outlet interface 4 to the first heat exchange channel 4121.

[0060] In the above example, the charging pile can not only use the heat exchange medium to realize linkage with the vehicle to heat or cool the relevant components in the vehicle; it can also perform heat exchange, such as cooling, on the relevant components inside itself.

[0061] In a specific application example, when the second connecting mechanism connects more than two second component heat exchange branches 6 to the first heat exchange channel 4121, the second component heat exchange branches 6 connected to the first heat exchange channel 4121 are kept in series or in parallel. Preferably, the second component heat exchange branches 6 connected to the first heat exchange channel 4121 are kept in series, which can reduce the use of pump bodies on the pipeline and reduce costs.

[0062] In some embodiments, Figure 3As shown, the aforementioned second connecting mechanism may include a second multi-way valve 711, and both ends of each second component heat exchange branch 6, the pile end inlet interface 5 and the pile end outlet interface 4 are connected to the second multi-way valve 711. The second connecting mechanism connects any number of second component heat exchange branches 6 to the first heat exchange channel 4121 through the second multi-way valve 711; and the second connecting mechanism also connects the pile end inlet interface 5 to one end of the first heat exchange channel 4121 through the second multi-way valve 711, and connects the pile end outlet interface 4 to the other end of the first heat exchange channel 4121.

[0063] It should be noted here that: in order to enable the second multi-way valve 711 to connect any number of second component heat exchange branches 6 to the first heat exchange channel 4121; and also to connect the pile end inlet interface 5 to one end of the first heat exchange channel 4121, and to connect the pile end outlet interface 4 to the other end of the first heat exchange channel 4121, the two ends of each of the aforementioned second component heat exchange branches 6, the pile end inlet interface 5 and the pile end outlet interface 4 should each be connected to a suitable interface of the second multi-way valve 711, and the specific connection method is the existing technology and will not be repeated here.

[0064] In a specific application example, the second multi-way valve 711 may be an eight-way water valve.

[0065] In some embodiments, Figure 3 and Figure 4 As shown, the aforementioned heat exchange branches 6 of each second component may include a charging gun heat exchange branch 61, and the charging gun heat exchange branch 61 is used to exchange heat with the charging gun 1110 when a heat exchange medium is introduced. For example, when a cold medium is introduced, the charging gun 1110 can be cooled to reduce the temperature of the charging gun 1110. It should be noted here that the charging gun 1110 has a heat exchange flow channel, and the charging gun 1110 can be connected in series to the charging gun heat exchange branch 61 through its heat exchange flow channel, so that the charging gun heat exchange branch 61 can exchange heat with the charging gun 1110 when a heat exchange medium is introduced.

[0066] In some embodiments, Figure 3 and Figure 4 As shown, the aforementioned heat exchange branches 6 of each second component may include a heat exchange branch 62 for electric piles, and the heat exchange branch 62 for electric piles is used to exchange heat with the electric piles when a heat exchange medium is introduced, for example, when a cooling medium is introduced, the electric piles can be cooled to cool the electric piles. It should be noted here that the electric piles have a cooling plate 1210 for electric piles, and the electric piles can exchange heat with the heat exchange branch 62 for electric piles through the cooling plate 1210 for electric piles. Among them, the cooling plate 1210 for electric piles can be connected in series to the heat exchange branch 62 for electric piles.

[0067] In some embodiments, Figure 3 and Figure 4As shown, the aforementioned heat exchange device may also include a compressor 111, a four-way valve 112, a first heat exchanger 412, a throttle 311 and a second heat exchanger 813. The first heat exchanger 412 has a second heat exchange channel 4122 and the aforementioned first heat exchange channel 4121. The compressor 111, the second heat exchanger 813, the throttle 311, the second heat exchange channel 4122 and the four-way valve 112 are connected to form a refrigerant circulation loop. The refrigerant circulation loop performs heat exchange with the first heat exchange channel 4121 through the second heat exchange channel 4122 to heat or cool the heat exchange medium in the first heat exchange channel 4121. When the second heat exchange channel 4122 cools the heat exchange medium in the first heat exchange channel 4121, the heat exchange medium can be made into a cooling medium. When the second heat exchange channel 4122 heats the heat exchange medium in the first heat exchange channel 4121, the heat exchange medium can be made into a heat carrier medium.

[0068] In the above example, by setting a refrigerant circulation loop formed by connecting the compressor 111, the second heat exchanger 813, the throttling device 311, the second heat exchange channel 4122 and the four-way valve 112, the heat exchange device can provide both a cooling medium and a heat medium. Among them, the first heat exchanger 412 and the second heat exchanger 813 can both be plate heat exchangers, the second gas-liquid separator 211 can be provided at the air intake of the compressor 111, and the throttling device 311 can be a throttle valve.

[0069] The charging pile has a charging pile thermal management unit 20. Figure 3 A schematic diagram of a charging pile thermal management unit 20 is shown.

[0070] It should be noted here that the heat exchange medium in the present invention can be a vehicle coolant, including but not limited to ethylene glycol solutions with different concentration ratios.

[0071] Among them, the charging pile and vehicle linkage thermal management system of the utility model has at least the following advantages:

[0072] 1) The problem of limited heat dissipation due to space constraints of the entire vehicle is solved.

[0073] Specifically, due to the limited space of the vehicle, the size of the vehicle heat exchanger is limited (its windward area, etc.), and the heat exchange capacity of the vehicle is limited. However, when the thermal management system of the charging pile and the vehicle, such as a new energy vehicle, is linked through the heat exchange medium, the thermal management of the vehicle can be transferred to the charging pile and is no longer limited by space.

[0074] It can reduce the cost of vehicles and the selection of vehicle thermal management components.

[0075] Specifically: If the thermal management system of new energy vehicles on the market is to be compatible with high-power fast charging, the system selection configuration will inevitably be improved, and the compressor displacement, heat exchanger size, fan, etc. will be increased. However, when the thermal management systems of the charging pile and the new energy vehicle are linked through the heat exchange medium, the vehicle's thermal management can be transferred to the charging pile without changing the thermal management system configuration of the new energy vehicle.

[0076] It solves the problem of not being able to meet the heat dissipation needs of fast-charging batteries due to vehicle space limitations and thermal management configuration, and reduces restrictions on the development of fast charging.

[0077] Specifically: If the thermal management system of new energy vehicles on the market is to be compatible with high-power fast charging, the system selection configuration will inevitably be improved, the compressor displacement, heat exchanger size, fan, etc., but there is no space for placement. In other words, it cannot meet the heat dissipation requirements during high-power fast charging.

[0078] The problem of low energy efficiency under high load and limited selection of condensers and compressors due to space limitations is solved.

[0079] Specifically: If the thermal management system of new energy vehicles on the market is to be compatible with high-power fast charging, the system selection configuration will inevitably be improved, the compressor displacement, heat exchanger size, fan, etc. Even in this case, its various components will work in an extremely inefficient state, sacrificing energy efficiency to meet demand.

[0080] The problem of large battery loss and high power output to the thermal management unit for battery heat dissipation is solved.

[0081] Specifically: The new energy vehicles currently on the market use the vehicle's own thermal management system to dissipate heat when charging. The energy used to operate the vehicle system is the electrical energy of the new energy vehicle battery. That is to say, the battery must be charged and discharged at the same time to supply the thermal management system for operation, which causes great damage to the battery.

[0082] The vehicle's battery can dissipate heat better, and the flow rate of the heat exchange medium can be faster, without being restricted by the water pump in the vehicle.

[0083] Specifically: The thermal management system of new energy vehicles on the market currently uses a low-voltage 12V, 12L / min water pump to provide battery heat dissipation, and the water pump power exceeds 100W. Due to the resistance of the battery cold plate 610 in the vehicle, the power of the water pump increases exponentially with the increase of the flow rate of the heat exchange medium (coolant). Currently, the flow rate and flow velocity of the on-board water pump are limited. However, when the two thermal management systems of the charging pile and the new energy vehicle are linked by the heat exchange medium, the thermal management of the vehicle is transferred to the charging pile, and the power of the heat exchange medium will be directly provided by the water pump in the charging pile without being restricted.

[0084] For ease of understanding, the overall structure of the utility model is described below, and its working principle is explained.

[0085] Figure 1 It shows a schematic diagram of the connection between the charging pile and the vehicle for thermal management linkage of the utility model, which shows the basic principle structure diagram of the thermal management linkage between the charging pile and the whole vehicle, and intuitively demonstrates the actual use status of the thermal management system of the charging pile and the vehicle linkage.

[0086] When the vehicle is fast-charged, the charging pile thermal management unit 20 in the charging pile operates to perform heat management on the electric pile cooling plate 1210, the charging gun 1110 and the cooling gun 1011, and the battery 12 is cooled by linking the charging gun 1110 with the vehicle thermal management system 10. It should be noted here that the charging pile has a cooling gun 1011, and the aforementioned pile-end inlet interface 5 and the pile-end outlet interface 4 are both arranged on the plug of the cooling gun 1011. The aforementioned vehicle-end inlet interface 1 and vehicle-end outlet interface 2 are both arranged on the vehicle, and the two cooperate to form a cooling gun interface 1010 for the plug of the cooling gun 1011 to connect. When the plug of the cooling gun 1011 is plugged into the cooling gun interface 1010 on the vehicle, the vehicle-end inlet interface 1 is connected to the pile-end outlet interface 4, and the vehicle-end outlet interface 2 is connected to the pile-end inlet interface 5.

[0087] Figure 2 The figure shows a schematic diagram of a vehicle thermal management system 10, which is mainly composed of a refrigerant circuit (refrigerant circuit) and a heat exchange medium circuit. The first multi-way valve 710 is switched to realize the comprehensive heat management of the battery cold plate 610, the in-vehicle evaporator 810, the in-vehicle condenser 811, the out-vehicle heat exchanger 812, the motor and electronic control, and the cooling gun interface 1010.

[0088] Refrigerant circuit (refrigerant circuit): the exhaust port of the first compressor 110 is connected to the refrigerant inlet of a heat exchange channel 4111 of the second A heat exchanger, the refrigerant outlet of the heat exchange channel 4111 of the second A heat exchanger is connected to the first throttling device 310, the other end of the first throttling device 310 is connected to the refrigerant inlet of a heat exchange channel 4101 of the first A heat exchanger, the refrigerant outlet of the heat exchange channel 4101 of the first A heat exchanger is connected to the inlet of the first gas-liquid separator 210, and the outlet of the first gas-liquid separator 210 is connected to the suction port of the first compressor 110.

[0089] Refrigerant circuit: the refrigerant outlet of another heat exchange channel 4102 of the first A heat exchanger is connected to the inlet of the first water pump 510, the outlet of the first water pump 510 is connected to the first multi-way valve 710, and the refrigerant inlet of another heat exchange channel 4102 of the first A heat exchanger is connected to the first multi-way valve 710; the refrigerant outlet of another heat exchange channel 4112 of the second A heat exchanger is connected to the inlet of the second water pump 511, the outlet of the second water pump 511 is connected to the first multi-way valve 710, and the refrigerant inlet of another heat exchange channel 4112 of the second A heat exchanger is connected to the first multi-way valve 710; both ends of the battery heat exchange branch 31 are connected to the first multi-way valve 710, the battery 12 has a battery cold plate 610, and the battery cold plate 610 can be connected in series to the battery heat exchange branch 31. Both ends of the in-vehicle evaporator heat exchange branch 32 are connected to the first multi-way valve 710, and the in-vehicle evaporator 810 can be connected in series to the in-vehicle evaporator heat exchange branch 32 through its own heat exchange flow channel. Both ends of the in-vehicle condenser heat exchange branch 33 are connected to the first multi-way valve 710, and the in-vehicle condenser 811 can be connected in series to the in-vehicle condenser heat exchange branch 33 through its own heat exchange flow channel. Both ends of the out-vehicle heat exchange branch 34 are connected to the first multi-way valve 710, and the out-vehicle heat exchanger 812 can be connected in series to the out-vehicle heat exchange branch 34 through its own heat exchange flow channel. Both ends of the motor electronic control heat exchange branch 35 are connected to the first multi-way valve 710, and the motor and the electronic control can be connected in series to the motor electronic control heat exchange branch 35 through their own heat exchange flow channels. The vehicle-end inlet interface 1 and the vehicle-end outlet interface 2 are both connected to the first multi-way valve 710.

[0090] Figure 3 The figure shows a schematic diagram of a charging pile thermal management unit, which is mainly composed of a refrigerant circuit (refrigerant circuit) and a coolant circuit. The comprehensive heat management of the charging gun 1110, the charging pile cooling plate 1210, the first heat exchanger 412 and the cooling gun 1011 is achieved by switching the second multi-way valve 711.

[0091] Refrigerant circuit (refrigerant circuit): the compressor 11, the second heat exchanger 813, the throttling device 311, the second heat exchange channel 4122 and the four-way valve 112 are connected in sequence to form a refrigerant circulation circuit.

[0092] Refrigerant circuit: The refrigerant outlet of the first heat exchange channel 4121 of the first heat exchanger is connected to the inlet of the third water pump 512, the outlet of the third water pump 512 is connected to the second multi-way valve 711, and the refrigerant inlet of the first heat exchange channel 4121 is connected to the second multi-way valve 711; both ends of the electric pile heat exchange branch 62 are connected to the second multi-way valve 711, and the electric pile has an electric pile cooling plate 1210, which can be connected in series to the electric pile heat exchange branch 62. Both ends of the charging gun heat exchange branch 61 are connected to the second multi-way valve 711, and the charging gun 1110 can be connected in series to the charging gun heat exchange branch 61 through its own heat exchange flow channel. The pile end inlet interface 5 and the pile end outlet interface 4 are both connected to the second multi-way valve 711.

[0093] Figure 4 The figure shows a schematic diagram of a charging pile and vehicle linkage thermal management system, which can switch any mode required by the whole vehicle and can meet the comprehensive thermal management requirements of various situations in actual use. However, in combination with the relevant invention points of this proposal, only the system operation status and principle during fast charging are demonstrated.

[0094] The compressor 111 in the charging pile thermal management system discharges high-temperature and high-pressure refrigerant, which is dissipated through the second heat exchanger 813. After heat dissipation, the high-pressure and medium-temperature liquid refrigerant passes through the throttling element 311 and becomes a low-temperature and low-pressure refrigerant, which absorbs heat in the second heat exchange channel 4122 of the first heat exchanger. The low-temperature and low-pressure gaseous refrigerant passes through the second gas-liquid separator 211 and returns to the air intake of the compressor 111. The coolant releases heat through the first heat exchange channel 4121 of the first heat exchanger, and enters the second multi-way valve 711 through the third water pump 512. The second multi-way valve 711 is adjusted through different modes to allow the coolant to enter the first multi-way valve 710 through the pile end outlet interface 4 and the vehicle end inlet interface 1. The first multi-way valve 710 is adjusted through different modes to allow the cooled coolant in the charging pile to enter the battery cold plate 610. After absorbing heat in the battery cold plate 610, it enters the charging gun heat exchange branch 61 through the first multi-way valve 710, the vehicle end outlet interface 2, the pile end inlet interface 5 and the second multi-way valve 711. After cooling the charging gun 1110, it enters the electric pile cooling plate 1210 through the second multi-way valve 711 to absorb heat, and finally returns to the first heat exchange channel 4121 of the first heat exchanger through the second multi-way valve 711.

[0095] It is easy for those skilled in the art to understand that, without conflict, the advantageous technical features of the above-mentioned methods can be freely combined and superimposed.

[0096] The above is only a preferred embodiment of the utility model, and is not intended to limit the utility model. Any modifications, equivalent replacements and improvements made within the spirit and principles of the utility model should be included in the protection scope of the utility model. The above is only a preferred implementation of the utility model. It should be pointed out that for ordinary technicians in this technical field, several improvements and variations can be made without departing from the technical principles of the utility model, and these improvements and variations should also be regarded as the protection scope of the utility model.

Claims

1. A vehicle thermal management system, characterized in that: It comprises a first connecting mechanism, a vehicle-end inlet interface (1), a vehicle-end outlet interface (2) and at least two first component heat exchange branches (3); each first component heat exchange branch (3) is used to exchange heat with different components in the vehicle one by one when a heat exchange medium is introduced, and to cool the corresponding component when the heat exchange medium is a cooling medium, and to heat the corresponding component when the heat exchange medium is a heat carrier medium; The first connecting mechanism is capable of connecting any number of first component heat exchange branches (3) between the vehicle-end inlet interface (1) and the vehicle-end outlet interface (2) so as to guide the heat exchange medium flowing into the vehicle-end inlet interface (1) into the corresponding first component heat exchange branch (3), and then guide the heat exchange medium in the corresponding first component heat exchange branch (3) out of the vehicle-end outlet interface (2).

2. The vehicle thermal management system according to claim 1, characterized in that: When the first connecting mechanism connects two or more of the first component heat exchange branches (3) to between the vehicle-end inlet interface (1) and the vehicle-end outlet interface (2), each of the first component heat exchange branches (3) between the vehicle-end inlet interface (1) and the vehicle-end outlet interface (2) remains connected in series or in parallel.

3. The vehicle thermal management system according to claim 1 or 2, characterized in that: The first connecting mechanism comprises a first multi-way valve (710), and both ends of each first component heat exchange branch (3), the vehicle-end inlet interface (1) and the vehicle-end outlet interface (2) are all connected to the first multi-way valve (710); The first connecting mechanism connects any number of first component heat exchange branches (3) to between the vehicle-end inlet interface (1) and the vehicle-end outlet interface (2) through the first multi-way valve (710).

4. The vehicle thermal management system according to claim 1 or 2, characterized in that: Each of the first component heat exchange branches (3) comprises a battery heat exchange branch (31), and the battery heat exchange branch (31) is used to exchange heat with a battery (12) in the vehicle when a heat exchange medium is introduced; and / or, each of the first component heat exchange branches (3) comprises an in-vehicle evaporator heat exchange branch (32), wherein the in-vehicle evaporator heat exchange branch (32) is used to exchange heat with the in-vehicle evaporator (810) when a heat exchange medium is introduced; And / or, each of the first component heat exchange branches (3) comprises a motor and electronic control heat exchange branch (35), and the motor and electronic control heat exchange branch (35) is used to exchange heat with the motor and electronic control in the vehicle when a heat exchange medium is introduced; And / or, each of the first component heat exchange branches (3) includes an in-vehicle condenser control heat exchange branch (33), and the in-vehicle condenser control heat exchange branch (33) is used to exchange heat with the in-vehicle condenser (811) when a heat exchange medium is introduced.

5. A charging pile and vehicle linkage thermal management system, characterized in that: A vehicle thermal management system comprising a charging pile and any one of claims 1 to 4; The charging pile comprises a pile end inlet interface (5), a pile end outlet interface (4) and a heat exchange device, wherein the pile end outlet interface (4) is used to communicate with the vehicle end inlet interface (1) so as to introduce the heat exchange medium of the heat exchange device into the vehicle end inlet interface (1); the pile end inlet interface (5) is used to communicate with the vehicle end outlet interface (2) so as to receive the heat exchange medium of the vehicle end outlet interface (2).

6. The charging pile and vehicle linkage thermal management system according to claim 5, characterized in that: The heat exchange device has a first heat exchange channel (4121), and the heat exchange device provides the heat exchange medium through the first heat exchange channel (4121).

7. The charging pile and vehicle linkage thermal management system according to claim 6, characterized in that: The charging pile further comprises a second connecting mechanism and at least two second component heat exchange branches (6), each of the second component heat exchange branches (6) being used to perform heat exchange on different components in the charging pile one by one when a heat exchange medium is introduced, and to cool the corresponding components when the heat exchange medium is a cooling medium, and to heat the corresponding components when the heat exchange medium is a heat carrier medium; The second connecting mechanism is capable of connecting any number of second component heat exchange branches (6) to the first heat exchange channel (4121) so as to introduce the heat exchange medium of the first heat exchange channel (4121) into the corresponding second component heat exchange branch (6); the second connecting mechanism is also capable of connecting the pile end inlet interface (5) to one end of the first heat exchange channel (4121), and connecting the pile end outlet interface (4) to the other end of the first heat exchange channel (4121) so as to introduce the heat exchange medium of the first heat exchange channel (4121) into the pile end outlet interface (4), and reflux the heat exchange medium of the pile end outlet interface (4) to the first heat exchange channel (4121).

8. The charging pile and vehicle linkage thermal management system according to claim 7, characterized in that: When the second connecting mechanism connects more than two of the second component heat exchange branches (6) to the first heat exchange channel (4121), the second component heat exchange branches (6) connected to the first heat exchange channel (4121) remain connected in series or in parallel.

9. The charging pile and vehicle linkage thermal management system according to claim 7 or 8, characterized in that: The second connecting mechanism comprises a second multi-way valve (711), and both ends of each of the second component heat exchange branches (6), the pile end inlet interface (5) and the pile end outlet interface (4) are all connected to the second multi-way valve (711); The second connecting mechanism connects any number of second component heat exchange branches (6) to the first heat exchange channel (4121) through the second multi-way valve (711); and the second connecting mechanism also connects the pile end inlet interface (5) to one end of the first heat exchange channel (4121) through the second multi-way valve (711), and connects the pile end outlet interface (4) to the other end of the first heat exchange channel (4121).

10. The charging pile and vehicle linkage thermal management system according to any one of claims 6 to 8, characterized in that: The heat exchange device further comprises a compressor (111), a four-way valve (112), a first heat exchanger (412), a throttling element (311) and a second heat exchanger (813); The first heat exchanger (412) has a second heat exchange channel (4122) and the first heat exchange channel (4121); the compressor (111), the second heat exchanger (813), the throttling element (311), the second heat exchange channel (4122) and the four-way valve (112) are connected to form a refrigerant circulation loop; The refrigerant circulation loop performs heat exchange with the first heat exchange channel (4121) through the second heat exchange channel (4122) to heat or cool the heat exchange medium in the first heat exchange channel (4121).

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