Thermal management system of automobile and automobile

Abstract

The utility model belongs to the technical field of automobile thermal management, and provides an automobile thermal management system and an automobile, the automobile thermal management system comprises a refrigerant loop, a first bypass branch and a first regulating valve, the refrigerant loop is sequentially provided with a compressor, an evaporation unit and a built-in condenser used for dissipating heat into the automobile, and the inlet end of the first bypass branch is communicated with the outlet of the compressor; the outlet end of the first bypass branch communicates with an inlet of the compressor, and the communicating position of the inlet end of the first bypass branch and the refrigerant loop is a flow dividing node. And the first regulating valve is arranged between the shunting node and the built-in condenser so as to regulate the flow of a refrigerant entering the built-in condenser from the outlet of the compressor. According to the air conditioner, the first bypass branch is short in circulation path and circulation period and small in refrigerant amount, the refrigerant flowing out of the outlet of the compressor can be rapidly heated, and the heat exchange efficiency of the refrigerant of the built-in condenser and air in a vehicle can be improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile thermal management, in particular to an automobile thermal management system and an automobile. Background Art

[0002] The thermal management effect of the whole vehicle is a key factor affecting the cruising range of the whole vehicle. The thermal management system is an important part of the whole vehicle, especially new energy vehicles. The automotive thermal management system is mainly used to regulate the heat circulation in the motor, battery electronic control and passenger compartment of new energy vehicles, so that the vehicle drive components such as the motor, the battery assembly of the vehicle and the passenger compartment have a suitable operating temperature, and reasonably utilize the heat of the whole vehicle to improve the cruising range of the whole vehicle. Under extremely low temperature conditions, the temperature of the whole vehicle and the external environment is extremely low, and it is difficult for the electric drive, drive battery and passenger compartment to absorb heat from the external environment and the rest of the vehicle. The existing vehicle thermal management system usually includes a refrigerant circuit and a coolant circuit. The refrigerant circuit is provided with a compressor and a built-in condenser for dissipating heat to the car. At present, some cars generate heat by running the compressor at high speed to meet the heat demand of the car under extremely low temperature conditions. At the same time, a bypass branch is arranged in parallel with the compressor on the refrigerant circuit, the inlet of the bypass branch is connected to the outlet of the compressor, and the outlet of the bypass branch is connected to the inlet of the compressor, so that part of the high-temperature refrigerant discharged from the outlet of the compressor directly flows back to the inlet of the compressor, thereby enabling the compressor to continue to operate at high speed to generate heat. The refrigerant flowing through the bypass branch has a short flow path, a small amount of refrigerant, and a fast heating, but a large part of the refrigerant still flows in the refrigerant circuit, and the heating is slow, resulting in a slow overall heating speed of the refrigerant circuit, which in turn makes it difficult for the refrigerant in the built-in condenser to quickly heat the air in the vehicle. Utility Model Content

[0003] In view of the above-mentioned shortcomings of the prior art, the purpose of the present invention is to provide a thermal management system for an automobile and an automobile, so as to solve the problem that the built-in condenser in the prior art is difficult to quickly heat the air inside the vehicle.

[0004] In order to achieve the above-mentioned purpose and other related purposes, the utility model provides a thermal management system for an automobile, comprising:

[0005] A refrigerant circuit, wherein a compressor, a built-in condenser and an evaporation unit are sequentially arranged on the refrigerant circuit, wherein the built-in condenser is used to dissipate heat into the vehicle, wherein the outlet of the compressor is connected to the inlet of the built-in condenser, wherein the outlet of the built-in condenser is connected to the inlet of the evaporation unit, and wherein the outlet of the evaporation unit is connected to the inlet of the compressor;

[0006] a first bypass branch, wherein the inlet end of the first bypass branch is connected to the outlet of the compressor, the outlet end of the first bypass branch is connected to the inlet of the compressor, and the connection point between the inlet end of the first bypass branch and the refrigerant circuit is a flow splitting node;

[0007] A first regulating valve is provided on the refrigerant circuit between the flow dividing node and the built-in condenser to adjust the amount of refrigerant entering the built-in condenser from the compressor outlet.

[0008] Optionally, it further includes a second bypass branch, the inlet of the second bypass branch is connected to the outlet of the built-in condenser, the outlet of the second bypass branch is connected to the inlet of the evaporation unit, and the second bypass branch is provided with a first off-vehicle heat exchanger.

[0009] Optionally, a coaxial tube is provided on the refrigerant circuit, the refrigerant circuit between the built-in condenser and the evaporation unit is a high-temperature and high-pressure pipeline, and the refrigerant circuit between the evaporation unit and the compressor is a low-temperature and low-pressure pipeline, and the high-temperature and high-pressure pipeline exchanges heat with the low-temperature and low-pressure pipeline through the coaxial tube.

[0010] Optionally, there are two evaporation units, which are respectively an in-vehicle air-conditioning evaporator and a heat exchange evaporator, wherein the heat exchange evaporator is used for exchanging heat with a coolant circuit of a thermal management system, and the in-vehicle air-conditioning evaporator is used for exchanging heat with air in the vehicle;

[0011] The in-vehicle air-conditioning evaporator is arranged in parallel with the heat exchange evaporator, the inlet of the in-vehicle air-conditioning evaporator and the inlet of the heat exchange evaporator are both connected to the outlet of the built-in condenser, and the outlet of the in-vehicle air-conditioning evaporator and the outlet of the heat exchange evaporator are both connected to the inlet of the compressor.

[0012] Optionally, the coolant circuit includes a valve group and a plurality of passages, the passages are connected by the valve group so that at least two of the passages are connected to form the coolant circuit, and the passages at least include:

[0013] a first path, the first path passes through the heat exchange evaporator and exchanges heat with the refrigerant circuit through the heat exchange evaporator;

[0014] a second path, the second path passing through a driving battery;

[0015] A third path is electrically driven.

[0016] Optionally, the inlet end of the third passage is connected to a first bus branch and a second bus branch, the outlet end of the first bus branch and the outlet end of the second bus branch are respectively connected to the inlet of the electric drive, and a second off-vehicle heat exchanger is arranged on the first bus branch.

[0017] Optionally, the electric drive includes a power management module and a motor.

[0018] Optionally, the refrigerant circuit is provided with a liquid storage tank between the outlet of the built-in condenser and the evaporation unit.

[0019] Optionally, a second regulating valve is provided on the first bypass branch.

[0020] The utility model also provides a car, wherein the car is provided with a thermal management system as described in any one of the above items.

[0021] As described above, the thermal management system of an automobile and the automobile of the utility model have the following beneficial effects:

[0022] The connection point between the inlet end of the first bypass branch and the refrigerant circuit is a shunt node. Since a first regulating valve is provided between the shunt node and the built-in condenser, the first regulating valve can adjust the flow of the refrigerant entering the built-in condenser from the compressor outlet. When under extremely low temperature conditions, the amount of refrigerant flowing from the compressor into the built-in condenser can be reduced, so that most of the refrigerant circulates in the first bypass branch. Compared with the refrigerant circuit, the first bypass branch has a short circulation path, a short cycle, and a small amount of refrigerant, so that the temperature of the refrigerant flowing out of the compressor outlet can be quickly increased, and then the temperature of the refrigerant flowing through the built-in condenser can be quickly increased. When the temperature of the refrigerant flowing through the built-in condenser is increased, it is beneficial for the refrigerant in the built-in condenser to exchange heat with the air in the vehicle, thereby improving the heat exchange efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 This is a schematic diagram of the structure of the automotive thermal management system in an embodiment of the utility model;

[0024] Figure 2 1 is a connection diagram of an automobile thermal management system in an embodiment of the utility model;

[0025] Figure 3 Schematic diagram of the connection of the automotive thermal management system in the embodiment of the utility model No. 2;

[0026] Figure 4 3 is a connection diagram of the automotive thermal management system in the embodiment of the utility model;

[0027] Figure 5 4 is a connection diagram of the automotive thermal management system in the embodiment of the utility model;

[0028] Figure 6 5 is a connection diagram of the automotive thermal management system in the embodiment of the utility model;

[0029] Figure 76 is a connection diagram of the automotive thermal management system in the embodiment of the utility model;

[0030] Figure 8 FIG7 is a connection diagram of the automotive thermal management system in an embodiment of the present utility model.

[0031] Explanation of the reference numerals: compressor 1, built-in condenser 2, liquid storage tank 3, in-vehicle air-conditioning evaporator 4, heat exchange evaporator 5, coaxial tube 6, second regulating valve 7, first regulating valve 8, in-vehicle air-conditioning system 9, second external heat exchanger 10, first external heat exchanger 11, heat exchange fan 12, first on-off valve 13, second on-off valve 14, water storage bottle 15, analog / digital converter 16, power management module 17, motor 18, second liquid pump 19, seven-way valve 20, first liquid pump 21, drive battery 22, first throttle valve 23, second throttle valve 24, first bypass branch 25, second bypass branch 26, first passage 27, second passage 28, third passage 29, first confluence branch 30, second confluence branch 31, first interface a, second interface b, third interface c, fourth interface d, fifth interface e, sixth interface f, seventh interface g. DETAILED DESCRIPTION

[0032] The following is a description of the implementation of the present invention by means of specific embodiments. People familiar with the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification.

[0033] It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the utility model, so they have no substantial technical significance. Any modification of the structure, change of the proportion relationship or adjustment of the size, without affecting the effects and purposes that can be achieved by the utility model, should still fall within the scope of the technical content disclosed by the utility model. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of description, and are not used to limit the scope of the implementation of the utility model. The change or adjustment of their relative relationship should also be regarded as the scope of the implementation of the utility model without substantial change of the technical content.

[0034] See also Figures 1 to 8 The present embodiment provides a thermal management system for an automobile, including a refrigerant circuit and a first bypass branch 25. The refrigerant circuit is filled with R134a refrigerant. R134a is 1,1,1,2-tetrafluoroethane, which is widely used and suitable for low temperature environments.

[0035] The refrigerant circuit is provided with a compressor 1, a condensing unit and an evaporating unit in sequence. In this embodiment, the condensing unit is a built-in condenser 2 for dissipating heat into the vehicle. The outlet of the compressor 1 is connected to the inlet of the condensing unit, the outlet of the condensing unit is connected to the inlet of the evaporating unit, and the outlet of the evaporating unit is connected to the inlet of the compressor 1, forming a circuit. The inlet end of the first bypass branch 25 is connected to the outlet of the compressor 1, the outlet end of the first bypass branch 25 is connected to the inlet of the compressor 1, and the connection point between the inlet end of the first bypass branch 25 and the refrigerant circuit is a diversion node.

[0036] A first regulating valve 8 is provided on the refrigerant circuit between the shunt node and the condensing unit. The first regulating valve 8 can adjust the flow of the refrigerant in the refrigerant circuit from the outlet of the compressor 1 into the condensing unit. When under extremely low temperature conditions, the first regulating valve 8 can reduce the amount of refrigerant flowing from the compressor 1 into the built-in condenser 2, so that most of the refrigerant circulates in the first bypass branch 25. Compared with the refrigerant circuit, the first bypass branch 25 has a short circulation path, a short cycle, and a small amount of refrigerant, so that the temperature of the refrigerant flowing out of the outlet of the compressor 1 can be quickly heated, and then the temperature of the refrigerant flowing through the condensing unit can be quickly increased. After the temperature of the refrigerant flowing through the condensing unit is increased, it is beneficial for the refrigerant flowing through the condensing unit to exchange heat with the air in the vehicle, thereby improving the heat exchange efficiency.

[0037] In this embodiment, the thermal management system also includes a second bypass branch 26, the inlet of the second bypass branch 26 is connected to the outlet of the condensing unit, the outlet of the second bypass branch 26 is connected to the inlet of the evaporation unit, and the first external heat exchanger 11 is arranged on the second bypass branch 26, the inlet of the first external heat exchanger 11 is connected to the inlet of the second bypass branch 26, and the outlet of the first external heat exchanger 11 is connected to the outlet of the second bypass branch 26.

[0038] Specifically, Figure 1 As shown, a first check valve 13 is provided on the second bypass branch 26, and a second check valve 14 is provided on the refrigerant circuit between the inlet of the second bypass branch 26 and the outlet of the second bypass branch 26. When the first check valve 13 is closed and the second check valve 14 is opened, the refrigerant in the refrigerant circuit never flows through the first off-vehicle heat exchanger 11, thereby avoiding heat exchange with the outside environment through the first off-vehicle heat exchanger 11. When the first check valve 13 is opened and the second check valve 14 is closed, the refrigerant in the refrigerant circuit flows through the first off-vehicle heat exchanger 11, thereby being able to exchange heat with the outside environment through the first off-vehicle heat exchanger 11.

[0039] like Figure 1As shown, in this embodiment, a coaxial tube 6 is provided on the refrigerant circuit, the refrigerant circuit between the built-in condenser 2 and the evaporator is a high-temperature and high-pressure pipeline, and the refrigerant circuit between the evaporator and the compressor 1 is a low-temperature and low-pressure pipeline, and the high-temperature and high-pressure pipeline exchanges heat with the low-temperature and low-pressure pipeline through the coaxial tube 6. The coaxial tube 6 can realize heat exchange between the high-temperature and high-pressure pipeline and the low-temperature and low-pressure pipeline in the refrigerant circuit, which is conducive to improving the working efficiency of the refrigerant circuit.

[0040] Specifically, the coaxial tube 6 generally includes an outer appearance and an inner tube inserted in an outer tube, the inner tube serves as a high-temperature and high-pressure pipeline of a refrigerant circuit, and the outer tube serves as a low-temperature and low-pressure pipeline of a refrigerant circuit. The heat of the refrigerant in the inner tube can be transferred to the refrigerant in the outer tube through the coaxial tube 6, promoting the evaporation of the refrigerant in the outer tube, and at the same time, the refrigerant in the outer tube can absorb the heat of the refrigerant in the inner tube, promoting the condensation of the refrigerant in the inner tube.

[0041] There are at least two evaporation units, such as Figure 1 As shown, in this embodiment, there are two evaporation units, which are the in-vehicle air conditioning evaporator 4 and the heat exchange evaporator 5. The in-vehicle air conditioning evaporator 4 is used to exchange heat with the air in the vehicle to reduce the temperature in the vehicle, and the heat exchange evaporator 5 is a water-to-water heat exchanger with a refrigerant inlet, a refrigerant outlet, a coolant inlet and a coolant outlet, and is used to exchange heat with the coolant circuit of the thermal management system, thereby exchanging heat with each unit on the coolant circuit. In this embodiment, the in-vehicle air conditioning system 9 (Heating, Ventilation, Air-conditioning and Cooling, referred to as HVAC) includes a built-in condenser 2 and an in-vehicle air conditioning evaporator 4, the built-in condenser 2 is used to heat the air in the vehicle, and the in-vehicle air conditioning evaporator 4 is used to cool the air in the vehicle.

[0042] In other embodiments, there may be more than two evaporation units. For example, an evaporation unit may be directly provided on the drive battery 22 and / or the electric drive, so as to directly cool the drive battery 22 and / or the electric drive without cooling through a coolant circuit, thereby improving the cooling efficiency.

[0043] Specifically, in this embodiment, the in-vehicle air conditioning evaporator 4 and the heat exchange evaporator 5 are arranged in parallel, the inlet of the in-vehicle air conditioning evaporator 4 and the refrigerant inlet of the heat exchange evaporator 5 are both connected to the outlet of the condensing unit, and the outlet of the in-vehicle air conditioning evaporator 4 and the refrigerant outlet of the heat exchange evaporator 5 are both connected to the inlet of the compressor 1. The condensed refrigerant can flow through the in-vehicle air conditioning evaporator 4 and the heat exchange evaporator 5 respectively, so as to evaporate and absorb heat in the in-vehicle air conditioning evaporator 4 and the heat exchange evaporator 5 respectively, and the evaporated refrigerant in the in-vehicle air conditioning evaporator 4 and the heat exchange evaporator 5 can also flow into the compressor 1, so as to complete the pressurization in the compressor 1.

[0044] In this embodiment, a first throttle valve 23 is provided on the refrigerant circuit between the inlet of the in-vehicle air-conditioning evaporator 4 and the outlet of the condensing unit, and a second throttle valve 24 is provided on the refrigerant circuit between the refrigerant inlet of the heat exchange evaporator 5 and the outlet of the condensing unit. The first throttle valve 23 and the second throttle valve 24 are both used to reduce the pressure of the refrigerant flowing through to promote the evaporation of the refrigerant. In this embodiment, the first throttle valve 23, the second throttle valve 24, the first regulating valve 8, and the second regulating valve 7 are all electronic expansion valves, which have the advantages of a wide adjustment range and a fast adjustment response.

[0045] Specifically, Figure 1 As shown, the coolant circuit includes a valve group and multiple passages. The passages are connected by the valve group so that at least two passages are connected to form a coolant circuit. The passages include at least a first passage 27, a second passage 28 and a third passage 29. The first passage 27 passes through the heat exchange evaporator 5 and exchanges heat with the refrigerant circuit through the heat exchange evaporator 5. The inlet end of the first passage 27 is connected to the coolant inlet of the heat exchange evaporator 5, and the coolant outlet of the heat exchange evaporator 5 is connected to the outlet end of the first passage 27. The second passage 28 passes through the drive battery 22, so that the cooling medium of the coolant circuit can exchange heat with the drive battery 22. The inlet end of the second passage 28 is connected to the inlet of the drive battery 22, and the outlet of the drive battery 22 is connected to the outlet of the second passage 28. The third passage 29 passes through the electric drive, so that the cooling medium of the coolant circuit can exchange heat with the electric drive. In this embodiment, a first liquid pump 21 is provided on the second passage 28 to drive the coolant in the second passage 28 to flow from the inlet of the second passage 28 to the outlet of the second passage 28, and a second liquid pump 19 is provided on the third passage 29 to drive the coolant in the third passage 29 to flow from the inlet of the third passage 29 to the outlet of the third passage 29.

[0046] Specifically, the inlet end of the third passage 29 is connected to the first bus branch 30 and the second bus branch 31, the outlet end of the first bus branch 30 and the outlet end of the second bus branch 31 are respectively connected to the inlet of the electric drive, and the first bus branch 30 is provided with a second external heat exchanger 10. The cooling medium in the first bus branch 30 can exchange heat with the external environment through the second external heat exchanger 10.

[0047] In this embodiment, the second off-vehicle heat exchanger 10 is also connected to a water storage bottle 15, and a throttle valve is connected in series between the water storage bottle 15 and the second off-vehicle heat exchanger 10. When the coolant flows through the second off-vehicle heat exchanger 10, since the temperature of the second off-vehicle heat exchanger 10 is higher than the air temperature, the water vapor condenses after the coolant dissipates heat, so that the coolant in the second off-vehicle heat exchanger 10 increases. When the coolant in the second off-vehicle heat exchanger 10 continues to increase, part of the excess coolant can flow into the water storage bottle 15 through the throttle valve. The water storage bottle 15 is also connected to the third passage 29. When the coolant in the third passage 29 decreases, the coolant in the water storage bottle 15 can flow into the third passage 29 to replenish the coolant.

[0048] In this embodiment, a heat exchange fan 12 is arranged near the first external heat exchanger 11 and the second external heat exchanger 10. The heat exchange fan 12 can push the ambient air to flow through the second external heat exchanger 10, thereby accelerating the heat exchange between the first external heat exchanger 11 and the second external heat exchanger 10 and the external environment.

[0049] In this embodiment, the valve group includes a multi-way valve, and the first passage 27, the second passage 28 and the third passage 29 are connected by the multi-way valve. Specifically, in this embodiment, the multi-way valve is a seven-way valve 20, having a first interface a, a second interface b, a third interface c, a fourth interface d, a fifth interface e, a sixth interface f and a seventh interface g, the first interface a is connected to the inlet end of the second confluence branch 31, the second interface b is connected to the outlet end of the first passage 27, the third interface c is connected to the inlet end of the first confluence branch 30, the fourth interface d is connected to the inlet end of the second passage 28, the fifth interface e is connected to the outlet end of the third passage 29, the sixth interface f is connected to the outlet end of the second passage 28, and the seventh interface g is connected to the inlet end of the first passage 27.

[0050] Specifically, in this embodiment, the electric drive includes a power management module 17 and a motor 18. In some embodiments, the power management module 17 and the motor 18 are arranged in parallel, which can make the heat exchange of the power management module 17 and the motor 18 more uniform. In this embodiment, the power management module 17 and the motor 18 are arranged in series on the third passage 29 from the inlet end of the third passage 29 to the outlet end of the third passage 29, which has the advantages of simple cooling liquid path, high reliability, low cost, etc. In some embodiments, the electric drive also includes an analog / digital converter 16 (Analog-to-Digital Converter, referred to as ADC) to convert the digital signal of the mechanical motion sensed by the magnetic encoder into a format that can be understood by the motor 18 drive controller, so as to monitor the state of the motor 18 and accurately control it. Accordingly, in this embodiment, the analog / digital converter 16, the power management module 17, and the motor 18 are arranged in series on the third passage 29 from the inlet end of the third passage 29 to the outlet end of the third passage 29.

[0051] In this embodiment, a liquid storage tank 3 is provided between the outlet of the condensing unit and the evaporating unit of the refrigerant circuit. The liquid storage tank 3 is used to store the refrigerant in the refrigerant circuit. When the demand for refrigerant in the refrigerant circuit decreases, the liquid storage tank 3 stores the excess refrigerant in the refrigerant circuit. When the demand for refrigerant in the refrigerant circuit increases, the liquid storage tank 3 replenishes the refrigerant in the refrigerant circuit. In this embodiment, the liquid storage tank 3 is a dry liquid storage tank 3, which is integrated with a dryer and a filter, and can dry and filter the refrigerant flowing through the dry liquid storage tank 3.

[0052] In this embodiment, a second regulating valve 7 is provided on the first bypass branch 25. The second regulating valve 7 can adjust the amount of refrigerant flowing out of the compressor 1 and entering the first bypass branch 25, which is beneficial to improving the control accuracy of the refrigerant temperature.

[0053] The utility model also provides a car, which is provided with a thermal management system as described above, and regulates the circulation of heat in the car motor 18, the drive battery 22 and the passenger compartment.

[0054] In actual situations, the connectivity between the various pathways Figure 2~Figure 8 In the figure, the connected pipeline is represented by a solid line, and the disconnected pipeline is represented by a dotted line. Figure 2 As shown, when heating is required at extremely low temperatures, the first stop valve 13 is closed, the second stop valve 14 is opened, the first throttle valve 23 is opened, the second throttle valve 24 is closed, the second regulating valve 7 is opened, and the first regulating valve 8 is partially opened. The compressor 1 generates heat by running at high speed, and the refrigerant at the inlet of the compressor 1 enters the compressor 1 under the action of the compressor 1. After the refrigerant absorbs the heat of the compressor 1, it is discharged from the outlet of the compressor 1. Part of the refrigerant directly returns to the inlet of the compressor 1 via the first bypass branch 25, and the other part of the refrigerant flows through the built-in condenser 2, exchanges heat with the air in the vehicle at the built-in condenser 2, and then flows through the liquid storage tank 3 and the air conditioning evaporator 4 in the vehicle in turn and returns to the inlet of the compressor 1, completing the circulation of the refrigerant. At this time, the driving battery 22 can be self-heated.

[0055] Part of the refrigerant returns directly to the inlet of the compressor 1 via the first bypass branch 25, which can increase the pressure at the inlet of the compressor 1 and avoid damage to the compressor 1 and the refrigerant pipeline caused by too low pressure at the inlet of the compressor 1 due to high-speed operation of the compressor 1.

[0056] At the same time, by adjusting the opening of the first regulating valve 8, the amount of refrigerant entering the built-in condenser 2 at the outlet of the compressor 1 can be reduced, thereby increasing the amount of refrigerant entering the first bypass branch 25 at the outlet of the compressor 1. The first bypass branch 25 has a short path, a small amount of circulating refrigerant, and a short cycle. Under the condition that the heat generation power of the compressor 1 remains unchanged, the temperature of the refrigerant at the outlet of the compressor 1 can be quickly increased, thereby increasing the temperature of the refrigerant entering the built-in condenser 2. The temperature of the refrigerant in the built-in condenser 2 increases, and the temperature difference between the refrigerant and the air in the vehicle increases, which is conducive to the heat dissipation of the built-in condenser 2 to the air in the vehicle, and increases the heating rate of the built-in condenser 2 to the air in the vehicle.

[0057] like Figure 3 As shown, in a low temperature environment, when the electric drive heat can be absorbed by the coolant circuit, the first stop valve 13 is closed, the second stop valve 14 is opened, the first throttle valve 23 is closed, the second throttle valve 24 is opened, the second regulating valve 7 is closed, and the first regulating valve 8 is opened. The outlet end of the third passage 29 is connected to the inlet end of the first passage 27, and the outlet end of the first passage 27 is connected to the inlet end of the second confluence branch 31, that is, the fifth interface e of the seven-way valve 20 is connected to the seventh interface g, and the second interface b of the seven-way valve 20 is connected to the first interface a.

[0058] The compressor 1 is working, and the refrigerant at the outlet of the compressor 1 enters the built-in condenser 2 after being compressed in the compressor 1, and releases heat in the built-in condenser 2 to heat the air in the vehicle. After releasing heat in the built-in condenser 2, the refrigerant flows through the second stop valve 14, the liquid storage tank 3 and the second throttle valve 24 in sequence, and then flows into the heat exchange evaporator 5, evaporates in the heat exchange evaporator 5, absorbs heat from the coolant circuit, and the refrigerant after absorbing heat in the heat exchange evaporator 5 returns to the inlet of the compressor 1, completing the refrigerant circuit cycle.

[0059] At the same time, after the coolant in the first passage 27 releases heat at the heat exchange evaporator 5, it flows into the second junction branch 31 through the second interface b and the first interface a, and then flows into the third passage 29 through the second junction branch 31, and flows through the electric drive. After the coolant absorbs the heat of the electric drive, it flows into the inlet end of the first passage 27 through the fifth interface e and the seventh interface g under the action of the second liquid pump 19, and returns to the heat exchange evaporator 5 to release heat, completing the circulation of the coolant circuit.

[0060] At this time, the driving battery 22 can be self-heated. If the ambient temperature meets the working requirements of the driving battery 22, the liquid of the driving battery 22 does not need to be heated.

[0061] like Figure 4As shown, in a low temperature environment, but when the ambient heat can be absorbed through the coolant circuit, the first stop valve 13 is closed, the second stop valve 14 is opened, the first throttle valve 23 is closed, the second throttle valve 24 is opened, the second regulating valve 7 is closed, and the first regulating valve 8 is opened. The outlet end of the third passage 29 is connected to the inlet end of the first passage 27, and the outlet end of the first passage 27 is connected to the inlet end of the first confluence branch 30, that is, the fifth interface e of the seven-way valve 20 is connected to the seventh interface g, and the second interface b of the seven-way valve 20 is connected to the third interface c.

[0062] The compressor 1 is working, and the refrigerant at the outlet of the compressor 1 enters the built-in condenser 2 after being compressed in the compressor 1, and releases heat in the built-in condenser 2 to heat the air in the vehicle. After releasing heat in the built-in condenser 2, the refrigerant flows through the second stop valve 14, the liquid storage tank 3 and the second throttle valve 24 in sequence, and then flows into the heat exchange evaporator 5, evaporates in the heat exchange evaporator 5, absorbs heat from the coolant circuit, and the refrigerant after absorbing heat in the heat exchange evaporator 5 returns to the inlet of the compressor 1, completing the refrigerant circuit cycle.

[0063] At the same time, after the coolant in the first passage 27 releases heat at the heat exchange evaporator 5, it flows into the first confluence branch 30 through the second interface b and the third interface c. The coolant in the first confluence branch 30 flows through the second off-vehicle heat exchanger 10 to absorb the heat from the outside environment. After absorbing heat, the coolant flows into the third passage 29 through the first confluence branch 30, flows through the electric drive, and continues to absorb the heat of the electric drive. After absorbing the heat of the electric drive, the coolant flows into the inlet end of the first passage 27 through the fifth interface e and the seventh interface g under the action of the second liquid pump 19, and returns to the heat exchange evaporator 5 to release heat, completing the circulation of the coolant circuit.

[0064] At this time, the driving battery 22 can be self-heated. If the ambient temperature meets the working requirements of the driving battery 22, the liquid of the driving battery 22 does not need to be heated.

[0065] like Figure 5 As shown, in the refrigeration condition, when the passenger compartment needs to be cooled and the battery needs to be cooled, the first check valve 13 is opened, the second check valve 14 is closed, the first throttle valve 23 is opened, the second throttle valve 24 is closed, the second regulating valve 7 is closed, and the first regulating valve 8 is opened. The outlet end of the third passage 29 is connected to the inlet end of the second passage 28, and the outlet end of the second passage 28 is connected to the inlet end of the first confluence branch 30, that is, the fifth interface e of the seven-way valve 20 is connected to the fourth interface d, and the sixth interface f of the seven-way valve 20 is connected to the third interface c.

[0066] The compressor 1 is working, and the refrigerant at the outlet of the compressor 1 is compressed in the compressor 1 and then enters the built-in condenser 2 for condensation. The condensed refrigerant further flows into the second bypass branch 26, and flows through the second off-vehicle heat exchanger 10, dissipates heat to the outside of the vehicle and further condenses. After the condensed refrigerant returns to the coolant circuit, it flows through the liquid storage tank 3 and the first throttle valve 23 in sequence. After the refrigerant is depressurized at the first throttle valve 23, it flows into the in-vehicle air conditioning evaporator 4, evaporates in the in-vehicle air conditioning evaporator 4, absorbs the heat of the air in the vehicle, and completes the refrigeration of the passenger compartment. The refrigerant that has absorbed heat returns to the outlet of the compressor 1, completing the circulation of the refrigerant circuit.

[0067] At the same time, the coolant in the second passage 28 flows through the drive battery 22 under the action of the first liquid pump 21, absorbs heat and cools the drive battery 22, and the coolant after absorbing heat flows into the first confluence branch 30 through the sixth interface f and the third interface c, and flows through the second external heat exchanger 10, and the coolant dissipates heat to the external environment in the second external heat exchanger 10. The coolant after heat dissipation and cooling flows into the third passage 29 and flows through the electric drive, continues to absorb the heat of the electric drive, and absorbs heat and cools the electric drive. After absorbing the heat of the electric drive, the coolant flows into the inlet end of the second passage 28 through the fifth interface e and the fourth interface d under the action of the second liquid pump 19, completing the circulation of the coolant circuit.

[0068] like Figure 6 As shown, under the refrigeration condition, the passenger compartment and the battery are cooled and cooled, and when the battery is cooled and cooled, the first check valve 13 is opened, the second check valve 14 is closed, the first throttle valve 23 and the second throttle valve 24 are opened, the second regulating valve 7 is closed, and the first regulating valve 8 is opened. The outlet end of the third passage 29 is connected to the inlet end of the first confluence branch 30, the outlet end of the second passage 28 is connected to the inlet end of the first passage 27, and the outlet end of the first passage 27 is connected to the inlet end of the second passage 28. That is, the fifth interface e of the seven-way valve 20 is connected to the third interface c, the sixth interface f is connected to the seventh interface g, and the second interface b is connected to the fourth interface d.

[0069] The compressor 1 is working, and the refrigerant at the outlet of the compressor 1 enters the built-in condenser 2 for condensation after being compressed in the compressor 1. The condensed refrigerant further flows into the second bypass branch 26 and flows through the second external heat exchanger 10 to dissipate heat to the outside of the vehicle and further condense. The condensed refrigerant returns to the coolant circuit and flows through the liquid storage tank 3.

[0070] Part of the refrigerant that flows through the liquid storage tank 3 flows through the first throttle valve 23 and the in-vehicle air-conditioning evaporator 4 in sequence. After the refrigerant is depressurized at the first throttle valve 23, it evaporates in the in-vehicle air-conditioning evaporator 4 and absorbs the heat of the air in the vehicle, completing the cooling of the passenger compartment. After absorbing heat in the in-vehicle air-conditioning evaporator 4, it returns to the outlet of the compressor 1; another part of the refrigerant that flows through the liquid storage tank 3 flows through the second throttle valve 24 and the heat exchange evaporator 5 in sequence. After the refrigerant is depressurized at the second throttle valve 24, it evaporates in the heat exchange evaporator 5 and absorbs the heat of the coolant in the first passage 27. After absorbing heat in the heat exchange evaporator 5, the refrigerant returns to the outlet of the compressor 1, completing the circulation of the refrigerant circuit.

[0071] At the same time, the coolant at the inlet end of the first confluence branch 30 flows through the second off-vehicle heat exchanger 10, and the coolant dissipates heat to the outside environment in the second off-vehicle heat exchanger 10. The coolant after heat dissipation and cooling flows into the third passage 29 and flows through the electric drive to absorb the heat of the electric drive and absorb heat and cool the electric drive. After the coolant absorbs the heat of the electric drive, it flows into the inlet end of the first confluence branch 30 through the fifth interface e and the third interface c under the action of the second liquid pump 19 to complete the cycle; the coolant at the inlet end of the second passage 28 flows through the drive battery 22 under the action of the first liquid pump 21 to absorb heat and cool the drive battery 22. The coolant after heat absorption flows into the inlet end of the first passage 27 through the sixth interface f and the seventh interface g. The coolant at the inlet end of the first passage 27 flows through the heat exchange evaporator 5, and the coolant releases heat and cools down in the heat exchange evaporator 5. The cooled coolant returns to the inlet end of the second passage 28 through the second interface b and the fourth interface d to complete the cycle.

[0072] like Figure 7 As shown, under the refrigeration condition, the passenger compartment does not need to be refrigerated, the battery is cooled and cooled, and when the battery is cooled and cooled, the first check valve 13 is opened, the second check valve 14 is closed, the first throttle valve 23 is closed, the second throttle valve 24 is opened, the second regulating valve 7 is closed, and the first regulating valve 8 is opened. The outlet end of the third passage 29 is connected to the inlet end of the first confluence branch 30, the outlet end of the second passage 28 is connected to the inlet end of the first passage 27, and the outlet end of the first passage 27 is connected to the inlet end of the second passage 28. That is, the fifth interface e of the seven-way valve 20 is connected to the third interface c, the sixth interface f is connected to the seventh interface g, and the second interface b is connected to the fourth interface d.

[0073] The compressor 1 is working, and the refrigerant at the outlet of the compressor 1 is compressed in the compressor 1 and then enters the built-in condenser 2 for condensation. The condensed refrigerant further flows into the second bypass branch 26, flows through the second off-vehicle heat exchanger 10, dissipates heat to the outside of the vehicle and further condenses. The condensed refrigerant returns to the coolant circuit and flows through the liquid storage tank 3. The refrigerant flowing through the liquid storage tank 3 flows through the second throttle valve 24 and the heat exchange evaporator 5 in sequence. After the refrigerant is depressurized at the second throttle valve 24, it evaporates in the heat exchange evaporator 5 and absorbs the heat of the coolant in the first passage 27. The refrigerant that absorbs heat in the heat exchange evaporator 5 returns to the outlet of the compressor 1, completing the circulation of the refrigerant circuit.

[0074] At the same time, the coolant at the inlet end of the first confluence branch 30 flows through the second off-vehicle heat exchanger 10, and the coolant dissipates heat to the outside environment in the second off-vehicle heat exchanger 10. The coolant after heat dissipation and cooling flows into the third passage 29 and flows through the electric drive to absorb the heat of the electric drive and absorb heat and cool the electric drive. After the coolant absorbs the heat of the electric drive, it flows into the inlet end of the first confluence branch 30 through the fifth interface e and the third interface c under the action of the second liquid pump 19 to complete the cycle; the coolant at the inlet end of the second passage 28 flows through the drive battery 22 under the action of the first liquid pump 21 to absorb heat and cool the drive battery 22. The coolant after heat absorption flows into the inlet end of the first passage 27 through the sixth interface f and the seventh interface g. The coolant at the inlet end of the first passage 27 flows through the heat exchange evaporator 5, and the coolant releases heat and cools down in the heat exchange evaporator 5. The cooled coolant returns to the inlet end of the second passage 28 through the second interface b and the fourth interface d to complete the cycle.

[0075] like Figure 8 As shown, in the dehumidification condition, when the air in the vehicle needs to be heated and cooled at the same time, the first stop valve 13 is closed, the second stop valve 14 is opened, the first throttle valve 23 and the second throttle valve 24 are opened, the second regulating valve 7 is closed, and the first regulating valve 8 is opened. The outlet end of the third passage 29 is connected to the inlet end of the first confluence branch 30, the inlet end of the first passage 27 is connected, and the outlet end of the first passage 27 is connected to the inlet end of the second passage 28. That is, the fifth interface e of the seven-way valve 20 is connected to the seventh interface g, and the second interface b is connected to the third interface c.

[0076] The compressor 1 is working, and the refrigerant at the outlet of the compressor 1 enters the built-in condenser 2 for condensation and heat release after being compressed in the compressor 1, and heats the air in the vehicle. The refrigerant condensed in the built-in condenser 2 flows through the liquid storage tank 3, and part of the refrigerant flowing through the liquid storage tank 3 flows through the first throttle valve 23 and the in-vehicle air conditioning evaporator 4 in turn. After the refrigerant is reduced in pressure at the first throttle valve 23, it evaporates in the in-vehicle air conditioning evaporator 4 and absorbs the heat of the air in the vehicle, and returns to the outlet of the compressor 1 after absorbing heat in the in-vehicle air conditioning evaporator 4. Since the in-vehicle air conditioning evaporator 4 cools the in-vehicle air heated by the built-in condenser 2, the water vapor with a higher temperature in the in-vehicle air is cooled and condensed, thereby reducing the humidity of the in-vehicle air and completing the dehumidification in the vehicle.

[0077] Part of the refrigerant that flows through the liquid storage tank 3 flows through the second throttle valve 24 and the heat exchange evaporator 5 in sequence. After the refrigerant is reduced in pressure at the second throttle valve 24, it evaporates in the heat exchange evaporator 5 and absorbs the heat of the coolant in the first passage 27. The refrigerant that has absorbed heat in the heat exchange evaporator 5 returns to the outlet of the compressor 1, completing the circulation of the refrigerant circuit.

[0078] At the same time, the coolant at the inlet end of the first confluence branch 30 flows through the second off-vehicle heat exchanger 10, where the coolant absorbs heat from the off-vehicle environment. The coolant after absorbing heat flows into the third passage 29, flows through the electric drive, absorbs the heat of the electric drive, and continues to absorb the heat of the electric drive. The coolant after absorbing the heat of the electric drive flows into the inlet end of the first passage 27 through the fifth interface e and the seventh interface g under the action of the second liquid pump 19. The coolant at the inlet end of the first passage 27 flows through the heat exchange evaporator 5, and releases heat to the refrigerant in the refrigerant circuit. The coolant after releasing heat returns to the inlet end of the first confluence branch 30 through the second interface b and the third interface c, completing the circulation of the coolant circuit.

[0079] In summary, the present embodiment provides a thermal management system and a vehicle for a vehicle, wherein the inlet end of the first bypass branch 25 and the connection point of the refrigerant circuit are shunt nodes, and since a first regulating valve 8 is provided between the shunt node and the condensing unit, the first regulating valve 8 can adjust the flow of the refrigerant entering the condensing unit from the outlet of the compressor 1. When under extremely low temperature conditions, the amount of refrigerant flowing from the compressor 1 into the condensing unit can be reduced, so that most of the refrigerant circulates in the first bypass branch 25. Compared with the refrigerant circuit, the first bypass branch 25 has a short circulation path, a short cycle, and a small amount of refrigerant, so that the temperature of the refrigerant flowing out of the outlet of the compressor 1 can be quickly heated, and then the temperature of the refrigerant flowing through the condensing unit can be quickly increased. After the temperature of the refrigerant flowing through the condensing unit is increased, it is beneficial for the refrigerant flowing through the condensing unit to exchange heat with the air in the vehicle, thereby improving the heat exchange efficiency.

[0080] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the technology may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed in the present invention shall still be covered by the claims of the present invention.

Claims

1. A thermal management system for an automobile, characterized in that: include: A refrigerant circuit, wherein a compressor, a built-in condenser and an evaporation unit are sequentially arranged on the refrigerant circuit, wherein the built-in condenser is used to dissipate heat into the vehicle, wherein the outlet of the compressor is connected to the inlet of the built-in condenser, wherein the outlet of the built-in condenser is connected to the inlet of the evaporation unit, and wherein the outlet of the evaporation unit is connected to the inlet of the compressor; a first bypass branch, wherein the inlet end of the first bypass branch is connected to the outlet of the compressor, the outlet end of the first bypass branch is connected to the inlet of the compressor, and the connection point between the inlet end of the first bypass branch and the refrigerant circuit is a flow splitting node; A first regulating valve is provided on the refrigerant circuit between the flow dividing node and the built-in condenser to adjust the amount of refrigerant entering the built-in condenser from the compressor outlet.

2. The automotive thermal management system according to claim 1, characterized in that: The thermal management system further includes a second bypass branch, the inlet of the second bypass branch is connected to the outlet of the built-in condenser, the outlet of the second bypass branch is connected to the inlet of the evaporation unit, and the second bypass branch is provided with a first off-vehicle heat exchanger.

3. The automotive thermal management system according to claim 1, characterized in that: A coaxial tube is provided on the refrigerant circuit. The refrigerant circuit between the built-in condenser and the evaporation unit is a high-temperature and high-pressure pipeline. The refrigerant circuit between the evaporation unit and the compressor is a low-temperature and low-pressure pipeline. The high-temperature and high-pressure pipeline exchanges heat with the low-temperature and low-pressure pipeline through the coaxial tube.

4. The automotive thermal management system according to claim 1, characterized in that: There are two evaporation units, which are respectively an in-vehicle air conditioning evaporator and a heat exchange evaporator. The heat exchange evaporator is used for heat exchange between the refrigerant circuit and the coolant circuit, and the in-vehicle air conditioning evaporator is used for heat exchange between the refrigerant circuit and the air in the vehicle. The in-vehicle air-conditioning evaporator is arranged in parallel with the heat exchange evaporator, the inlet of the in-vehicle air-conditioning evaporator and the inlet of the heat exchange evaporator are both connected to the outlet of the built-in condenser, and the outlet of the in-vehicle air-conditioning evaporator and the outlet of the heat exchange evaporator are both connected to the inlet of the compressor.

5. The automotive thermal management system according to claim 4, characterized in that: The coolant circuit includes a valve group and a plurality of passages, wherein the passages are connected through the valve group so that at least two of the passages are connected to form the coolant circuit, and the passages at least include: a first path, the first path passes through the heat exchange evaporator and exchanges heat with the refrigerant circuit through the heat exchange evaporator; a second path, the second path passing through a driving battery; A third path is electrically driven.

6. The automotive thermal management system according to claim 5, characterized in that: The inlet end of the third passage is connected to a first bus branch and a second bus branch, the outlet end of the first bus branch and the outlet end of the second bus branch are respectively connected to the inlet of the electric drive, and a second off-vehicle heat exchanger is arranged on the first bus branch.

7. The automotive thermal management system according to claim 5, characterized in that: The electric drive includes a power management module and a motor.

8. The automotive thermal management system according to claim 1, characterized in that: The refrigerant circuit is provided with a liquid storage tank between the outlet of the built-in condenser and the evaporation unit.

9. The automotive thermal management system according to claim 1, characterized in that: The first bypass branch is provided with a second regulating valve.

10. An automobile, characterized in that: The automobile is provided with a thermal management system as claimed in any one of claims 1 to 9.

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