Direct cooling and heating management system capable of avoiding thermal shock and automobile

Abstract

The utility model relates to a direct cooling and heating management system capable of avoiding thermal shock and an automobile, the direct cooling and heating management system comprises a main cooling loop, a passenger compartment cooling loop and a battery cooling loop, the passenger compartment cooling loop and the battery cooling loop are arranged in parallel, and the passenger compartment cooling loop and the battery cooling loop are both connected with the main cooling loop in series; the main cooling loop comprises a refrigeration module, a thermal shock prevention valve, a coaxial pipe provided with a heating mechanism and a controller, an outlet and an inlet of the refrigeration module are communicated with the coaxial pipe, an inlet of the thermal shock prevention valve is communicated with one outlet of the coaxial pipe, one outlet of the thermal shock prevention valve is communicated with an inlet of the passenger compartment cooling loop, and the other outlet of the thermal shock prevention valve is communicated with an outlet of the passenger compartment cooling loop. The other outlet of the thermal shock prevention valve is communicated with the inlet of the battery cooling loop, the outlet of the passenger compartment cooling loop and the outlet of the battery cooling loop are both communicated with one inlet of the coaxial pipe, and the thermal shock prevention valve and the coaxial pipe are both in communication connection with the controller. The utility model can solve the problems of larger battery temperature difference and thermal shock to a passenger compartment when the battery is started to be cooled.

Description

Technical Field

[0001] The utility model relates to the technical field of direct cooling thermal management systems for new energy vehicles, and in particular to a direct cooling thermal management system and a vehicle capable of avoiding thermal shock. Background Art

[0002] Power battery refrigerant direct cooling technology is a new and efficient power battery thermal management technology. It makes full use of the refrigerant of the electric vehicle air conditioning system to directly cool the power battery. It is efficient, compact and strongly coupled with the vehicle air conditioning. Compared with the mature power battery liquid cooling technology, the new power battery refrigerant direct cooling technology not only has higher cooling performance, but also has a low-cost advantage. It has become an important development direction of thermal management technology for power batteries in new energy vehicles. However, the refrigerant at the outlet of the direct cooling plate is prone to overheating, which leads to a large battery temperature difference due to the poor performance of the two-phase state of the refrigerant in the direct cooling plate, thereby affecting the temperature consistency of the battery; on the other hand, when the air conditioning system is turned on first, the battery needs to start cooling, which is easy to cause thermal shock and also affects the comfort of the passenger compartment. Utility Model Content

[0003] One of the purposes of the utility model is to provide a direct cooling thermal management system that can avoid thermal shock, so as to solve the problem of large battery temperature difference and thermal shock to the passenger compartment during the startup battery cooling process in the prior art; the second purpose is to provide a car.

[0004] In order to achieve the above purpose, the technical solution adopted by the utility model is as follows:

[0005] A direct cooling thermal management system capable of avoiding thermal shock comprises a main cooling circuit, a passenger compartment cooling circuit and a battery cooling circuit, wherein the passenger compartment cooling circuit and the battery cooling circuit are arranged in parallel, and both are connected in series with the main cooling circuit; the main cooling circuit comprises a refrigeration module, a thermal shock prevention valve, a coaxial tube provided with a heating mechanism, and a controller, the coaxial tube is respectively provided with a D inlet, an E outlet, an F inlet and a G outlet, the D inlet is communicated with the E outlet, the F inlet is communicated with the G outlet, the outlet of the refrigeration module is communicated with the D inlet, and the inlet of the refrigeration module is communicated with the G outlet, the thermal shock prevention valve is respectively provided with an A inlet, a B outlet and a C outlet, the A inlet of the thermal shock prevention valve is communicated with the E outlet of the coaxial tube, the B outlet of the thermal shock prevention valve is communicated with the inlet of the battery cooling circuit, the C outlet of the thermal shock prevention valve is communicated with the inlet of the passenger compartment cooling circuit, the outlet of the passenger compartment cooling circuit and the outlet of the battery cooling circuit are both communicated with the F inlet of the coaxial tube, and the thermal shock prevention valve and the coaxial tube are both communicatively connected with the controller.

[0006] According to the above technical means, the main cooling circuit is used to provide liquid refrigerant for the passenger compartment cooling circuit and the battery cooling circuit, so that the passenger compartment cooling circuit and the battery cooling circuit have sufficient refrigerant to realize their cooling function. The anti-thermal shock valve has the function of proportional adjustment according to temperature, pressure and control strategy to avoid thermal shock to the comfort of the passenger compartment air conditioning. By opening different outlets in succession, the refrigerant can cool the passenger compartment and the battery separately, successively, and simultaneously. After the refrigerant is completely evaporated through the coaxial tube, it flows back to the compressor. Therefore, the coaxial tube here not only has the function of distributing and regulating the refrigerant, assisting the anti-thermal shock valve to allocate the refrigerant to avoid thermal shock to the passenger compartment or the battery, but also has the function of an evaporator to prevent the liquid refrigerant from entering the compressor and causing damage to the compressor.

[0007] Furthermore, a first flow regulating system is provided in the coaxial tube, and a second flow regulating system is provided in the anti-thermal shock valve, and both the first flow regulating system and the second flow regulating system are connected to the controller in communication. The opening and closing of the D inlet or the E outlet and the F inlet or the G outlet of the coaxial tube and the opening degree are regulated by the first flow regulating system to achieve the distribution regulation of the refrigerant; the opening and closing of the B outlet and the C outlet of the anti-thermal shock valve and the opening degree are regulated by the second flow regulating system to achieve the distribution regulation of the refrigerant. The anti-thermal shock valve and the coaxial tube work together to achieve the temperature difference control between the passenger compartment and the battery, so that the refrigerant superheat is controlled at about 0°C, and the flow variation of the refrigerant passing through the passenger compartment cooling circuit and the battery cooling circuit is controlled within 10%, so as to achieve the coordinated control of the battery and the passenger compartment.

[0008] Furthermore, the first flow regulating system and the second flow regulating system are both provided with a plurality of valve plates for adjusting the opening size and a plurality of driving mechanisms for driving the valve plates to move, each valve plate corresponds to an inlet or an outlet, and the driving mechanism is connected to the valve plate and is in communication connection with the controller. The valve plate is used to block the inlet or outlet to achieve the opening and closing of the inlet and outlet and the adjustment of the opening degree, and the driving mechanism is used to drive the movement of the valve plate, and the opening and closing of the inlet and outlet and the adjustment of the opening degree are achieved by moving the position of the valve plate. Preferably, the driving mechanism can be a motor, and a transmission mechanism is arranged between the driving mechanism and the valve plate. The transmission mechanism can be a gear rack transmission or a double gear transmission. The motor drives the transmission mechanism to move, thereby driving the valve plate to move.

[0009] Furthermore, the heating mechanism is located beside the F inlet and the G outlet of the coaxial tube, or the heating mechanism is wrapped around or sleeved outside the coaxial tube. The heating mechanism is used to evaporate all the liquid part of the refrigerant, ensuring that all the refrigerant entering the main cooling circuit is gaseous refrigerant to avoid damage to the equipment.

[0010] Furthermore, the main cooling circuit also includes a compressor, a condenser, and a liquid storage tank which are connected in sequence. The outlet of the liquid storage tank is connected to the D inlet of the coaxial tube, and the inlet of the compressor is connected to the G outlet of the coaxial tube. The compressor provides sufficient kinetic energy for the system refrigerant cycle. The compressor outlet is connected to the condenser. The high-temperature and high-pressure gas from the compressor enters the condenser and completes the heat exchange through the front grille. The formed high-temperature liquid refrigerant enters the liquid storage tank and then passes through the coaxial tube and the anti-thermal shock valve for flow distribution, so that the refrigerant entering the passenger compartment cooling circuit and the battery cooling circuit meets the requirements, and ensures that the flow change in the two cooling circuits is controlled within 10% to avoid thermal shock.

[0011] Furthermore, the passenger compartment cooling circuit includes a stop valve, a first throttling mechanism, and a passenger compartment cooling mechanism, which are sequentially arranged. The inlet of the stop valve is connected to the outlet C of the anti-thermal shock valve, and the outlet of the passenger compartment cooling mechanism is connected to the inlet F of the coaxial tube. When the passenger compartment has a heat dissipation demand, the compressor is started, the AC channel of the anti-thermal shock valve is opened, the stop valve is opened, and the refrigerant flows through the first throttling mechanism to form a low-temperature and low-pressure refrigerant that enters the passenger compartment cooling mechanism. Preferably, the passenger compartment cooling mechanism is a passenger compartment evaporator to achieve cooling of the passenger compartment. The refrigerant is heated by the coaxial tube, and after all evaporated into a gas phase, it returns to the compressor.

[0012] Furthermore, the battery cooling circuit includes a second throttling mechanism and a battery cooling mechanism which are arranged in sequence, the second throttling mechanism is connected to the B outlet of the thermal shock protection valve, the outlet of the battery cooling mechanism is connected to the F inlet of the coaxial tube, and a first temperature and pressure sensor is also provided at the inlet of the second throttling mechanism.

[0013] When the battery needs to dissipate heat, start the compressor, close the stop valve, open the anti-thermal shock valve AB channel, adjust the flow opening in the channel to match the compressor speed and controller requirements, and adjust the opening of the refrigerant through the second throttling mechanism and the first temperature and pressure sensor to stably control the superheat of the refrigerant flowing through the battery cooling mechanism at 0°C to ensure the stability of the refrigerant's heat dissipation capacity in the battery cooling mechanism. Preferably, the battery cooling mechanism is a battery direct cooling plate. At this time, Figure 2 As shown, the maximum temperature difference of the battery cooling mechanism can be controlled within 5°C, and the battery temperature uniformity can also be controlled within 2°C. The refrigerant phase change is used to achieve uniform heat dissipation and individual cooling of the battery. When the 0°C gas-liquid mixed refrigerant passes through the coaxial tube, the high-temperature and high-pressure liquid refrigerant coming out of the storage tank heats the remaining liquid refrigerant, and after all of it evaporates into gas phase, it enters the compressor.

[0014] Furthermore, the first throttling mechanism is a thermal expansion valve, and the second throttling mechanism is an electronic expansion valve. The thermal expansion valve controls the opening of the expansion valve by the superheat of the gaseous refrigerant, and the electronic expansion valve adjusts the liquid supply of the refrigerant according to a preset program. Because it belongs to the electronic adjustment mode, it is called an electronic expansion valve. It adapts to the development requirements of refrigeration mechatronics, has excellent characteristics that thermal expansion valves cannot match, and provides conditions for the intelligent control of refrigeration systems. Electronic expansion valves and thermal expansion valves have the same basic uses and various structures, but there are great differences in performance. The battery cooling mechanism requires temperature uniformity, but the passenger compartment only requires the regulation of the outlet temperature, and does not need to consider temperature uniformity. Although the price of the electronic expansion valve is relatively high, its temperature uniformity is better. Therefore, the first throttling mechanism adopts a thermal expansion valve, and the second throttling structure adopts an electronic expansion valve, which takes into account both performance requirements and cost requirements.

[0015] Furthermore, it also includes a second temperature and pressure sensor, which is arranged at the inlet of the compressor. After all the refrigerants passing through the coaxial tube are evaporated into gas phase, they flow through the second temperature and pressure sensor and then enter the compressor.

[0016] The operating principle of the direct cooling thermal management system of the utility model that can avoid thermal shock is as follows:

[0017] Open the AC channel of the thermal shock protection valve alone, that is, open the C outlet. When the B inlet is closed, open the stop valve, and the refrigerant flows through the stop valve, the thermal expansion valve, and the passenger compartment cooling mechanism to cool the passenger compartment. The refrigerant continues to be heated through the coaxial tube, and after it is completely evaporated into gas phase, it enters the compressor through the second temperature and pressure sensor; open the AB channel of the thermal shock protection valve, that is, open the B outlet, and close the stop valve at the same time. The refrigerant is only adjusted by the opening of the electronic expansion valve to control the refrigerant superheat at 0°C to ensure the stability of the refrigerant's heat dissipation capacity. The refrigerant flows through the battery cooling mechanism, and the refrigerant phase change is used to achieve uniform heat dissipation and separate cooling of the battery. The refrigerant continues to be heated through the coaxial tube, and after it is completely evaporated into gas phase, it enters the compressor through the second temperature and pressure sensor.

[0018] When the anti-thermal shock valve opens the AC channel and the stop valve first to cool the passenger compartment, and then needs to cool the battery, the AB channel should be opened at this time. In order to avoid thermal shock to the passenger compartment, the opening of the B outlet of the anti-thermal shock valve is coordinated with the compressor speed signal and the electronic expansion valve opening signal to ensure that the flow change in the passenger compartment cooling mechanism is controlled within 10%, so as to realize the coordinated control of the passenger compartment and the battery in sequence. At this time, after the refrigerant is distributed through the anti-thermal shock valve flow, it flows through the stop valve, the thermal expansion valve, the passenger compartment cooling mechanism and the electronic expansion valve, and the battery cooling mechanism respectively, and the refrigerant merges and continues It continues to be heated through the coaxial tube, and after all of it evaporates into the gas phase, it enters the compressor through the second temperature and pressure sensor; first open the AB channel to cool the battery, and when it is necessary to cool the passenger compartment, open the AC channel, open the stop valve, and coordinate the opening of the B outlet of the thermal shock protection valve with the compressor speed signal and the electronic expansion valve opening signal to ensure that the flow rate in the battery cooling mechanism is controlled within 10%, so as to achieve coordinated control of the battery and the passenger compartment. After the refrigerant cools the battery and the passenger compartment, it continues to be heated through the coaxial tube, and after all of it evaporates into the gas phase, it enters the compressor through the second temperature and pressure sensor.

[0019] The utility model also provides a car, wherein the car is provided with the direct cooling thermal management system as described above which can avoid thermal shock.

[0020] Beneficial effects of the utility model:

[0021] (1) At high temperatures, the refrigerant superheat is controlled at around 0°C to improve the temperature uniformity of the battery; the refrigerant is completely evaporated through the coaxial tube to prevent the refrigerant that has not been completely evaporated from causing liquid shock to the compressor and causing damage;

[0022] (2) Under high temperatures, the system can quickly reduce the battery temperature, increase the cooling efficiency by 20%, improve the battery temperature uniformity, and control the battery temperature difference within 3°C, resulting in a power consumption reduction of approximately 300W, thereby improving the battery thermal safety and battery life. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 A block diagram of a direct cooling thermal management system that can avoid thermal shock;

[0024] Figure 2 Schematic diagram of the internal structure of the coaxial tube;

[0025] Figure 3 It is a temperature diagram of the battery cooling mechanism when the refrigerant superheat at the battery outlet is 0°C.

[0026] Among them, 1. compressor; 2. condenser; 3. liquid storage tank; 4. thermal shock protection valve; 5. stop valve; 6. first throttling mechanism; 7. passenger compartment cooling mechanism; 8. second throttling mechanism; 9. battery cooling mechanism; 10. coaxial tube; 11. first temperature and pressure sensor; 12. second temperature and pressure sensor. DETAILED DESCRIPTION

[0027] The following will describe the implementation of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific implementations, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention, not for limiting the scope of protection of the present invention.

[0028] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and thus the drawings only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed at will, and the component layout may also be more complicated.

[0029] like Figure 1 As shown, this embodiment proposes a direct cooling thermal management system that can avoid thermal shock, including a main cooling circuit, a passenger compartment cooling circuit, and a battery cooling circuit. The passenger compartment cooling circuit and the battery cooling circuit are arranged in parallel, and both are connected in series with the main cooling circuit; the main cooling circuit includes a refrigeration module, a thermal shock prevention valve 4, a coaxial tube 10 with a heating mechanism, and a controller, such as Figure 2 As shown, the coaxial tube 10 is respectively provided with a D inlet, an E outlet, an F inlet and a G outlet, the D inlet is connected to the E outlet, the F inlet is connected to the G outlet, the outlet of the refrigeration module is connected to the D inlet, and the inlet of the refrigeration module is connected to the G outlet, the anti-thermal shock valve 4 is respectively provided with an A inlet, a B outlet and a C outlet, the A inlet of the anti-thermal shock valve 4 is connected to the E outlet of the coaxial tube 10, the B outlet of the anti-thermal shock valve 4 is connected to the inlet of the battery cooling circuit, the C outlet of the anti-thermal shock valve 4 is connected to the inlet of the passenger compartment cooling circuit, the outlet of the passenger compartment cooling circuit and the outlet of the battery cooling circuit are both connected to the F inlet of the coaxial tube 10, and the anti-thermal shock valve 4 and the coaxial tube 10 are both communicatively connected to the controller.

[0030] The main cooling circuit is used to provide liquid refrigerant for the passenger compartment cooling circuit and the battery cooling circuit, so that the passenger compartment cooling circuit and the battery cooling circuit have sufficient refrigerant to realize their cooling function. The anti-thermal shock valve 4 has the function of proportional adjustment according to temperature, pressure and control strategy to avoid thermal shock to the comfort of the passenger compartment air conditioning. By opening different outlets in sequence, the refrigerant cools the passenger compartment and the battery separately, successively, and simultaneously. After the refrigerant is completely evaporated through the coaxial tube 10, it flows back to the compressor 1. Therefore, the coaxial tube 10 here not only has the function of distributing and regulating the refrigerant, but also assists the anti-thermal shock valve 4 in the allocation of the refrigerant to avoid thermal shock to the passenger compartment or the battery. The coaxial tube 10 also has the function of an evaporator to prevent the liquid refrigerant from entering the compressor 1 and causing damage to the compressor 1.

[0031] In this embodiment, a first flow regulating system is provided in the coaxial tube 10, and a second flow regulating system is provided in the anti-thermal shock valve 4. Both the first flow regulating system and the second flow regulating system are connected to the controller in communication. The opening and closing of the D inlet or the E outlet and the F inlet or the G outlet of the coaxial tube 10 and the opening degree are adjusted by the first flow regulating system to achieve the distribution and adjustment of the refrigerant; the opening and closing of the B outlet and the C outlet of the anti-thermal shock valve 4 and the opening degree are adjusted by the second flow regulating system to achieve the distribution and adjustment of the refrigerant. The anti-thermal shock valve 4 and the coaxial tube 10 work together to achieve the temperature difference control between the passenger compartment and the battery, so that the refrigerant superheat is controlled at about 0°C, and the flow variation of the refrigerant passing through the passenger compartment cooling circuit and the battery cooling circuit is controlled within 10%, so as to achieve the coordinated control of the battery and the passenger compartment.

[0032] In this embodiment, the first flow regulating system and the second flow regulating system are both provided with a plurality of valve plates for adjusting the size of the opening and a plurality of driving mechanisms for driving the valve plates to move. Each valve plate corresponds to an inlet or an outlet, and the driving mechanism is connected to the valve plate and is in communication connection with the controller. The valve plate is used to block the inlet or outlet to achieve the opening and closing of the inlet and outlet and the adjustment of the opening degree. The driving mechanism is used to drive the movement of the valve plate, and the opening and closing of the inlet and outlet and the adjustment of the opening degree are achieved by moving the position of the valve plate. Preferably, the driving mechanism can be a motor, and a transmission mechanism is arranged between the driving mechanism and the valve plate. The transmission mechanism can be a gear rack transmission or a double gear transmission. The motor drives the transmission mechanism to move, thereby driving the valve plate to move.

[0033] In this embodiment, the heating mechanism is located beside the F inlet and the G outlet of the coaxial tube 10, or the heating mechanism is wrapped or sleeved outside the coaxial tube 10. The heating mechanism is used to evaporate all the liquid part of the refrigerant, ensuring that all the refrigerant entering the main cooling circuit is gaseous refrigerant to avoid damage to the equipment. Preferably, the heating mechanism can be a heating pipe.

[0034] In this embodiment, the main cooling circuit also includes a compressor 1, a condenser 2, and a liquid storage tank 3 which are connected in sequence. The outlet of the liquid storage tank 3 is connected to the D inlet of the coaxial tube 10, and the inlet of the compressor 1 is connected to the G outlet of the coaxial tube 10. The compressor 1 provides sufficient kinetic energy for the system refrigerant cycle. The outlet of the compressor 1 is connected to the condenser 2. The high-temperature and high-pressure gas from the compressor 1 enters the condenser 2, and the heat exchange is completed through the air intake of the front grille. The formed high-temperature liquid refrigerant enters the liquid storage tank 3, and then passes through the coaxial tube 10 and the anti-thermal shock valve 4 for flow distribution, so that the refrigerant entering the passenger compartment cooling circuit and the battery cooling circuit meets the requirements, and ensures that the flow change in the two cooling circuits is controlled within 10% to avoid thermal shock.

[0035] In this embodiment, the passenger compartment cooling circuit includes a stop valve 5, a first throttling mechanism 6, and a passenger compartment cooling mechanism 7, which are arranged in sequence. The inlet of the stop valve 5 is connected to the C outlet of the anti-thermal shock valve 4, and the outlet of the passenger compartment cooling mechanism 7 is connected to the F inlet of the coaxial tube 10. Further, the battery cooling circuit includes a second throttling mechanism 8 and a battery cooling mechanism 9, which are arranged in sequence. The second throttling mechanism 8 is connected to the B outlet of the anti-thermal shock valve 4, and the outlet of the battery cooling mechanism 9 is connected to the F inlet of the coaxial tube 10. A first temperature and pressure sensor 11 is also provided at the inlet of the second throttling mechanism 8. Among them, the first throttling mechanism 6 is a thermal expansion valve, and the second throttling mechanism 8 is an electronic expansion valve. Furthermore, it also includes a second temperature and pressure sensor 12, which is arranged at the inlet of the compressor 1.

[0036] The operating principle of the direct cooling thermal management system of the utility model that can avoid thermal shock is as follows:

[0037] Open the AC channel of the anti-thermal shock valve 4 alone, that is, open the C outlet, and when the B inlet is closed, open the stop valve 5, and the refrigerant flows through the stop valve 5, the thermal expansion valve, and the passenger compartment cooling mechanism 7 to cool the passenger compartment. The refrigerant continues to be heated by the coaxial tube 10, and after all of it evaporates into a gas phase, it enters the compressor 1 through the second temperature and pressure sensor 12; open the AB channel of the anti-thermal shock valve 4, that is, open the B outlet, and close the stop valve 5 at the same time. The refrigerant is only adjusted by the opening of the electronic expansion valve to control the refrigerant superheat at 0°C to ensure the stability of the refrigerant's heat dissipation capacity. The refrigerant flows through the battery cooling mechanism 9, and the refrigerant phase change is used to achieve uniform heat dissipation and separate cooling of the battery. The refrigerant continues to be heated by the coaxial tube 10, and after all of it evaporates into a gas phase, it enters the compressor 1 through the second temperature and pressure sensor 12.

[0038] When the AC channel and the stop valve 5 are first opened by the anti-thermal shock valve 4 to cool the passenger compartment, and then the battery needs to be cooled, the AB channel needs to be opened. In order to avoid thermal shock to the passenger compartment, the opening of the B outlet of the anti-thermal shock valve 4 is coordinated with the speed signal of the compressor 1 and the opening signal of the electronic expansion valve to ensure that the flow change in the passenger compartment cooling mechanism 7 is controlled within 10%, so as to realize the coordinated control of the passenger compartment and the battery in sequence. At this time, after the refrigerant is distributed through the anti-thermal shock valve 4, it flows through the stop valve 5, the thermal expansion valve, the passenger compartment cooling mechanism 7 and the electronic expansion valve, and the battery cooling mechanism 9 respectively, and then the refrigerant merges and continues to flow. After being heated by the coaxial tube 10 and completely evaporated into gas phase, the refrigerant enters the compressor 1 through the second temperature and pressure sensor 12; the AB channel is opened first to cool the battery, and when the passenger compartment needs to be cooled, the AC channel is opened, the stop valve 5 is opened, and the opening of the B outlet of the anti-thermal shock valve 4 is coordinated with the compressor 1 speed signal and the electronic expansion valve opening signal to ensure that the flow in the battery cooling mechanism 9 is controlled within 10%, so as to achieve the coordinated control of the battery and the passenger compartment. After the refrigerant cools the battery and the passenger compartment, it continues to heat through the coaxial tube 10, and after being completely evaporated into gas phase, it enters the compressor 1 through the second temperature and pressure sensor 12. Figure 3 The figure shows the temperature diagram of the battery cooling mechanism 9 when the refrigerant superheat at the battery outlet is 0°C. It can be seen that by controlling the refrigerant superheat at 0°C, the temperature uniformity of the battery can be effectively improved.

[0039] This embodiment also provides a car, which is provided with a direct cooling thermal management system as described above to avoid thermal shock. The car of this embodiment can solve the problem of large battery temperature difference and thermal shock to the passenger compartment during the startup battery cooling process in the prior art.

[0040] The above embodiments are only preferred embodiments for fully illustrating the present invention, and the protection scope of the present invention is not limited thereto. Any equivalent substitution or modification made by a person skilled in the art based on the present invention is within the protection scope of the present invention.

Claims

1. A direct cooling thermal management system capable of avoiding thermal shock, characterized in that: The invention comprises a main cooling circuit, a passenger compartment cooling circuit and a battery cooling circuit, wherein the passenger compartment cooling circuit and the battery cooling circuit are arranged in parallel, and both are connected in series with the main cooling circuit; the main cooling circuit comprises a refrigeration module, a heat shock prevention valve (4), a coaxial tube (10) provided with a heating mechanism, and a controller, wherein the coaxial tube (10) is respectively provided with a D inlet, an E outlet, an F inlet and a G outlet, wherein the D inlet is connected to the E outlet, the F inlet is connected to the G outlet, the outlet of the refrigeration module is connected to the D inlet, and the refrigeration module The inlet of the thermal shock protection valve (4) is connected to the outlet G, the thermal shock protection valve (4) is respectively provided with an inlet A, an outlet B, and an outlet C, the inlet A of the thermal shock protection valve (4) is connected to the outlet E of the coaxial tube (10), the outlet B of the thermal shock protection valve (4) is connected to the inlet of the battery cooling circuit, the outlet C of the thermal shock protection valve (4) is connected to the inlet of the passenger compartment cooling circuit, the outlets of the passenger compartment cooling circuit and the outlets of the battery cooling circuit are both connected to the inlet F of the coaxial tube (10), and the thermal shock protection valve (4) and the coaxial tube (10) are both connected to the controller for communication.

2. The direct cooling thermal management system capable of avoiding thermal shock according to claim 1, characterized in that: A first flow regulating system is provided in the coaxial tube (10), and a second flow regulating system is provided in the thermal shock protection valve (4), and both the first flow regulating system and the second flow regulating system are communicatively connected to the controller.

3. The direct cooling thermal management system capable of avoiding thermal shock according to claim 2, characterized in that: The first flow regulating system and the second flow regulating system are both provided with a plurality of valve plates for adjusting the opening size and a plurality of driving mechanisms for driving the valve plates to move, each valve plate corresponds to an inlet or an outlet, and the driving mechanism is connected to the valve plate and is in communication with the controller.

4. The direct cooling thermal management system capable of avoiding thermal shock according to claim 1, characterized in that: The heating mechanism is located beside the F inlet and the G outlet of the coaxial tube (10), or the heating mechanism is wound around or sleeved outside the coaxial tube (10).

5. The direct cooling thermal management system capable of avoiding thermal shock according to any one of claims 1 to 4, characterized in that: The main cooling circuit further comprises a compressor (1), a condenser (2), and a liquid storage tank (3) which are arranged in sequence and connected to each other; the outlet of the liquid storage tank (3) is connected to the D inlet of the coaxial tube (10), and the inlet of the compressor (1) is connected to the G outlet of the coaxial tube (10).

6. The direct cooling thermal management system capable of avoiding thermal shock according to claim 5, characterized in that: The passenger compartment cooling circuit comprises a stop valve (5), a first throttling mechanism (6), and a passenger compartment cooling mechanism (7) which are arranged in sequence; the inlet of the stop valve (5) is connected to the C outlet of the thermal shock protection valve (4); and the outlet of the passenger compartment cooling mechanism (7) is connected to the F inlet of the coaxial tube (10).

7. The direct cooling thermal management system capable of avoiding thermal shock according to claim 6, characterized in that: The battery cooling circuit comprises a second throttling mechanism (8) and a battery cooling mechanism (9) which are arranged in sequence, the second throttling mechanism (8) is connected to the B outlet of the thermal shock protection valve (4), the outlet of the battery cooling mechanism (9) is connected to the F inlet of the coaxial tube (10), and a first temperature and pressure sensor (11) is also provided at the inlet of the second throttling mechanism (8).

8. The direct cooling thermal management system capable of avoiding thermal shock according to claim 7, characterized in that: The first throttling mechanism (6) is a thermal expansion valve, and the second throttling mechanism (8) is an electronic expansion valve.

9. The direct cooling thermal management system capable of avoiding thermal shock according to claim 1, characterized in that: It also comprises a second temperature and pressure sensor (12), wherein the second temperature and pressure sensor (12) is arranged at the inlet of the compressor (1).

10. An automobile, characterized in that: The automobile is provided with a direct cooling thermal management system capable of avoiding thermal shock as described in any one of claims 1-9.

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