Vehicle heat exchange system and vehicle

Abstract

The embodiment of the utility model provides a vehicle heat exchange system and a vehicle, the vehicle heat exchange system comprises a refrigerant flow path, a first heat exchange flow path, a compressor, a first heat exchanger, a vehicle power source heat exchanger, an upstream throttling element and a downstream throttling element, the first heat exchanger comprises a first channel and a second channel which can exchange heat with each other, the vehicle power source heat exchanger and the second channel are arranged in a first heat exchange flow path in series, and the upstream throttling element, the first channel and the downstream throttling element are sequentially arranged in a refrigerant flow path in series and located between an outlet of the compressor and an inlet of the compressor. The opening degree of the upstream throttling element can be increased to reduce the throttling and pressure reducing effect, the downstream throttling element can be used for throttling and pressure reducing to ensure that the pressure of the flowing-out refrigerant medium is kept constant, and the situation that the refrigerant medium cannot generate enough heat exchange temperature difference due to sudden pressure drop after passing through the upstream throttling element can be reduced; and more heat of the refrigerant medium in the first channel can be transferred to the second channel.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, and in particular to a vehicle heat exchange system and a vehicle. Background Art

[0002] The power system of a vehicle will be affected to varying degrees in a low temperature environment. For example, the activity of the power battery of a new energy vehicle decreases and the chemical reaction rate slows down in low temperatures, and the battery charging rate is greatly reduced compared to normal temperature, which brings a bad car experience.

[0003] Therefore, the thermal management of the entire vehicle needs to have good heating capabilities to ensure the performance of the vehicle's power system under low ambient temperatures. Utility Model Content

[0004] The embodiment of the utility model provides a vehicle heat exchange system or a vehicle to improve at least one of the above-mentioned technical problems.

[0005] The embodiments of the present utility model achieve the above-mentioned purpose through the following technical solutions.

[0006] An embodiment of the utility model provides a vehicle heat exchange system, which includes a refrigerant flow path, a first heat exchange flow path, a compressor, a first heat exchanger, a vehicle power source heat exchanger, an upstream throttling element and a downstream throttling element. The compressor is arranged in the refrigerant flow path, the first heat exchanger includes a first channel and a second channel that can exchange heat with each other, the vehicle power source heat exchanger and the second channel are arranged in series in the first heat exchange flow path, and the upstream throttling element, the first channel and the downstream throttling element are sequentially arranged in series in the refrigerant flow path and are located between the outlet of the compressor and the inlet of the compressor.

[0007] In some embodiments, the vehicle heat exchange system also includes a second heat exchange circuit, a second heat exchanger and a first cabin heat exchanger, the second heat exchanger includes a third channel and a fourth channel that can exchange heat with each other, the third channel is arranged in the refrigerant circuit, and the first cabin heat exchanger and the fourth channel are arranged in series in the second heat exchange circuit.

[0008] In some embodiments, the vehicle heat exchange system also includes a compressor bypass and a bypass expansion valve, the inlet of the compressor bypass is arranged between the outlet of the compressor and the inlet of the third channel, the outlet of the compressor bypass is arranged between the outlet of the downstream throttling element and the inlet of the compressor, and the bypass expansion valve is arranged in the compressor bypass.

[0009] In some embodiments, the vehicle heat exchange system also includes an external heat exchanger, a first switch valve and a second switch valve. The external heat exchanger and the first switch valve are arranged in parallel in the refrigerant flow path and are located between the outlet of the third channel and the inlet of the upstream throttling element. The second switch valve is arranged between the outlet of the external heat exchanger and the inlet of the upstream throttling element.

[0010] In some embodiments, the vehicle heat exchange system also includes a third switch valve, which is arranged in the refrigerant flow path; the first end of the first switch valve is arranged between the outlet of the third channel and the inlet of the external heat exchanger, and the second end of the first switch valve is arranged between the second end of the second switch valve and the inlet of the upstream throttling element; the first end of the second switch valve is arranged between the outlet of the external heat exchanger and the first end of the third switch valve, and the second end of the third switch valve is arranged between the outlet of the downstream throttling element and the inlet of the compressor.

[0011] In some embodiments, the vehicle heat exchange system also includes a second cabin heat exchanger, which is arranged in the refrigerant flow path, the inlet of the second cabin heat exchanger is arranged between the second end of the second switch valve and the inlet of the upstream throttling element, and the outlet of the second cabin heat exchanger is arranged between the outlet of the downstream throttling element and the inlet of the compressor.

[0012] In some embodiments, the vehicle heat exchange system also includes a first branch and a second branch, the first branch and the second branch are both connected to the second heat exchange flow path and the first heat exchange flow path, the inlet of the first branch is arranged between the outlet of the fourth channel and the inlet of the first cabin heat exchanger, the outlet of the first branch is arranged between the outlet of the second channel and the inlet of the vehicle power source heat exchanger, the inlet of the second branch is arranged between the outlet of the vehicle power source heat exchanger and the inlet of the second channel, and the outlet of the second branch is arranged between the outlet of the first cabin heat exchanger and the inlet of the fourth channel.

[0013] In some embodiments, the vehicle heat exchange system further includes a branch switch valve, and the branch switch valve is disposed in the first branch or the second branch.

[0014] In some embodiments, the vehicle heat exchange system also includes a branch switching valve, which is a multi-way valve; the inlet of the branch switching valve, the first outlet of the branch switching valve, the inlet of the first cabin heat exchanger, the outlet of the first cabin heat exchanger, the inlet of the fourth channel, and the outlet of the fourth channel are sequentially arranged in the second heat exchange flow path, and the second outlet of the branch switching valve is arranged at the inlet of the first branch; or, the inlet of the branch switching valve, the first outlet of the branch switching valve, the inlet of the vehicle power source heat exchanger, and the outlet of the vehicle power source heat exchanger are sequentially arranged in the first heat exchange flow path, and the second outlet of the branch switching valve is arranged at the inlet of the second branch.

[0015] An embodiment of the utility model provides a vehicle, the vehicle comprising a vehicle body and a vehicle heat exchange system according to any one of the above embodiments, wherein the vehicle heat exchange system is mounted on the vehicle body.

[0016] In the vehicle heat exchange system and vehicle provided by the embodiment of the utility model, the compressor of the vehicle heat exchange system is arranged in the refrigerant flow path, the vehicle power source heat exchanger and the second channel of the first heat exchanger are arranged in series in the first heat exchange flow path, and the upstream throttling element, the first channel of the first heat exchanger and the downstream throttling element are arranged in series in the refrigerant flow path and are located between the outlet of the compressor and the inlet of the compressor. In this way, the vehicle heat exchange system can use the heat generated by the compressor to transfer to the vehicle power source heat exchanger through the first heat exchanger, which helps the vehicle power source heat exchanger to provide heat for the vehicle power source, realize heating for the vehicle power source, and also helps to improve the ability of the vehicle heat exchange system to heat the vehicle power source in a low temperature environment, which helps to ensure the performance of the vehicle power source. In addition, the opening of the upstream throttling element can be increased to reduce the throttling and pressure-reducing effect, which helps to reduce the situation where the refrigerant cannot generate sufficient heat exchange temperature difference due to the sudden drop in pressure after flowing through the upstream throttling element, and helps the heat of the refrigerant that subsequently enters the first channel from the upstream throttling element to be transferred more to the second channel, thereby helping to increase the heating amount supplied to the vehicle power source heat exchanger, and the downstream throttling element can ensure that the pressure of the outflowing refrigerant remains constant by performing the throttling and pressure-reducing function originally undertaken by the upstream throttling element. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 A simplified schematic diagram of a vehicle heat exchange system provided by an embodiment of the utility model is shown.

[0019] Figure 2 A simplified schematic diagram of a vehicle heat exchange system provided by another embodiment of the utility model is shown.

[0020] Figure 3 Shows Figure 2 Schematic diagram of a first refrigerant path of a vehicle heat exchange system.

[0021] Figure 4 Shows Figure 2 Schematic diagram of a second refrigerant path of a vehicle heat exchange system.

[0022] Figure 5 Shows Figure 2 Schematic diagram of the third refrigerant path of the vehicle heat exchange system.

[0023] Figure 6 Shows Figure 2Schematic diagram of a fourth refrigerant path of a vehicle heat exchange system.

[0024] Figure 7 Shows Figure 2 Schematic diagram of a fifth refrigerant path of a vehicle heat exchange system.

[0025] Figure 8 Shows Figure 2 Schematic diagram of a first heat exchange path of a vehicle heat exchange system.

[0026] Fig. 9 Shows Figure 2 Schematic diagram of a second heat exchange path of a vehicle heat exchange system.

[0027] Fig.10 Shows Figure 2 Schematic diagram of the third heat exchange path of the vehicle heat exchange system.

[0028] Fig.11 A simplified schematic diagram of a vehicle heat exchange system provided by yet another embodiment of the utility model is shown.

[0029] Fig.12 A schematic structural diagram of a vehicle provided by an embodiment of the utility model is shown. DETAILED DESCRIPTION

[0030] In order to enable those skilled in the art to better understand the present invention, the technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0031] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present invention.

[0032] See also Figure 1 The embodiment of the utility model provides a vehicle heat exchange system 100, which can be applied to new energy vehicles such as hybrid electric vehicles, pure electric vehicles, or other types of vehicles.

[0033] The vehicle heat exchange system 100 includes a refrigerant flow path 101 and a first heat exchange flow path 103. The refrigerant flow path 101 and the first heat exchange flow path 103 are not connected to each other, and the refrigerant medium in the refrigerant flow path 101 and the heat exchange medium in the first heat exchange flow path 103 flow independently of each other.

[0034] In some embodiments, the vehicle heat exchange system 100 further includes a compressor 10 , a first heat exchanger 70 , and a vehicle power source heat exchanger 40 .

[0035] The compressor 10 is disposed in the refrigerant flow path 101, and the refrigerant in the refrigerant flow path 101 can enter the compressor 10 from the inlet of the compressor 10 and can flow out from the outlet of the compressor 10. The refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 10 and then flows out from the outlet of the compressor 10.

[0036] The first heat exchanger 70 includes a first channel 71 and a second channel 72, and the first channel 71 and the second channel 72 can exchange heat with each other. Among them, the medium in the first channel 71 and the medium in the second channel 72 flow independently of each other, and the two do not mix with each other during the heat exchange process but transfer heat. The first channel 71 is arranged in the refrigerant flow path 101, and the refrigerant medium in the refrigerant flow path 101 can enter the first channel 71 from the entrance of the first channel 71 and can flow out from the outlet of the first channel 71. The second channel 72 is arranged in the first heat exchange flow path 103, and the heat exchange medium in the first heat exchange flow path 103 can enter the second channel 72 from the entrance of the second channel 72 and can flow out from the outlet of the second channel 72.

[0037] The vehicle power source heat exchanger 40 can be used to perform heat exchange with the vehicle power source. The vehicle power source heat exchanger 40 is arranged in the first heat exchange flow path 103, and the heat exchange medium in the first heat exchange flow path 103 can enter the vehicle power source heat exchanger 40 from the inlet of the vehicle power source heat exchanger 40 and can flow out from the outlet of the vehicle power source heat exchanger 40. Among them, the vehicle power source can be a power battery or other power sources.

[0038] In some embodiments, the vehicle power source heat exchanger 40 and the second channel 72 of the first heat exchanger 70 are arranged in series in the first heat exchange flow path 103, so that the high-temperature and high-pressure cold medium flowing out of the compressor 10 can flow into the first channel 71, and the high-temperature and high-pressure cold medium in the first channel 71 can exchange heat with the heat exchange medium in the second channel 72, so that the temperature of the heat exchange medium in the second channel 72 increases, and the heat exchange medium with increased temperature can flow into the vehicle power source heat exchanger 40 from the fourth channel 22, so that the temperature of the vehicle power source heat exchanger 40 increases and releases heat, which then helps to achieve heating for the vehicle power source. Since the vehicle heat exchange system 100 can use the heat generated by the compressor 10 to transfer to the vehicle power source heat exchanger 40 through the first heat exchanger 70, it helps the vehicle power source heat exchanger 40 to provide heat for the vehicle power source, realize heating for the vehicle power source, and also helps to improve the ability of the vehicle heat exchange system 100 to heat the vehicle power source in a low temperature environment, which helps to ensure the performance of the vehicle power source.

[0039] In some embodiments, the vehicle heat exchange system 100 further includes an upstream throttling element 96 and a downstream throttling element 73, wherein the upstream throttling element 96, the first channel 71 of the first heat exchanger 70 and the downstream throttling element 73 are sequentially arranged in series in the refrigerant flow path 101 and are located between the outlet of the compressor 10 and the inlet of the compressor 10. In this way, the opening degree of the upstream throttling element 96 can be increased to reduce the throttling and pressure reduction effect, which helps to reduce the situation where the refrigerant cannot generate a sufficient heat exchange temperature difference due to a sudden drop in pressure after flowing through the upstream throttling element 96, and helps to transfer more heat of the refrigerant entering the first channel 71 from the upstream throttling element 96 to the second channel 72, thereby helping to increase the heat supply to the vehicle power source heat exchanger 40, and the downstream throttling element 73 can ensure that the pressure of the outflowing refrigerant remains constant by performing the throttling and pressure reduction function originally undertaken by the upstream throttling element 96.

[0040] In some embodiments, the first heat exchanger 70 may be a plate heat exchanger or other types. The upstream throttling element 96 may be an expansion valve or other types. The downstream throttling element 73 may be an expansion valve or other types.

[0041] In some embodiments, the vehicle heat exchange system 100 may further include a second heat exchange path 102 , a second heat exchanger 20 , and a first cabin heat exchanger 30 .

[0042] The second heat exchange flow path 102 and the refrigerant flow path 101 are not connected to each other, and the heat exchange medium in the second heat exchange flow path 102 and the refrigerant medium in the refrigerant flow path 101 flow independently of each other.

[0043] The second heat exchanger 20 includes a third channel 21 and a fourth channel 22, and the third channel 21 and the fourth channel 22 can exchange heat with each other. Among them, the medium in the third channel 21 and the medium in the fourth channel 22 flow independently of each other, and the two do not mix with each other during the heat exchange process but transfer heat. The third channel 21 is arranged in the refrigerant flow path 101, and the refrigerant medium in the refrigerant flow path 101 can enter the third channel 21 from the entrance of the third channel 21 and can flow out from the outlet of the third channel 21. The fourth channel 22 is arranged in the second heat exchange flow path 102, and the heat exchange medium in the second heat exchange flow path 102 can enter the fourth channel 22 from the entrance of the fourth channel 22 and can flow out from the outlet of the fourth channel 22.

[0044] The first cabin heat exchanger 30 can be used to exchange heat with the cabin of the vehicle. The first cabin heat exchanger 30 is disposed in the second heat exchange flow path 102, and the heat exchange medium in the second heat exchange flow path 102 can enter the fourth channel 22 from the inlet of the first cabin heat exchanger 30 and can flow out from the outlet of the first cabin heat exchanger 30.

[0045] In some embodiments, the first cabin heat exchanger 30 and the fourth channel 22 are arranged in series in the second heat exchange flow path 102. In this way, the high-temperature and high-pressure refrigerant flowing out of the compressor 10 can flow into the third channel 21, and the high-temperature and high-pressure refrigerant in the third channel 21 can exchange heat with the heat exchange medium in the fourth channel 22, so that the temperature of the heat exchange medium in the fourth channel 22 increases, and the heat exchange medium with increased temperature can flow from the fourth channel 22 into the first cabin heat exchanger 30, so that the temperature of the first cabin heat exchanger 30 increases and releases heat, which then helps to achieve cabin heating. Since the vehicle heat exchange system 100 can use the heat generated by the compressor 10 to transfer to the first cabin heat exchanger 30 and the vehicle power source heat exchanger 40 through the second heat exchanger 20, it not only helps the first cabin heat exchanger 30 to provide heat for the cabin, but also helps the vehicle power source heat exchanger 40 to provide heat for the vehicle power source, so as to achieve heating for the cabin and the vehicle power source.

[0046] In some embodiments, the third channel 21 and the compressor 10 may be arranged in series in the refrigerant flow path 101 .

[0047] In some embodiments, the second heat exchanger 20 may be a plate heat exchanger or other types. The first cabin heat exchanger 30 may be a heater core or other types. The vehicle power source heat exchanger 40 may be a heat exchange plate or other types.

[0048] In some embodiments, the second heat exchange flow path 102 and the first heat exchange flow path 103 can be started independently of each other or can be started together. For example, when the cold medium in the third channel 21 is heat exchanged with the heat exchange medium in the fourth channel 22, the first heat exchange flow path 103 can be started or not. For another example, when the cold medium in the first channel 71 is heat exchanged with the heat exchange medium in the second channel 72, the second heat exchange flow path 102 can be started or not.

[0049] See also Figure 2 In some embodiments, the vehicle heat exchange system 100 may further include a first branch 104 and a second branch 105, and the first branch 104 and the second branch 105 are both connected to the second heat exchange flow path 102 and the first heat exchange flow path 103, so that the second heat exchange flow path 102 and the first heat exchange flow path 103 can be interconnected, and the heat exchange medium in the second heat exchange flow path 102 and the heat exchange medium in the first heat exchange flow path 103 can flow to each other through the first branch 104 and the second branch 105.

[0050] Among them, the inlet of the first branch 104 is arranged between the outlet of the fourth channel 22 and the inlet of the first cabin heat exchanger 30, the outlet of the first branch 104 is arranged between the outlet of the second channel 72 and the inlet of the vehicle power source heat exchanger 40, the inlet of the second branch 105 is arranged between the outlet of the vehicle power source heat exchanger 40 and the inlet of the second channel 72, and the outlet of the second branch 105 is arranged between the outlet of the first cabin heat exchanger 30 and the inlet of the fourth channel 22.

[0051] In this way, a part of the heat exchange medium flowing out from the outlet of the fourth channel 22 of the second heat exchanger 20 flows to the first cabin heat exchanger 30, and the other part flows to the first branch 104. The heat exchange medium flowing out from the outlet of the first branch 104 mixes with the heat exchange medium of the first heat exchange flow path 103 and flows into the vehicle power source heat exchanger 40 together. A part of the heat exchange medium flowing out from the outlet of the vehicle power source heat exchanger 40 returns to the inlet of the vehicle power source heat exchanger 40 to complete the cycle, and the other part flows out from the outlet of the second branch 105 and mixes with the heat exchange medium flowing out from the outlet of the first cabin heat exchanger 30 and returns to the fourth channel 22 of the second heat exchanger 20 together to complete the cycle.

[0052] Since the vehicle heat exchange system 100 can utilize the heat generated by the compressor 10 to transfer to the first cabin heat exchanger 30 and the vehicle power source heat exchanger 40 via the second heat exchanger 20, it not only helps the first cabin heat exchanger 30 to provide heat for the cabin, but also helps the vehicle power source heat exchanger 40 to provide heat for the vehicle power source, thereby achieving joint heating of the cabin and the vehicle power source, but also helps to improve the ability of the vehicle heat exchange system 100 to heat the vehicle power source in a low temperature environment, and helps to ensure the performance of the vehicle power source.

[0053] In some embodiments, the vehicle heat exchange system 100 may further include a branch switch valve 31, such as Figure 1 As shown, the branch switch valve 31 can be set in the first branch 104; or Fig.10 As shown, the branch switch valve 31 can be set in the second branch 105.

[0054] The branch switch valve 31 can control the on-off of the flow path. For example, when the branch switch valve 31 is set in the first branch 104, the branch switch valve 31 can cut off the first branch 104, so that the heat exchange medium flowing out from the outlet of the fourth channel 22 of the second heat exchanger 20 cannot flow into the first heat exchange flow path 103 through the first branch 104; the branch switch valve 31 can also open the first branch 104, so that the heat exchange medium flowing out from the outlet of the fourth channel 22 of the second heat exchanger 20 can flow into the first heat exchange flow path 103 through the first branch 104.

[0055] For another example, when the branch switching valve 31 is set in the second branch 105, the branch switching valve 31 can cut off the second branch 105, so that the heat exchange medium flowing out of the outlet of the vehicle power source heat exchanger 40 cannot flow into the second heat exchange flow path 102 through the second branch 105; the branch switching valve 31 can also open the second branch 105, so that the heat exchange medium flowing out of the outlet of the vehicle power source heat exchanger 40 can flow into the first heat exchange flow path 103 through the second branch 105.

[0056] In this way, since the branch switching valve 31 can control the on-off of the flow path, it is convenient for the vehicle heat exchange system 100 to adjust the flow condition of the heat exchange medium between the second heat exchange flow path 102 and the first heat exchange flow path 103, which helps the vehicle heat exchange system 100 to switch between different modes according to actual conditions and helps the vehicle heat exchange system 100 to efficiently adapt to various operating environment requirements.

[0057] In some embodiments, the branch switch valve 31 may be a multi-way valve, and the branch switch valve 31 may have different connection modes depending on the branch in which it is located.

[0058] For example Figure 2 As shown, when the branch switch valve 31 is connected to the first branch 104, the inlet of the branch switch valve 31, the first outlet of the branch switch valve 31, the inlet of the first cabin heat exchanger 30, the outlet of the first cabin heat exchanger 30, the inlet of the fourth channel 22, and the outlet of the fourth channel 22 can be sequentially arranged in the second heat exchange flow path 102, and the second outlet of the branch switch valve 31 can be set at the inlet of the first branch 104.

[0059] Another example Fig.11 As shown, when the branch switch valve 31 is connected to the second branch 105, the inlet of the branch switch valve 31, the first outlet of the branch switch valve 31, the inlet of the vehicle power source heat exchanger 40, and the outlet of the vehicle power source heat exchanger 40 can be sequentially arranged in the first heat exchange flow path 103, and the second outlet of the branch switch valve 31 can be set at the inlet of the second branch 105.

[0060] In this way, the multi-way valve can not only control the on-off of the flow path, but also help the vehicle heat exchange system 100 to adjust the flow to the first cabin heat exchanger 30 and the vehicle power source heat exchanger 40 according to the required ratio, thereby facilitating the vehicle heat exchange system 100 to adjust according to actual working conditions.

[0061] In some embodiments, the branch switch valve 31 may be a three-way valve or other types of valves. In the case where the branch switch valve 31 is a four-way valve, one of the outlets of the branch switch valve 31 may remain closed, and the other outlets and inlets may be arranged according to the above embodiments.

[0062] In some embodiments, the vehicle heat exchange system 100 may further include a first pump body 90, which may be disposed in the second heat exchange flow path 102. The first pump body 90 helps to speed up the flow rate of the heat exchange medium in the second heat exchange flow path 102, and may exchange heat faster, thereby improving the heat exchange efficiency and rate of the vehicle heat exchange system 100.

[0063] In some embodiments, the first pump body 90 may be disposed between the outlet of the second branch 105 and the inlet of the fourth channel 22 .

[0064] In some embodiments, the vehicle heat exchange system 100 may further include a second pump body 91, which may be disposed in the first heat exchange flow path 103. The second pump body 91 helps to speed up the flow rate of the heat exchange medium in the first heat exchange flow path 103, and may exchange heat faster, thereby improving the heat exchange efficiency and rate of the vehicle heat exchange system 100.

[0065] In some embodiments, the second pump body 91 may be disposed between the inlet of the second branch 105 and the inlet of the branch switch valve 31. In other embodiments, the second pump body 91 may also be disposed between the outlet of the vehicle power source heat exchanger 40 and the inlet of the branch switch valve 31.

[0066] In some embodiments, the vehicle heat exchange system 100 may further include an electric drive heat exchange flow path 50, an electric drive heat exchange jacket 51 and a heat exchange multi-way valve 52, and the electric drive heat exchange jacket 51 and the heat exchange multi-way valve 52 are both arranged on the electric drive heat exchange flow path 50. The electric drive heat exchange jacket 51 can be used to exchange heat with the electric drive device of the vehicle. The heat exchange multi-way valve 52 is connected to the electric drive heat exchange flow path 50 and the first heat exchange flow path 103, and the heat exchange medium in the first heat exchange flow path 103 can flow into the electric drive heat exchange flow path 50 through the heat exchange multi-way valve 52, and the heat exchange medium in the electric drive heat exchange flow path 50 can also flow into the first heat exchange flow path 103 through the heat exchange multi-way valve 52. In this way, it is convenient for the vehicle heat exchange system 100 to use the heat generated by the compressor 10 to provide heat for the electric drive device, realize the joint heating of the electric drive device and the vehicle power source, and also help to improve the ability of the vehicle heat exchange system 100 to heat the electric drive device in a low temperature environment.

[0067] In some embodiments, the vehicle heat exchange system 100 may further include a third pump body 53, which may be disposed in the electric drive heat exchange flow path 50. The third pump body 53 helps to speed up the flow rate of the heat exchange medium in the electric drive heat exchange flow path 50, and may exchange heat faster, thereby improving the heat exchange efficiency and rate of the vehicle heat exchange system 100.

[0068] In some embodiments, the vehicle heat exchange system 100 may further include a radiator 54, which is disposed in the electric drive heat exchange flow path 50, and the inlet of the radiator 54 may be disposed between the outlet of the electric drive heat exchange jacket 51 and one of the interfaces of the heat exchange multi-way valve 52, and the outlet of the radiator 54 may be disposed at another interface of the heat exchange multi-way valve 52. In a high temperature environment, this helps the electric drive heat exchange jacket 51 to transfer the heat of the electric drive device to the radiator 54 for heat dissipation, and also helps the vehicle power source heat exchanger 40 to transfer the heat of the vehicle power source to the radiator 54 for heat dissipation, thereby achieving heat dissipation and cooling for the electric drive device and the vehicle power source.

[0069] In some embodiments, the heat exchange multi-way valve 52 may be a five-way valve or other types.

[0070] In some embodiments, the vehicle heat exchange system 100 may also include a compressor bypass 106 and a bypass expansion valve 11, the inlet of the compressor bypass 106 is arranged between the outlet of the compressor 10 and the inlet of the third channel 21, the outlet of the compressor bypass 106 is arranged between the outlet of the downstream throttling element 73 and the inlet of the compressor 10, and the bypass expansion valve 11 is arranged in the compressor bypass 106.

[0071] In this way, when the compressor 10 is initially started or is running at a low load, a portion of the refrigerant can enter the compressor bypass 106, which helps to reduce the workload and actual workload of the compressor 10, helps to reduce the damage of the compressor 10 due to excessive load or liquid return, and also helps to reduce unnecessary power consumption of the compressor 10. In addition, the refrigerant flowing out of the compressor 10 can also flow back into the compressor 10 through the compressor bypass 106, which helps to increase the temperature of the refrigerant entering the compressor 10, thereby helping to improve the operating efficiency of the compressor 10.

[0072] In some embodiments, the vehicle heat exchange system 100 may further include an external heat exchanger 60, and the vehicle power source heat exchanger 40 may be used to perform heat exchange with the external environment. The external heat exchanger 60 is disposed in the refrigerant flow path 101, and the refrigerant medium in the refrigerant flow path 101 can enter the external heat exchanger 60 from the inlet of the external heat exchanger 60 and can flow out from the outlet of the external heat exchanger 60.

[0073] In some embodiments, the external heat exchanger 60 is disposed between the outlet of the third channel 21 and the inlet of the upstream throttling element 96, so as to facilitate the flow of the refrigerant medium through the external heat exchanger 60 to evaporate and absorb heat or condense and release heat, thereby helping the vehicle heat exchange system 100 to utilize the external heat exchanger 60 to achieve the desired mode and also helping to reduce energy consumption.

[0074] In some embodiments, off-board heat exchanger 60 may be a fin-and-tube heat exchanger or other type.

[0075] In some embodiments, the vehicle heat exchange system 100 may further include a first expansion valve 92 , which is disposed in the refrigerant flow path 101 and located between the outlet of the third channel 21 and the inlet of the external heat exchanger 60 .

[0076] In some embodiments, the vehicle heat exchange system 100 may also include a first switch valve 93 and a second switch valve 94. The external heat exchanger 60 and the first switch valve 93 are arranged in parallel in the refrigerant flow path 101 and are located between the outlet of the third channel 21 and the inlet of the upstream throttling element 96. The second switch valve 94 is arranged between the outlet of the external heat exchanger 60 and the inlet of the upstream throttling element 96.

[0077] The first switch valve 93 can control the on-off of the flow path. For example, the first switch valve 93 can cut off the flow path so that the heat exchange medium flowing out of the outlet of the third channel 21 of the second heat exchanger 20 needs to flow through the external heat exchanger 60. For another example, the first switch valve 93 can open the flow path so that the heat exchange medium flowing out of the outlet of the third channel 21 of the second heat exchanger 20 does not need to flow through the external heat exchanger 60.

[0078] The second switch valve 94 can control the on-off of the flow path. For example, the second switch valve 94 can cut off the flow path so that the heat exchange medium flowing out of the outlet of the external heat exchanger 60 does not need to flow through the first channel 71 of the first heat exchanger 70. For another example, the second switch valve 94 can open the flow path so that the heat exchange medium flowing out of the outlet of the external heat exchanger 60 can flow through the first channel 71 of the first heat exchanger 70.

[0079] In this way, when the first switch valve 93 is turned on and the second switch valve 94 is turned off, it is helpful to realize that the refrigerant flow path 101 provides heat for the first heat exchange flow path 103. When the first switch valve 93 is turned off and the second switch valve 94 is turned on, it is helpful to realize that the refrigerant flow path 101 provides coldness for the first heat exchange flow path 103, for example, the high-temperature and high-pressure refrigerant flowing out of the compressor 10 enters the external heat exchanger 60 through the third channel 21 to release heat, and after releasing heat and cooling, flows into the first channel 71 to exchange heat with the heat exchange medium in the second channel 72, so that the coldness can be transferred to the vehicle power source heat exchanger 40, which helps to achieve heat dissipation for the vehicle power source heat exchanger 40.

[0080] In some embodiments, when the vehicle heat exchange system 100 includes an external heat exchanger 60 and a first heat exchanger 70, the vehicle heat exchange system 100 can be configured to allow the refrigerant medium to flow through the external heat exchanger 60 but not through the first heat exchanger 70. For example, the vehicle heat exchange system 100 can also include a third switch valve 95, which is disposed in the refrigerant flow path 101. The first end of the first switch valve 93 is disposed between the outlet of the third channel 21 and the inlet of the external heat exchanger 60, and the second end of the first switch valve 93 is disposed between the second end of the second switch valve 94 and the inlet of the upstream throttling element 96; the first end of the second switch valve 94 is disposed between the outlet of the external heat exchanger 60 and the first end of the third switch valve 95, and the second end of the third switch valve 95 is disposed between the outlet of the downstream throttling element 73 and the inlet of the compressor 10.

[0081] The third switch valve 95 can control the on-off of the flow path. For example, the third switch valve 95 can cut off the flow path so that the heat exchange medium flowing out of the outlet of the external heat exchanger 60 can flow through the first channel 71 of the first heat exchanger 70. For another example, the second switch valve 94 can open the flow path so that the heat exchange medium flowing out of the outlet of the external heat exchanger 60 does not need to flow through the first channel 71 of the first heat exchanger 70.

[0082] In this way, when the first switch valve 93 and the second switch valve 94 are both cut off and the third switch valve 95 is turned on, it helps to realize that the vehicle heat exchange system 100 uses the compressor 10 and the outdoor heat exchanger 60 to heat at least one of the first cabin heat exchanger 30 and the vehicle power source heat exchanger 40.

[0083] In some embodiments, the first switch valve 93 may be a stop valve or other types. The second switch valve 94 may be a stop valve or other types. The third switch valve 95 may be a stop valve or other types.

[0084] In some embodiments, the vehicle heat exchange system 100 may further include a second cabin heat exchanger 80, which may be used to perform heat exchange with a cabin of the vehicle. The second cabin heat exchanger 80 is disposed in the refrigerant flow path 101, and the refrigerant in the refrigerant flow path 101 may enter the second cabin heat exchanger 80 from the inlet of the second cabin heat exchanger 80 and may flow out from the outlet of the second cabin heat exchanger 80.

[0085] The inlet of the second cabin heat exchanger 80 is arranged between the second end of the second switch valve 94 and the inlet of the upstream throttling element 96, and the outlet of the second cabin heat exchanger 80 is arranged between the outlet of the downstream throttling element 73 and the inlet of the compressor 10. In this way, when the first switch valve 93 and the third switch valve 95 are both turned off and the second switch valve 94 is turned on, the high-temperature and high-pressure refrigerant flowing out of the compressor 10 enters the external heat exchanger 60 through the third passage 21 to release heat, and flows into the second cabin heat exchanger 80 after releasing heat and cooling down, so that the second cabin heat exchanger 80 is cooled down, which helps to achieve cabin cooling.

[0086] In some embodiments, the second cabin heat exchanger 80 may be an evaporator.

[0087] In some embodiments, the vehicle heat exchange system 100 may further include a second expansion valve 81 , which is disposed in the refrigerant flow path 101 and located between the second end of the first switch valve 93 and the inlet of the second cabin heat exchanger 80 .

[0088] In some embodiments, the vehicle heat exchange system 100 may further include a one-way valve 82, which is disposed in the refrigerant flow path 101 and is located between the outlet of the second cabin heat exchanger 80 and the outlet of the downstream throttling element 73. The one-way valve 82 is configured to open the flow path in a direction from the outlet of the second cabin heat exchanger 80 to the outlet of the downstream throttling element 73, and to block the flow path in a direction from the outlet of the first channel 71 to the outlet of the second cabin heat exchanger 80.

[0089] In some embodiments, the vehicle heat exchange system 100 may further include a gas-liquid separator 97 , which is disposed in the refrigerant flow path 101 and located at the inlet of the compressor 10 .

[0090] In some embodiments, the vehicle heat exchange system 100 may further include a refrigerant multi-way valve 98, which is disposed in the refrigerant flow path 101, and is disposed between the second end of the first switch valve 93, the second end of the second switch valve 94, the inlet of the second expansion valve 81, and the inlet of the upstream throttling element 96. In this way, the vehicle heat exchange system 100 can realize the cooling of the second cabin heat exchanger 80 and the vehicle power source heat exchanger 40 separately by using the refrigerant multi-way valve 98, or can realize the cooling of the second cabin heat exchanger 80 and the vehicle power source heat exchanger 40 simultaneously.

[0091] In some embodiments, the refrigerant multi-way valve 98 may be a four-way valve or other types.

[0092] In some embodiments, the vehicle heat exchange system 100 may further include a cooling fan 99 , and the external heat exchanger 60 and the radiator 54 may be located on the air inlet side or the air outlet side of the cooling fan 99 , so that the cooling fan 99 can dissipate heat for the external heat exchanger 60 and the radiator 54 .

[0093] In some embodiments, the operation of the refrigerant flow path 101 may have the following path. Figures 3 to 7 The bold line segments in the figure represent the paths, and the arrows on the bold line segments represent the flow directions.

[0094] Figure 3 The first refrigerant path is illustrated, in which a portion of the refrigerant flowing out of the outlet of the compressor 10 flows into the compressor bypass 106, and the other portion flows through the third channel 21 of the second heat exchanger 20 and the second cabin heat exchanger 80 in sequence, then merges with the refrigerant flowing out of the outlet of the compressor bypass 106, and returns to the compressor 10 to complete the cycle.

[0095] Figure 4 The second refrigerant path is illustrated, and the refrigerant flows through the compressor 10, the third channel 21 of the second heat exchanger 20, the external heat exchanger 60, the second cabin heat exchanger 80 in sequence, and returns to the compressor 10 to complete the cycle.

[0096] Figure 5 The third refrigerant path is illustrated, and the refrigerant flows through the compressor 10, the third channel 21 of the second heat exchanger 20, the external heat exchanger 60 in sequence, and returns to the compressor 10 to complete the cycle.

[0097] Figure 6 The fourth refrigerant path is illustrated, in which a portion of the refrigerant flowing out of the outlet of the compressor 10 flows into the compressor bypass 106, and the other portion flows through the third channel 21 of the second heat exchanger 20 and the first channel 71 of the first heat exchanger 70 in sequence, and then merges with the refrigerant flowing out of the outlet of the compressor bypass 106, and returns to the compressor 10 to complete the cycle.

[0098] Figure 7 The fifth refrigerant path is illustrated, and the refrigerant flows sequentially through the compressor 10, the third channel 21 of the second heat exchanger 20, the external heat exchanger 60, the first channel 71 of the first heat exchanger 70, and returns to the compressor 10 to complete the cycle.

[0099] In some embodiments, the operation of the heat exchange flow path may have the following path. Figures 8 to 9 The bold line segments in the figure represent the paths, and the arrows on the bold line segments represent the flow directions.

[0100] Figure 8The first heat exchange path is illustrated, and the heat exchange medium flows through the second channel 72 of the first heat exchanger 70 and the vehicle power source heat exchanger 40 in sequence, and returns to the second channel 72 of the first heat exchanger 70 to complete the cycle.

[0101] Fig. 9 The second heat exchange path is illustrated, and the heat exchange medium flows through the fourth channel 22 of the second heat exchanger 20 and the first cabin heat exchanger 30 in sequence, and returns to the fourth channel 22 of the second heat exchanger 20 to complete the cycle.

[0102] Fig.10 The third heat exchange path is illustrated, a part of the heat exchange medium flowing out of the fourth channel 22 of the second heat exchanger 20 flows to the first cabin heat exchanger 30, and the other part flows to the first branch 104, the heat exchange medium flowing out from the outlet of the first branch 104 is mixed with the heat exchange medium flowing out of the second channel 72 of the first heat exchanger 70 and flows into the vehicle power source heat exchanger 40 together, a part of the heat exchange medium flowing out of the vehicle power source heat exchanger 40 returns to the second channel 72 of the first heat exchanger 70 to complete the cycle, and the other part flows out from the outlet of the second branch 105 and is mixed with the heat exchange medium flowing out of the outlet of the first cabin heat exchanger 30 and returns to the fourth channel 22 of the second heat exchanger 20 to complete the cycle.

[0103] In some embodiments, the vehicle heat exchange system 100 may combine the above-mentioned refrigerant paths and heat exchange paths, and some of the modes obtained by the combination are listed below.

[0104] The first mode is a combination of the first refrigerant path and the second heat exchange path.

[0105] The second mode is a combination of the first refrigerant path and the third heat exchange path.

[0106] The third mode is a combination of the third refrigerant path and the second heat exchange path.

[0107] The fourth mode is a combination of the third refrigerant path and the third heat exchange path.

[0108] The fifth mode is a combination of the fourth refrigerant path and the first heat exchange path.

[0109] The sixth mode is a combination of the second refrigerant path and the second heat exchange path.

[0110] The seventh mode is a combination of the fifth refrigerant path and the first heat exchange path.

[0111] The eighth mode is a combination of the second refrigerant path, the fifth refrigerant path, the first heat exchange path, and the second heat exchange path.

[0112] Among them, in the first mode and the second mode, the bypass expansion valve 11 and the second expansion valve 81 throttle and reduce the pressure, the first expansion valve 92, the second switch valve 94, the third switch valve 95, the upstream throttling element 96 and the downstream throttling element 73 are all completely closed, the second heat exchanger 20 condenses and releases heat, and the second cabin heat exchanger 80 mainly serves as a flow path for the refrigerant medium without heat exchange or almost no heat exchange.

[0113] In the third mode and the fourth mode, the second heat exchanger 20 condenses and releases heat, the first expansion valve 92 throttles and reduces pressure, and the external heat exchanger 60 evaporates and absorbs heat.

[0114] In the fifth mode, the second heat exchanger 20 mainly serves as a flow path for the refrigerant medium without heat exchange or almost no heat exchange, the first heat exchanger 70 exchanges heat, the second switch valve 94, the third switch valve 95, the first expansion valve 92 and the second expansion valve 81 are all completely closed, the upstream throttling element 96 does not throttle or almost does not throttle, and the bypass expansion valve 11 and the downstream throttling element 73 throttle.

[0115] In the sixth mode, the second heat exchanger 20 exchanges heat, the first switch valve 93 and the third switch valve 95 are completely closed, the external heat exchanger 60 condenses and releases heat, and the second expansion valve 81 throttles and reduces the pressure.

[0116] In the seventh mode, the second heat exchanger 20 mainly serves as a flow path for the refrigerant medium without or almost without heat exchange, the first switch valve 93 and the third switch valve 95 are both completely closed, the outdoor heat exchanger 60 condenses and releases heat, the upstream throttling element 96 throttles and reduces the pressure, and the downstream throttling element 73 does not throttle or reduces the pressure.

[0117] See also Fig.12 The embodiment of the utility model provides a vehicle 1000, which can be a new energy vehicle such as a hybrid electric vehicle, a pure electric vehicle, etc. In other embodiments, the vehicle 1000 can also be other types of vehicles. The vehicle includes a vehicle body and a vehicle heat exchange system 100 of any of the above embodiments, and the vehicle heat exchange system 100 is assembled on the vehicle body 200.

[0118] In the vehicle 1000 provided by the embodiment of the utility model, the compressor 10 of the vehicle heat exchange system 100 is arranged in the refrigerant flow path 101, the vehicle power source heat exchanger 40 and the second channel 72 of the first heat exchanger 70 are arranged in series in the first heat exchange flow path 103, and the upstream throttling element 96, the first channel 71 of the first heat exchanger 70 and the downstream throttling element 73 are sequentially arranged in series in the refrigerant flow path 101 and are located between the outlet of the compressor 10 and the inlet of the compressor 10. In this way, the vehicle heat exchange system 100 can use the heat generated by the compressor 10 to be transferred to the vehicle power source heat exchanger 40 through the first heat exchanger 70, which helps the vehicle power source heat exchanger 40 to provide heat for the vehicle power source, realizes heating for the vehicle power source, and also helps to improve the ability of the vehicle heat exchange system 100 to heat the vehicle power source in a low temperature environment, and helps to ensure the performance of the vehicle power source. In addition, the opening degree of the upstream throttling element 96 can be increased to reduce the throttling and pressure reduction effect, which helps to reduce the situation where the refrigerant cannot generate sufficient heat exchange temperature difference due to the sudden drop in pressure after flowing through the upstream throttling element 96, and helps the heat of the refrigerant that subsequently enters the first channel 71 from the upstream throttling element 96 to be transferred to the second channel 72, thereby helping to increase the heat supply to the vehicle power source heat exchanger 40, and the downstream throttling element 73 can ensure that the pressure of the outflowing refrigerant remains constant by performing the throttling and pressure reduction function originally undertaken by the upstream throttling element 96.

[0119] In the present invention, unless otherwise clearly specified or limited, the terms "assembly" and the like should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, it can be the internal communication of two elements, it can be only surface contact, or it can be connected through the surface contact of an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0120] In addition, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as specific or special structures. The description of the term "some embodiments" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In the utility model, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in the utility model and the features of different embodiments or examples without contradiction.

[0121] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the protection scope of the present invention.

Claims

1. A vehicle heat exchange system, characterized in that: include: A refrigerant flow path and a first heat exchange flow path; A compressor, the compressor being arranged in the refrigerant flow path; A first heat exchanger, the first heat exchanger comprising a first channel and a second channel capable of exchanging heat with each other; a vehicle power source heat exchanger, the vehicle power source heat exchanger and the second channel are arranged in series in the first heat exchange flow path; An upstream throttling element and a downstream throttling element, wherein the upstream throttling element, the first passage and the downstream throttling element are sequentially arranged in series in the refrigerant flow path and are located between the outlet of the compressor and the inlet of the compressor.

2. The vehicle heat exchange system according to claim 1, characterized in that: The vehicle heat exchange system further comprises: a second heat exchange flow path; a second heat exchanger, the second heat exchanger comprising a third channel and a fourth channel capable of exchanging heat with each other, the third channel being disposed in the refrigerant flow path; and A first cabin heat exchanger is provided in series with the fourth passage in the second heat exchange flow path.

3. The vehicle heat exchange system according to claim 2, characterized in that: The vehicle heat exchange system also includes a compressor bypass and a bypass expansion valve, the inlet of the compressor bypass is arranged between the outlet of the compressor and the inlet of the third channel, the outlet of the compressor bypass is arranged between the outlet of the downstream throttling element and the inlet of the compressor, and the bypass expansion valve is arranged in the compressor bypass.

4. The vehicle heat exchange system according to claim 2, characterized in that: The vehicle heat exchange system also includes an outdoor heat exchanger, a first switch valve and a second switch valve. The outdoor heat exchanger and the first switch valve are arranged in parallel in the refrigerant flow path and are located between the outlet of the third channel and the inlet of the upstream throttling element. The second switch valve is arranged between the outlet of the outdoor heat exchanger and the inlet of the upstream throttling element.

5. The vehicle heat exchange system according to claim 4, characterized in that: The vehicle heat exchange system further includes a third switch valve, wherein the third switch valve is disposed in the refrigerant flow path; The first end of the first switch valve is disposed between the outlet of the third passage and the inlet of the off-vehicle heat exchanger, and the second end of the first switch valve is disposed between the second end of the second switch valve and the inlet of the upstream throttling element; The first end of the second switch valve is arranged between the outlet of the external heat exchanger and the first end of the third switch valve, and the second end of the third switch valve is arranged between the outlet of the downstream throttling element and the inlet of the compressor.

6. The vehicle heat exchange system according to claim 5, characterized in that: The vehicle heat exchange system also includes a second cabin heat exchanger, which is arranged in the refrigerant flow path, the inlet of the second cabin heat exchanger is arranged between the second end of the second switching valve and the inlet of the upstream throttling element, and the outlet of the second cabin heat exchanger is arranged between the outlet of the downstream throttling element and the inlet of the compressor.

7. The vehicle heat exchange system according to claim 5, characterized in that: The vehicle heat exchange system also includes a first branch and a second branch, the first branch and the second branch are both connected to the second heat exchange flow path and the first heat exchange flow path, the inlet of the first branch is arranged between the outlet of the fourth channel and the inlet of the first cabin heat exchanger, the outlet of the first branch is arranged between the outlet of the second channel and the inlet of the vehicle power source heat exchanger, the inlet of the second branch is arranged between the outlet of the vehicle power source heat exchanger and the inlet of the second channel, and the outlet of the second branch is arranged between the outlet of the first cabin heat exchanger and the inlet of the fourth channel.

8. The vehicle heat exchange system according to claim 7, characterized in that: The vehicle heat exchange system further includes a branch switch valve, and the branch switch valve is arranged on the first branch or the second branch.

9. The vehicle heat exchange system according to claim 7, characterized in that: The vehicle heat exchange system further includes a branch switch valve, wherein the branch switch valve is a multi-way valve; The inlet of the branch switch valve, the first outlet of the branch switch valve, the inlet of the first cabin heat exchanger, the outlet of the first cabin heat exchanger, the inlet of the fourth channel, and the outlet of the fourth channel are sequentially arranged in the second heat exchange flow path, and the second outlet of the branch switch valve is arranged at the inlet of the first branch; or, the inlet of the branch switch valve, the first outlet of the branch switch valve, the inlet of the vehicle power source heat exchanger, and the outlet of the vehicle power source heat exchanger are sequentially arranged in the first heat exchange flow path, and the second outlet of the branch switch valve is arranged at the inlet of the second branch.

10. A vehicle, characterized in that: include: Vehicle body; as well as According to any one of claims 1 to 9, the vehicle heat exchange system is mounted on the vehicle body.

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