Multi-body heat exchanger and heat exchange system

Abstract

The utility model discloses a multi-body heat exchanger and a heat exchange system, the multi-body heat exchanger is internally provided with N heat exchange flow channels which are not communicated with each other, each heat exchange flow channel comprises a flow inlet channel and a flow outlet channel, and the flow inlet channel is communicated with the corresponding flow outlet channel through at least one heat exchange cavity; wherein N is an integer not less than 3. The heat exchange system comprises a battery, a whole vehicle air conditioning system, an electric control cooling system, an electric drive cooling system and a multi-body heat exchanger, and the battery, the whole vehicle air conditioning system, the electric control cooling system and the electric drive cooling system are connected with different heat exchange flow channels of the multi-body heat exchanger respectively. According to the multi-body heat exchanger, heat exchange of N refrigerants in the multi-body heat exchanger can be achieved, and the electric drive cooling performance can be greatly improved.

Description

Technical Field

[0001] The utility model relates to a vehicle heat exchange system, in particular to a multi-body heat exchanger and a heat exchange system. Background Art

[0002] The heat exchanger for automobiles has gone through four generations of development. The first generation is the round tube fin heat exchanger, which has been eliminated because the refrigerant in the core of the round tube is difficult to heat exchange and the efficiency is extremely low. The second generation is the serpentine flat tube fin heat exchanger, which solves the problem of heat dissipation of the media in the core of the pipeline, but the process pressure is too long and the loss is large, so it has also been eliminated. The third generation is the straight waterfall fin heat exchanger, and the flat tube shortens the process. It is still the mainstream of automobile heat exchangers. The fourth generation is the plate exchanger. Due to the increase in the heat exchange area of ​​the media, the heat exchange efficiency is greatly improved and the volume is reduced. However, due to the strong traditional industrial chain of the third-generation heat exchanger and the low cost sharing, the fourth-generation plate heat exchanger has only just begun to be used in electric drives.

[0003] The current plate heat exchangers use two media for heat exchange, and their functions are very limited. For those situations where the cooling media used by the drive motor and the electronic control are different, the refrigerant cannot be connected for cooling. For example, the electronic control uses coolant, the motor uses cooling oil, and then the refrigerant is added, which means there are three media. The existing plate heat exchanger cannot meet the heat exchange requirements of multiple media such as coolant, cooling oil and refrigerant at the same time, resulting in insufficient heat dissipation capacity of the electric drive, which seriously affects the performance of the electric drive, and may even cause the motor to overheat and power outage.

[0004] CN219494943U discloses a plate heat exchanger for new energy vehicles, including a front end plate and a rear end plate, which are arranged opposite to each other, and a vertical pole is arranged at the rear end of the rear end plate, and a guide rod is fixed to the top of the vertical pole, the front end plate and the rear end plate, and a plate is arranged between the front end plate and the rear end plate, and the plate includes multiple groups of heat dissipation plates, and each group of heat dissipation plates is provided with a corrugated groove on the outside, and an empty groove structure is provided at its four corners, and a port is fixed at the front end of the empty groove structure, and a plug is provided on the back of the empty groove structure, and a card slot is fixed in the middle of the back. This is a typical two-media heat exchanger, and its two pairs of diagonal holes are one in and one out to realize the heat exchange of two media. The core invention of this patent is the bolt structure that is easy to disassemble and clean, which is used in those occasions where the heat exchange medium lacks filtering conditions. This patent cannot meet the heat exchange needs of multiple media at the same time. Utility Model Content

[0005] In view of this, the purpose of the present invention is to provide a multi-body heat exchanger and a heat exchange system, which can realize heat exchange of N kinds of refrigerants in the multi-body heat exchanger, thereby greatly improving the cooling performance of the electric drive.

[0006] A multi-body heat exchanger in the utility model is provided with N heat exchange channels which are not connected to each other inside the multi-body heat exchanger, each of the heat exchange channels comprises an inlet channel and an outlet channel, and the inlet channel and its corresponding outlet channel are connected through at least one heat exchange cavity; wherein N is an integer not less than 3.

[0007] Furthermore, the multi-body heat exchanger includes an inlet end plate, a heat exchange component and an outlet end plate connected in sequence; the heat exchange component includes M refrigerant pads, and partitions are respectively arranged between two adjacent refrigerant pads; the heat exchange cavity is arranged in the refrigerant pad, and the partition prevents adjacent heat exchange cavities from being connected; wherein M is an integer not less than N.

[0008] Furthermore, N refrigerant inlets are provided on the inlet end plate, and N refrigerant outlets are provided on the outlet end plate; 2N refrigerant holes are provided on the partition plate and the refrigerant pad plate respectively; a refrigerant inlet on the inlet end plate, a refrigerant hole on each of the refrigerant pads and a refrigerant hole on each of the partitions correspond to and are connected to form an inlet channel, a refrigerant hole on each of the refrigerant pads, a refrigerant hole on each of the partitions and a refrigerant outlet on the outlet end plate correspond to and are connected to form an outlet channel.

[0009] Furthermore, the M refrigerant pads are divided into N types, each type of refrigerant pad is respectively provided with a heat exchange cavity, and each of the inlet channels and its corresponding outlet channels are connected through the same type of heat exchange cavity.

[0010] further,

[0011] N = 3;

[0012] The inlet end plate is provided with a first refrigerant inlet, a second refrigerant inlet and a third refrigerant inlet;

[0013] The outflow end plate is provided with a first refrigerant outlet, a second refrigerant outlet and a third refrigerant outlet;

[0014] The partition plate and the refrigerant pad are respectively provided with a first refrigerant through hole, a second refrigerant through hole, a third refrigerant through hole, a fourth refrigerant through hole, a fifth refrigerant through hole and a sixth refrigerant through hole;

[0015] The first refrigerant inlet is connected to all the first refrigerant through holes, the second refrigerant inlet is connected to all the second refrigerant through holes, the third refrigerant inlet is connected to all the third refrigerant through holes, the first refrigerant outlet is connected to all the fourth refrigerant through holes, the second refrigerant outlet is connected to all the fifth refrigerant through holes, and the third refrigerant outlet is connected to all the sixth refrigerant through holes;

[0016] The M refrigerant pads are divided into three types, namely, first-type refrigerant pads, second-type refrigerant pads, and third-type refrigerant pads;

[0017] The first heat exchange cavity of the first type of refrigerant pad is respectively connected to the second refrigerant through hole and the fourth refrigerant through hole;

[0018] The second heat exchange chamber of the second type of refrigerant pad is respectively connected to the third refrigerant through hole and the fifth refrigerant through hole;

[0019] The third heat exchange chamber of the third type refrigerant pad is communicated with the first refrigerant through hole and the sixth refrigerant through hole respectively.

[0020] Furthermore, the first refrigerant through hole, the second refrigerant through hole, the third refrigerant through hole, the fourth refrigerant through hole, the fifth refrigerant through hole and the sixth refrigerant through hole are arranged in two rows and three columns, and one row is located above the heat exchange cavity, and the other row is located below the heat exchange cavity.

[0021] Furthermore, the shape of the first type of refrigerant pad overlaps with the shape of the second type of refrigerant pad after being rotated 180°.

[0022] Furthermore, the inlet end plate, the heat exchange assembly and the outlet end plate are all provided with T connecting through holes; the multi-body heat exchanger also includes T fixing rods, the T fixing rods respectively pass through the corresponding connecting through holes and are connected to the limit nuts, and a limit platform is provided on the side of the fixing rod away from the limit nut, and the inlet end plate, the heat exchange assembly and the outlet end plate are fixed between the limit nut and the limit platform, wherein T is an integer not less than 3.

[0023] A heat exchange system in the utility model includes a battery and a whole vehicle air conditioning system, an electronically controlled cooling system, an electric drive cooling system and a multi-body heat exchanger, wherein the battery and the whole vehicle air conditioning system, the electronically controlled cooling system and the electric drive cooling system are respectively connected to different heat exchange channels of the multi-body heat exchanger.

[0024] Further, the battery and vehicle air conditioning system includes a compressor, a battery pack cooling channel, a front exchanger and a passenger compartment exchanger, the inlet and outlet of the compressor are respectively connected to the first pipeline and the second pipeline, the tail end of the first pipeline is connected to one of the interfaces of the battery pack cooling channel, the head end of the third pipeline, the head end of the fourth pipeline, and the head end of the first bypass pipeline are connected to the first pipeline in sequence from bottom to top, the tail end of the second pipeline is connected to the fourth pipeline, the tail end of the third pipeline is connected to the front exchanger after intersecting with the tail end of the fourth pipeline, the tail end of the first bypass pipeline is connected to the fifth pipeline, the head end of the fifth pipeline is connected to another interface of the battery pack cooling channel, the tail end of the fifth pipeline is connected to the passenger compartment exchanger, the passenger compartment exchanger is connected to the multi-body heat exchanger through the sixth pipeline, the front exchanger is connected to the multi-body heat exchanger through the seventh pipeline, the fifth pipeline is connected to the sixth pipeline through the second bypass pipeline, and the seventh pipeline is connected to the sixth pipeline through the third bypass pipeline;

[0025] The third pipeline is provided with a first valve, the first pipeline corresponding to the position between the head end of the third pipeline and the head end of the fourth pipeline is provided with a second valve, the fourth pipeline between the head end of the fourth pipeline and the tail end of the second pipeline is provided with a third valve, the fourth pipeline between the tail end of the fourth pipeline and the tail end of the second pipeline is provided with a fourth valve, the first pipeline between the tail end of the first bypass valve and the tail end of the first pipeline is provided with a fifth valve, the first bypass pipeline is provided with a sixth valve, the third bypass pipeline is provided with a seventh valve, and the second bypass pipeline is provided with an eighth valve;

[0026] A first throttle valve is provided on the side of the fifth pipeline close to the battery pack cooling channel, a second throttle valve is provided on the side of the fifth pipeline close to the passenger compartment exchanger, a third throttle valve is provided on the side of the sixth pipeline close to the passenger compartment, a fourth throttle valve is provided on the side of the sixth pipeline close to the heat exchanger, a fifth throttle valve is provided on the side of the seventh pipeline close to the multi-body heat exchanger, and a sixth throttle valve is provided on the side of the seventh pipeline close to the exchanger at the front of the vehicle.

[0027] The beneficial effect of the utility model is that each refrigerant of the utility model can pass through one of the heat exchange channels in turn, and because the heat exchange channels are not interconnected, the multi-body heat exchanger can provide heat exchange channels for N refrigerants, and N refrigerants can be heat exchanged in the multi-body heat exchanger. The cooling air of the battery and the whole vehicle air conditioning system comes from the air conditioning system with powerful refrigeration function, which can greatly improve the cooling performance of the electric drive, solve the market pain points such as power interruption caused by motor overheating, and also provide a new cooling method for the development of single electric drive and ultra-high power electric drive above 400KW, providing the market with more amazing cooling performance while reducing costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to make the purpose, technical solution and beneficial effects of the utility model clearer, the utility model provides the following drawings for explanation:

[0029] Figure 1 This is a schematic structural diagram of a multi-body heat exchanger according to Embodiment 2 of the present utility model;

[0030] Figure 2 This is a schematic structural diagram of the inlet end plate of the second embodiment of the utility model;

[0031] Figure 3 It is a side view schematic diagram of the inflow end plate of the second embodiment of the utility model;

[0032] Figure 4 This is a schematic diagram of the structure of the partition of the second embodiment of the utility model;

[0033] Figure 5 This is a schematic structural diagram of the outflow end plate of the second embodiment of the utility model;

[0034] Figure 6 It is a side view schematic diagram of the outflow end plate of the second embodiment of the utility model;

[0035] Figure 7 This is a structural schematic diagram of the first type of refrigerant pad in the second embodiment of the utility model;

[0036] Figure 8 This is a structural schematic diagram of the second type of refrigerant pad in the second embodiment of the utility model;

[0037] Fig. 9 This is a schematic structural diagram of the third type of refrigerant pad in the second embodiment of the utility model;

[0038] Fig.10 This is a structural schematic diagram of a fixing rod according to Embodiment 2 of the present utility model;

[0039] Fig.11 This is a schematic structural diagram of the heat exchange system of Embodiment 3 of the present utility model.

[0040] The following are marked in the accompanying drawings:

[0041] 1-inflow end plate, 11-first refrigerant inlet, 12-second refrigerant inlet, 13-third refrigerant inlet;

[0042] 2-outflow end plate, 21-first refrigerant outlet, 22-second refrigerant outlet, 23-third refrigerant outlet;

[0043] 3- partition, 41- first type refrigerant pad, 411- first heat exchange chamber, 42- second type refrigerant pad, 421- second heat exchange chamber, 43- third type refrigerant pad, 431- third heat exchange chamber;

[0044] 51-first refrigerant through hole, 52-second refrigerant through hole, 53-third refrigerant through hole, 54-fourth refrigerant through hole, 55-fifth refrigerant through hole, 56-sixth refrigerant through hole, 57-connection through hole;

[0045] 61-fixing rod, 62-limiting nut, 63-limiting platform;

[0046] 7-battery and vehicle air conditioning system, 71-compressor, 72-battery pack cooling channel, 73-front exchanger, 74-passenger compartment exchanger, 8-electronic control cooling system, 9-electric drive cooling system;

[0047] V1-first valve, V2-second valve, V3-third valve, V4-fourth valve, V5-fifth valve, V6-sixth valve, V7-seventh valve, V8-eighth valve;

[0048] E1-first throttle valve, E2-second throttle valve, E3-third throttle valve, E4-fourth throttle valve, E5-fifth throttle valve, E6-sixth throttle valve;

[0049] P1-first pipeline, P2-second pipeline, P3-third pipeline, P4-fourth pipeline, P5-fifth pipeline, P6-sixth pipeline, P7-seventh pipeline, P8-first bypass pipeline, P9-second bypass pipeline, P10-third bypass pipeline. DETAILED DESCRIPTION

[0050] The technical solution of the utility model is described in detail below in conjunction with the accompanying drawings and embodiments.

[0051] Embodiment 1:

[0052] A multi-body heat exchanger in this embodiment is provided with N heat exchange channels which are not connected to each other. Each of the heat exchange channels includes an inlet channel and an outlet channel. The inlet channel and its corresponding outlet channel are connected through at least one heat exchange cavity. N is an integer not less than 3, for example, N can be 3, 4 or 5.

[0053] Each refrigerant can pass through one of the heat exchange channels in turn, and since the heat exchange channels are not interconnected, the multi-body heat exchanger can provide heat exchange channels for N refrigerants, enabling N refrigerants to exchange heat in the multi-body heat exchanger. The refrigerant can be the coolant of the electric drive cooling system 9, the cooling oil of the electric drive cooling system 9, or the cooling air of the battery and the vehicle air conditioning system 7. The cooling air of the battery and the vehicle air conditioning system 7 comes from an air conditioning system with powerful refrigeration function, which can greatly improve the cooling performance of the electric drive, solve the market pain points such as power interruption caused by overheating of the motor, and also provide a new cooling method for the development of ultra-high-power electric drives with a single electric drive of more than 400KW, providing the market with more amazing cooling performance while reducing costs.

[0054] In this embodiment, the multi-body heat exchanger includes an inlet end plate 1, a heat exchange assembly and an outlet end plate 2 connected in sequence; the heat exchange assembly includes M refrigerant pads, and a partition 3 is respectively arranged between two adjacent refrigerant pads; the refrigerant pads are provided with the heat exchange chamber, and the partition 3 prevents the adjacent heat exchange chambers from being connected; wherein M is an integer not less than N. The M refrigerant pads are divided into N types, and M can be an integer multiple of N. For example, when N is 3, M can be 9 or 12, and when N is 4, M can be 8 or 16, etc., in which case the number of refrigerant pads of each type is the same. Of course, M can be a non-integer multiple of N, in which case the number of refrigerant pads of each type can be different.

[0055] In this embodiment, N refrigerant inlets are provided on the inlet end plate 1, and N refrigerant outlets are provided on the outlet end plate 2; 2N refrigerant holes are provided on the partition 3 and the refrigerant pad respectively; a refrigerant inlet on the inlet end plate 1, a refrigerant hole on each of the refrigerant pads and a refrigerant hole on each of the partitions 3 correspond to and are connected to form an inlet channel, a refrigerant hole on each of the refrigerant pads, a refrigerant hole on each of the partitions 3 and a refrigerant outlet on the outlet end plate 2 correspond to and are connected to form an outlet channel.

[0056] In this embodiment, the M refrigerant pads are divided into N types, each type of refrigerant pad is respectively provided with a heat exchange cavity, and each inlet channel is connected to its corresponding outlet channel through the same type of heat exchange cavity.

[0057] The refrigerant pad is made of rubber, and the partition 3 is made of metal; and refrigerant pads of the same type are of the same color, and refrigerant pads of different types are of different colors.

[0058] Embodiment 2:

[0059] like Figure 1-Figure 10As shown, a multi-body heat exchanger in this embodiment has three heat exchange channels that are not connected to each other arranged inside the multi-body heat exchanger, each of the heat exchange channels includes an inlet channel and an outlet channel, and the inlet channel is connected to its corresponding outlet channel through at least one heat exchange cavity.

[0060] The battery and vehicle air conditioning system 7, the electronically controlled cooling system 8 and the electric drive cooling system 9 are respectively connected to different heat exchange channels of the three multi-body heat exchangers. Among them, the refrigerant of the electronically controlled cooling system 8 can be a coolant, the refrigerant of the electric drive cooling system 9 can be cooling oil, and the refrigerant provided by the battery and vehicle air conditioning system 7 can be cooling air. The three refrigerants of different materials flow in different heat exchange channels respectively, and can perform heat exchange after flowing into the heat exchange cavity. The cooling air of the battery and vehicle air conditioning system 7 comes from an air conditioning system with powerful refrigeration function, which can greatly improve the cooling performance of the electric drive, solve the market pain points such as power interruption caused by overheating of the motor, and also provide a new cooling method for the development of ultra-high-power electric drives with a single electric drive of more than 400KW, providing the market with more amazing cooling performance while reducing costs.

[0061] In this embodiment,

[0062] The inlet end plate 1 is provided with a first refrigerant inlet 11, a second refrigerant inlet 12 and a third refrigerant inlet 13;

[0063] The outflow end plate 2 is provided with a first refrigerant outlet 21, a second refrigerant outlet 22 and a third refrigerant outlet 23;

[0064] The partition plate 3 and the refrigerant pad are respectively provided with a first refrigerant through hole 51, a second refrigerant through hole 52, a third refrigerant through hole 53, a fourth refrigerant through hole 54, a fifth refrigerant through hole 55 and a sixth refrigerant through hole 56;

[0065] The first refrigerant inlet 11 is connected to all the first refrigerant through holes 51, the second refrigerant inlet 12 is connected to all the second refrigerant through holes 52, the third refrigerant inlet 13 is connected to all the third refrigerant through holes 53, the first refrigerant outlet 21 is connected to all the fourth refrigerant through holes 54, the second refrigerant outlet 22 is connected to all the fifth refrigerant through holes 55, and the third refrigerant outlet 23 is connected to all the sixth refrigerant through holes 56;

[0066] The M refrigerant pads are divided into three types, namely a first type refrigerant pad 41 , a second type refrigerant pad 42 and a third type refrigerant pad 43 ; M can be selected from 16, 17 or 18.

[0067] The first heat exchange cavity 411 of the first type refrigerant pad 41 is connected to the second refrigerant through hole 52 and the fourth refrigerant through hole 54 respectively; the first heat exchange cavity 411 is connected to the second refrigerant through hole 52 and the fourth refrigerant through hole 54 by opening an opening structure on the cavity;

[0068] The second heat exchange cavity 421 of the second type refrigerant pad 42 is connected to the third refrigerant through hole 53 and the fifth refrigerant through hole 55 respectively; the second heat exchange cavity 421 is connected to the third refrigerant through hole 53 and the fifth refrigerant through hole 55 by opening an opening structure on the cavity;

[0069] The third heat exchange cavity 431 of the third type refrigerant pad 43 is connected to the first refrigerant via 51 and the sixth refrigerant via 56 respectively; the third heat exchange cavity 431 is connected to the first refrigerant via 51 and the sixth refrigerant via 56 by opening an opening structure on the cavity.

[0070] The preferred solution is: there is only one first-class refrigerant pad 41 or one third-class refrigerant pad 43 and two partitions 3 between every two second-class refrigerant pads 42. The second-class refrigerant pad 42 is used for the cooling air of the battery and the whole vehicle air-conditioning system 7 to flow through. At least one second-class refrigerant pad 42 is arranged near each first-class refrigerant pad 41 and each third-class refrigerant pad 43, which can ensure that the cooling air of the battery and the whole vehicle air-conditioning system 7 can exchange heat with the coolant of the electronic control cooling system 8 or the cooling oil of the electric drive cooling system 9.

[0071] The coolant of the electronically controlled cooling system 8 flows from the first refrigerant inlet 11 into the flow channel formed by the first refrigerant through holes 51 , then enters the third heat exchange chambers 431 , and then flows into the flow channel formed by the sixth refrigerant through holes 56 , and finally flows out from the third refrigerant outlet 23 .

[0072] The cooling oil of the electric drive cooling system 9 flows from the second refrigerant inlet 12 into the flow channel composed of the second refrigerant through holes 52 , and finally enters the first heat exchange chambers 411 , and then flows into the flow channel composed of the fourth refrigerant through holes 54 , and finally flows out from the first refrigerant outlet 21 .

[0073] The cooling air of the battery and the vehicle air-conditioning system 7 flows from the third refrigerant inlet 13 into the flow channel composed of the third refrigerant through holes 53 , and finally enters the second heat exchange chambers 421 , and then flows into the flow channel composed of the fifth refrigerant through holes 55 , and finally flows out from the second refrigerant outlet 22 .

[0074] In this embodiment, the first refrigerant through hole 51, the second refrigerant through hole 52, the third refrigerant through hole 53, the fourth refrigerant through hole 54, the fifth refrigerant through hole 55 and the sixth refrigerant through hole 56 are arranged in two rows and three columns, and one row is located above the heat exchange cavity, and the other row is located below the heat exchange cavity.

[0075] In this embodiment, the shape of the first type of refrigerant pad 41 is rotated 180° to coincide with the shape of the second type of refrigerant pad 42 , so that the first type of refrigerant pad 41 and the second type of refrigerant pad 42 can be used interchangeably.

[0076] In this embodiment, the inlet end plate 1, the heat exchange assembly and the outlet end plate 2 are all provided with T connection holes 57; the multi-body heat exchanger also includes T fixing rods 61, the T fixing rods 61 respectively pass through the corresponding connection holes 57 and are connected to the limit nuts 62, and the fixing rods 61 are provided with a limit platform 63 on the side away from the limit nuts 62, and the inlet end plate 1, the heat exchange assembly and the outlet end plate 2 are fixed between the limit nuts 62 and the limit platform 63, wherein T is an integer not less than 3. T can be 9, and the connection between the inlet end plate 1, the heat exchange assembly and the outlet end plate 2 is realized by the cooperation of the nine connection holes 57 arranged at intervals in the circumferential direction and the corresponding fixing rods 61 and the limit nuts 62, so that the two adjacent plates are tightly attached.

[0077] Embodiment three:

[0078] like Fig.11 As shown, a heat exchange system in this embodiment includes a battery and vehicle air-conditioning system 7, an electronically controlled cooling system 8, an electric drive cooling system 9 and a multi-body heat exchanger, and the battery and vehicle air-conditioning system 7, the electronically controlled cooling system 8 and the electric drive cooling system 9 are respectively connected to different heat exchange channels of the multi-body heat exchanger.

[0079] In this embodiment, the battery and vehicle air conditioning system 7 includes a compressor 71, a battery pack cooling channel 72, a front exchanger 73 and a passenger compartment exchanger 74. The inlet and outlet of the compressor 71 are respectively connected to the first pipeline P1 and the second pipeline P2. The tail end of the first pipeline P1 is connected to one of the interfaces of the battery pack cooling channel 72. The head end of the third pipeline P3, the head end of the fourth pipeline P4, and the head end of the first bypass pipeline P8 are connected to the first pipeline P1 from bottom to top. The tail end of the second pipeline P2 is connected to the fourth pipeline P4, and the tail end of the third pipeline P3 is connected to the first bypass pipeline P8. The tail ends of the four pipes P4 are connected to the front exchanger 73 after being intersected, the tail end of the first bypass pipe P8 is connected to the fifth pipe P5, the head end of the fifth pipe P5 is connected to another interface of the battery pack cooling channel 72, the tail end of the fifth pipe P5 is connected to the passenger compartment exchanger 74, the passenger compartment exchanger 74 is connected to the multi-body heat exchanger through the sixth pipe P6, the front exchanger 73 is connected to the multi-body heat exchanger through the seventh pipe P7, the fifth pipe P5 is connected to the sixth pipe P6 through the second bypass pipe P9, and the seventh pipe P7 is connected to the sixth pipe P6 through the third bypass pipe P10;

[0080] The third pipeline P3 is provided with a first valve V1, the first pipeline P1 is provided with a second valve V2 corresponding to a position between the head end of the third pipeline P3 and the head end of the fourth pipeline P4, the fourth pipeline P4 is provided with a third valve V3 between the head end of the fourth pipeline P4 and the tail end of the second pipeline P2, the fourth pipeline P4 is provided with a fourth valve V4 between the tail end of the fourth pipeline P4 and the tail end of the second pipeline P2, the first pipeline P1 is provided with a fifth valve V5 between the tail end of the first bypass valve and the tail end of the first pipeline P1, the first bypass pipeline P8 is provided with a sixth valve V6, the third bypass pipeline P10 is provided with a seventh valve V7, and the second bypass pipeline P9 is provided with an eighth valve V8;

[0081] A first throttle valve E1 is provided on the side of the fifth pipeline P5 close to the battery pack cooling channel 72, a second throttle valve E2 is provided on the side of the fifth pipeline P5 close to the passenger compartment exchanger, a third throttle valve E3 is provided on the side of the sixth pipeline P6 close to the passenger compartment, a fourth throttle valve E4 is provided on the side of the sixth pipeline P6 close to the heat exchanger, a fifth throttle valve E5 is provided on the side of the seventh pipeline P7 close to the multi-body heat exchanger, and a sixth throttle valve E6 is provided on the side of the seventh pipeline P7 close to the vehicle front exchanger 73.

[0082] The following table is the application function table of the heat exchange system.

[0083]

[0084] Among them, "0" in the table indicates that the throttle valve or valve is completely closed, "1" in the table indicates that the throttle valve or valve is completely open, and "0.1" in the table indicates that the throttle valve is at a throttling opening.

[0085] The change of the refrigerant direction of the compressor 71 outlet of the air-conditioning system is controlled by the combination of the first valve V1, the second valve V2, the third valve V3, the fourth valve V4 and the fifth valve V5 to realize the positive and negative changes of the direction of the air-conditioning refrigerant outside the compressor 71. The control of whether the refrigerant of each heat exchanger releases heat or absorbs heat is realized by changing the opening of the six electronic throttle valves here, namely the first throttle valve E1, the second throttle valve E2, the third throttle valve E3, the fourth throttle valve E4, the fifth throttle valve E5 and the sixth throttle valve E6. The opening of 0.1 indicates cooling. The series or parallel connection of the multi-body heat exchanger and the passenger compartment exchanger 74 is realized by the two bypass valves, the seventh valve V7 and the eighth valve V8. The sixth valve V6 is the refrigerant bypass valve of the battery pack. When the battery pack needs to be kept warm, the refrigerant bypasses the sixth valve V6.

[0086] The battery pack and the passenger compartment have many requirements, such as cooling, heating, and heat preservation. The front heat exchanger 73 itself has no temperature requirements, and it serves the other three heat exchangers in the system. The working conditions of the present invention are explained in combination with the application scheme function table of the heat exchange system above:

[0087] ① The battery pack needs to be cooled, the multi-body heat exchanger needs to be cooled, and the passenger compartment exchanger also needs to be cooled - the 1st, 3rd, 11th, and 16th working conditions in the application solution function table can meet this requirement.

[0088] ② The battery pack needs to be cooled, the multi-body heat exchanger needs to be cooled, and the passenger compartment exchanger needs to be heated - the 7th, 8th, 13th, and 15th operating conditions in the application solution function table can meet these requirements.

[0089] ③ The battery pack needs to be cooled, the multi-body heat exchanger needs to be cooled, and the passenger compartment exchanger needs to be kept warm - the 5th, 9th, and 14th working conditions in the application solution function table can meet these requirements.

[0090] ④ The battery pack needs to be heated, the multi-body heat exchanger needs to be cooled, and the passenger compartment exchanger needs to be cooled - the 17th and 19th working conditions in the application solution function table can meet these requirements.

[0091] ⑤ The battery pack needs to be heated, the multi-body heat exchanger needs to be cooled, and the passenger compartment exchanger also needs to be heated - the 18th and 21st working conditions in the application solution function table can meet these requirements.

[0092] ⑥ The battery pack needs to be heated, the multi-body heat exchanger needs to be cooled, and the passenger compartment exchanger needs to be kept warm - this can be met by the 20th operating condition in the application solution function table.

[0093] ⑦ The battery pack needs to be kept warm, the multi-body heat exchanger needs to be cooled, and the passenger compartment exchanger needs to be cooled - the 2nd, 4th, and 12th working conditions in the application solution function table can be met.

[0094] ⑧The battery pack needs to be kept warm, the multi-body heat exchanger needs to be cooled, and the passenger compartment exchanger needs to be heated - the 22nd and 23rd working conditions in the application solution function table can meet these requirements.

[0095] ⑨ The battery pack needs to be kept warm, the multi-body heat exchanger needs to be cooled, and the passenger compartment also needs to be kept warm - the 6th and 10th working conditions in the application solution function table can meet these requirements.

[0096] Taking the first working condition in the table as an example, the first valve V1, the third valve V3, the fifth valve V5, the sixth throttle valve E6, the fourth throttle valve E4, and the second throttle valve E2 are all fully opened, the second valve V2, the fourth valve V4, the seventh valve V7, the eighth valve V8, and the sixth valve V6 are all fully closed, and the fifth throttle valve E5, the third throttle valve E3, and the first throttle valve E1 are at throttling openings. At this time, the cooling air generated by the compressor 71 enters the first pipeline P1 from the compressor 71, and then because the second valve V2 is completely closed, the cooling air does not pass through the first pipeline P1 after the second valve V2, and will flow through the third pipeline P3, the front exchanger 73, the seventh pipeline P7, the multi-body heat exchanger, the sixth pipeline P6, the passenger compartment exchanger 74, the fifth pipeline P5, the battery pack cooling pipeline in sequence, and then flows through the first pipeline P1 between the fifth valve V5 and the second valve V2, and flows through the fourth pipeline P4 through the third valve V3. Since the fourth valve V4 is closed, it will flow back to the compressor 71 from the second pipeline P2. Under the above-mentioned first working condition, the cooling air of the compressor 71 flows through the front exchanger 73, the multi-body heat exchanger, the passenger compartment exchanger and the battery pack cooling flow channel 72, which can meet the cooling requirements of the battery pack, the multi-body heat exchanger and the passenger compartment exchanger.

[0097] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model rather than to limit it. Although the utility model has been described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the technical solution of the utility model can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution of the utility model, which should be included in the scope of the claims of the utility model.

Claims

1. A multi-body heat exchanger, characterized in that: The multi-body heat exchanger is provided with N heat exchange channels which are not interconnected with each other, each of which includes an inlet channel and an outlet channel, and the inlet channel and its corresponding outlet channel are connected through at least one heat exchange cavity; wherein N is an integer not less than 3.

2. The multi-body heat exchanger according to claim 1, characterized in that: The multi-body heat exchanger comprises an inlet end plate (1), a heat exchange component and an outlet end plate (2) connected in sequence; the heat exchange component comprises M refrigerant pads, and a partition (3) is respectively arranged between two adjacent refrigerant pads; the heat exchange cavity is arranged in the refrigerant pad, and the partition (3) prevents adjacent heat exchange cavities from being connected; wherein M is an integer not less than N.

3. The multi-body heat exchanger according to claim 2, characterized in that: The inlet end plate (1) is provided with N refrigerant inlets, and the outlet end plate (2) is provided with N refrigerant outlets; the partition plate (3) and the refrigerant pad are respectively provided with 2N refrigerant holes; a refrigerant inlet on the inlet end plate (1), a refrigerant hole on each of the refrigerant pads and a refrigerant hole on each of the partition plates (3) correspond to and are connected to form an inlet channel, and a refrigerant hole on each of the refrigerant pads, a refrigerant hole on each of the partition plates (3) and a refrigerant outlet on the outlet end plate (2) correspond to and are connected to form an outlet channel.

4. The multi-body heat exchanger according to claim 3, characterized in that: The M refrigerant pads are divided into N types, each type of refrigerant pad is respectively provided with a heat exchange cavity, and each inlet channel is connected to its corresponding outlet channel through the same type of heat exchange cavity.

5. The multi-body heat exchanger according to claim 4, characterized in that: N=3； The inflow end plate (1) is provided with a first refrigerant inlet (11), a second refrigerant inlet (12) and a third refrigerant inlet (13); The outflow end plate (2) is provided with a first refrigerant outlet (21), a second refrigerant outlet (22) and a third refrigerant outlet (23); The partition (3) and the refrigerant pad are respectively provided with a first refrigerant through hole (51), a second refrigerant through hole (52), a third refrigerant through hole (53), a fourth refrigerant through hole (54), a fifth refrigerant through hole (55) and a sixth refrigerant through hole (56); The first refrigerant inlet (11) is connected to all first refrigerant through holes (51), the second refrigerant inlet (12) is connected to all second refrigerant through holes (52), the third refrigerant inlet (13) is connected to all third refrigerant through holes (53), the first refrigerant outlet (21) is connected to all fourth refrigerant through holes (54), the second refrigerant outlet (22) is connected to all fifth refrigerant through holes (55), and the third refrigerant outlet (23) is connected to all sixth refrigerant through holes (56); The M refrigerant pads are divided into three types, namely, a first type refrigerant pad (41), a second type refrigerant pad (42), and a third type refrigerant pad (43); The first heat exchange cavity (411) of the first type of refrigerant pad (41) is respectively connected to the second refrigerant through hole (52) and the fourth refrigerant through hole (54); The second heat exchange cavity (421) of the second type of refrigerant pad (42) is respectively connected to the third refrigerant through hole (53) and the fifth refrigerant through hole (55); The third heat exchange chamber (431) of the third type refrigerant pad (43) is respectively connected to the first refrigerant through hole (51) and the sixth refrigerant through hole (56).

6. The multi-body heat exchanger according to claim 5, characterized in that: The first refrigerant through hole (51), the second refrigerant through hole (52), the third refrigerant through hole (53), the fourth refrigerant through hole (54), the fifth refrigerant through hole (55) and the sixth refrigerant through hole (56) are arranged in two rows and three columns, and one row is located above the heat exchange cavity and the other row is located below the heat exchange cavity.

7. The multi-body heat exchanger according to claim 5, characterized in that: The shape of the first type of refrigerant pad (41) overlaps with the shape of the second type of refrigerant pad (42) after being rotated 180 degrees.

8. The multi-body heat exchanger according to claim 2, characterized in that: The inlet end plate (1), the heat exchange assembly and the outlet end plate (2) are all provided with T connection through holes (57); the multi-body heat exchanger further comprises T fixing rods (61), the T fixing rods (61) respectively pass through corresponding connection through holes (57) and are connected to the limit nuts (62), a limit platform (63) is provided on the side of the fixing rods (61) away from the limit nuts (62), and the inlet end plate (1), the heat exchange assembly and the outlet end plate (2) are fixed between the limit nuts (62) and the limit platform (63), wherein T is an integer not less than 3.

9. A heat exchange system, characterized in that: The invention comprises a battery and vehicle air conditioning system (7), an electronically controlled cooling system (8), an electric drive cooling system (9), and a multi-body heat exchanger according to any one of claims 1 to 8, wherein the battery and vehicle air conditioning system (7), the electronically controlled cooling system (8), and the electric drive cooling system (9) are respectively connected to different heat exchange channels of the multi-body heat exchanger.

10. The heat exchange system according to claim 9, characterized in that: The battery and vehicle air conditioning system (7) comprises a compressor (71), a battery pack cooling channel (72), a vehicle front exchanger (73) and a passenger compartment exchanger (74); the inlet and outlet of the compressor (71) are respectively connected to a first pipeline (P1) and a second pipeline (P2); the tail end of the first pipeline (P1) is connected to one of the interfaces of the battery pack cooling channel (72); the head end of the third pipeline (P3), the head end of the fourth pipeline (P4) and the head end of the first bypass pipeline (P8) are connected to the first pipeline (P1) in sequence from bottom to top; the tail end of the second pipeline (P2) is connected to the fourth pipeline (P4); the tail end of the third pipeline (P3) is connected to the fourth pipeline (P8); The tail ends of the first bypass pipeline (P4) and the second bypass pipeline (P5) are connected to the front exchanger (73) of the vehicle after the tail ends thereof intersect, the tail end of the first bypass pipeline (P8) is connected to the fifth pipeline (P5), the head end of the fifth pipeline (P5) is connected to another interface of the battery pack cooling channel (72), the tail end of the fifth pipeline (P5) is connected to the passenger compartment exchanger (74), the passenger compartment exchanger (74) is connected to the multi-body heat exchanger via the sixth pipeline (P6), the front exchanger (73) is connected to the multi-body heat exchanger via the seventh pipeline (P7), the fifth pipeline (P5) and the sixth pipeline (P6) are connected via the second bypass pipeline (P9), and the seventh pipeline (P7) and the sixth pipeline (P6) are connected via the third bypass pipeline (P10); The third pipeline (P3) is provided with a first valve (V1), the first pipeline (P1) corresponding to a position between the head end of the third pipeline (P3) and the head end of the fourth pipeline (P4) is provided with a second valve (V2), the fourth pipeline (P4) between the head end of the fourth pipeline (P4) and the tail end of the second pipeline (P2) is provided with a third valve (V3), the fourth pipeline (P4) between the tail end of the fourth pipeline (P4) and the tail end of the second pipeline (P2) is provided with a fourth valve (V4), the first pipeline (P1) between the tail end of the first bypass valve and the tail end of the first pipeline (P1) is provided with a fifth valve (V5), the first bypass pipeline (P8) is provided with a sixth valve (V6), the third bypass pipeline (P10) is provided with a seventh valve (V7), and the second bypass pipeline (P9) is provided with an eighth valve (V8); A first throttle valve (E1) is provided on a side of the fifth pipeline (P5) close to the battery pack cooling channel (72), a second throttle valve (E2) is provided on a side of the fifth pipeline (P5) close to the passenger compartment exchanger, a third throttle valve (E3) is provided on a side of the sixth pipeline (P6) close to the passenger compartment, a fourth throttle valve (E4) is provided on a side of the sixth pipeline (P6) close to the heat exchanger, a fifth throttle valve (E5) is provided on a side of the seventh pipeline (P7) close to the multi-body heat exchanger, and a sixth throttle valve (E6) is provided on a side of the seventh pipeline (P7) close to the vehicle front exchanger (73).

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