Thermal management system and vehicle

Abstract

The utility model discloses a heat management system and a vehicle. The heat management system comprises a high-pressure heat exchange loop, a battery pack, an air conditioning system, a passenger compartment heat exchange system, an engine cooling system and an exhaust gas recirculation heat exchange loop. The air conditioning system comprises a compressor, a condenser, an evaporator and a first heat exchanger, the compressor, the condenser and the evaporator are connected in series, the first heat exchanger and the evaporator are connected in parallel, and the first heat exchanger exchanges heat with the battery pack; the engine cooling system comprises an engine, a first radiator and a first water pump which are connected in series, and the exhaust gas recirculation heat exchange loop and the first water pump are connected in series; the exhaust gas recirculation heat exchange loop comprises a second heat exchanger, a control valve, a third heat exchanger and a first three-way pipe, the control valve is communicated with the second heat exchanger, the third heat exchanger and the first three-way pipe, and the third heat exchanger and the evaporator form a passenger compartment heat exchange system.

Description

Technical Field

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

[0002] The thermal management system includes engine thermal management and vehicle air conditioning thermal management. Through the actual operation and test conditions of the vehicle engine, the vehicle controller controls components such as the water pump, control valve, three-way valve or thermostat, so that the engine can operate within the optimal temperature range under different working conditions. It can also adjust the temperature in the passenger compartment to meet the needs of the occupants.

[0003] In the related art, when the vehicle's air conditioning and heating function is turned on in winter, it takes a while to feel the hot air. The engine's waste heat can be recovered and used to heat the passenger compartment. However, if it is necessary to rely on the engine's waste heat, the coolant in the engine will still enter the passenger compartment thermal management system when there is no heating demand in the passenger compartment, which will increase the energy consumption of the air conditioning system. Utility Model Content

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model proposes a method that, by setting a control valve, when the passenger compartment has a heating demand, the engine waste heat is used to improve the heating effect of the passenger compartment, and when there is no heating demand in the passenger compartment, the second heat exchanger is cooled separately, thereby reducing the energy consumption of the air conditioning system under the passenger compartment cooling condition.

[0005] According to the thermal management system of the first aspect of the utility model, the thermal management system includes: a high-pressure heat exchange circuit, a battery pack, an air-conditioning system, a passenger compartment heat exchange system, an engine cooling system and an exhaust gas recirculation heat exchange circuit; the air-conditioning system includes: a compressor, a condenser, an evaporator and a first heat exchanger, the compressor, the condenser and the evaporator are arranged in series with each other, the first heat exchanger and the evaporator are arranged in parallel with each other, and the first heat exchanger and the battery pack exchange heat; the engine cooling system includes an engine, a first radiator and a first water pump connected in series with each other, and the exhaust gas recirculation heat exchange circuit and the first water pump are arranged in series; the exhaust gas recirculation heat exchange circuit includes: a second heat exchanger, a control valve, a third heat exchanger and a first three-way pipe, the control valve is respectively connected to the second heat exchanger, the third heat exchanger and the first three-way pipe, and the third heat exchanger and the evaporator constitute a passenger compartment heat exchange system.

[0006] According to the thermal management system of the embodiment of the utility model, by setting a control valve, the second heat exchanger can be selectively connected to the third heat exchanger or the first three-way pipe. When there is a heating demand in the passenger compartment, the engine waste heat is used to improve the heating effect of the passenger compartment and improve the utilization rate of resources. When there is no heating demand in the passenger compartment, the second heat exchanger is cooled separately to reduce the energy consumption of the air-conditioning system under the cooling condition of the passenger compartment.

[0007] According to some embodiments of the present utility model, the control valve includes: a first port, a second port and a third port, the first port is connected to the second heat exchanger, the second port is connected to the third heat exchanger, the third port is connected to the first three-way pipe, and the first port is selectively connected to the second port and the third port.

[0008] According to some embodiments of the utility model, the thermal management system also includes: a second three-way pipe, a third three-way pipe and a first overflow tank, the second three-way pipe is respectively connected to the integrated exhaust pipe of the engine, the exhaust gas recirculation heat exchange circuit and the third three-way pipe, the third three-way pipe is respectively connected to the first radiator, the second three-way pipe and the first overflow tank, and one end of the first overflow tank is connected between the first water pump and the first radiator.

[0009] According to some embodiments of the utility model, the thermal management system also includes: a first overflow air and water replenishment circuit, the first overflow air and water replenishment circuit includes: a first one-way throttle valve, one end of the first one-way throttle valve is connected between the second heat exchanger and the control valve and the other end is connected to the second three-way pipe.

[0010] According to some embodiments of the utility model, the thermal management system also includes: a second overflow air and water replenishment circuit, the second overflow air and water replenishment circuit includes: a second one-way throttle valve, one end of the second one-way throttle valve is connected to the integrated exhaust pipe of the engine and the other end is connected to the second three-way pipe.

[0011] According to some embodiments of the present invention, the thermal management system further includes: a third overflow air and water replenishment circuit, the third overflow air and water replenishment circuit including: a one-way valve, one end of the one-way valve is connected to the first radiator and the other end is connected to the second three-way pipe.

[0012] According to some embodiments of the present utility model, the high-pressure heat exchange circuit includes a high-pressure device, a second water pump and a second radiator connected in series, and the second radiator, the condenser and the first radiator share a cooling fan.

[0013] According to some embodiments of the utility model, the air-conditioning system also includes: a first coaxial tube, one end of which is connected between the condenser and the evaporator and the other end is connected between the evaporator and the compressor; and the air-conditioning system also includes: a second coaxial tube, one end of which is connected between the condenser and the first heat exchanger and the other end is connected between the first heat exchanger and the compressor.

[0014] According to some embodiments of the present invention, the thermal management system further includes: a first heating element and a second heating element, wherein the first heating element is disposed on the outside of the battery pack, and the second heating element is disposed in the passenger compartment heat exchange system.

[0015] A vehicle according to an embodiment of the second aspect of the utility model includes the thermal management system.

[0016] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0018] Figure 1 is a schematic diagram of a thermal management system according to an embodiment of the utility model;

[0019] Figure 2 is a schematic diagram of a cooling flow path of a high-voltage device according to an embodiment of the utility model;

[0020] Figure 3 It is a schematic diagram of a high-pressure device cooling overflow water replenishment flow path according to an embodiment of the utility model;

[0021] Figure 4 is a schematic diagram of an engine cooling flow path according to an embodiment of the utility model;

[0022] Figure 5 Schematic diagram of engine cooling overflow water supply flow path 1 according to an embodiment of the utility model;

[0023] Figure 6 It is a schematic diagram of the engine cooling overflow water supply flow path 2 according to an embodiment of the utility model;

[0024] Figure 7 is a schematic diagram of an internal flow passage of an engine according to an embodiment of the utility model;

[0025] Figure 8 is a schematic diagram of an engine oil cooling circuit according to an embodiment of the utility model;

[0026] Fig. 9 is a schematic diagram of a cooling flow path of a second heat exchanger according to an embodiment of the utility model;

[0027] Fig.10 is a schematic diagram of a battery pack cooling flow path according to an embodiment of the utility model;

[0028] Fig.11is a schematic diagram of an engine heating flow path according to an embodiment of the utility model;

[0029] Fig.12 is a schematic diagram of a passenger compartment cooling flow path according to an embodiment of the utility model;

[0030] Fig.13 It is a schematic diagram of the overflow water supply flow path shared by the second heat exchanger cooling flow path and the engine heating according to an embodiment of the utility model.

[0031] Reference numerals:

[0032] 100. Thermal management system;

[0033] 10. High-pressure heat exchange circuit; 11. High-pressure device; 12. Second water pump; 13. Second radiator;

[0034] 20. Battery pack;

[0035] 30. Air conditioning system; 31. Compressor; 32. Condenser; 33. Evaporator; 34. First heat exchanger;

[0036] 40. Passenger cabin heat exchange system;

[0037] 50. Engine cooling system; 51. Engine; 52. First radiator; 53. First water pump;

[0038] 60. Exhaust gas recirculation heat exchange loop; 61. Second heat exchanger; 62. Control valve; 63. Third heat exchanger; 64. First three-way pipe;

[0039] 71. First one-way throttle valve; 72. First overflow tank; 73. Second one-way throttle valve; 74. One-way valve; 75. Second three-way pipe; 76. Third three-way pipe; 77. First coaxial pipe; 78. Second coaxial pipe; 79. Third one-way throttle valve; 80. Second overflow tank; 81. First heating element; 82. Second heating element; 83. Fourth heat exchanger. DETAILED DESCRIPTION

[0040] The embodiments of the present utility model are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present utility model are described in detail below.

[0041] Reference below Figure 1-Figure 13 A thermal management system 100 according to an embodiment of the present invention is described, and the present invention also provides a vehicle.

[0042] As shown in the figure, the thermal management system 100 of the embodiment of the utility model includes: a high-pressure heat exchange circuit 10, a battery pack 20, an air conditioning system 30, a passenger compartment heat exchange system 40, an engine cooling system 50 and an exhaust gas recirculation heat exchange circuit 60.

[0043] The air conditioning system 30 includes: a compressor 31, a condenser 32, an evaporator 33 and a first heat exchanger 34. The compressor 31, the condenser 32 and the evaporator 33 are arranged in series, the first heat exchanger 34 and the evaporator 33 are arranged in parallel, and the first heat exchanger 34 exchanges heat with the battery pack 20. The compressor 31 is used to compress the refrigerant, converting it into a high-temperature and high-pressure gas to be output from the outlet of the compressor 31. The condenser 32 can condense the refrigerant flowing through and release heat. The evaporator 33 can evaporate the refrigerant flowing through, and heat needs to be absorbed during the evaporation process.

[0044] In addition, the air conditioning system 30 also includes a liquid storage dryer, a pressure sensor and a water temperature sensor. The liquid storage dryer is located between the condenser 32 and the evaporator 33. The refrigerant enters the liquid storage dryer after being cooled by the condenser 32. The liquid refrigerant is dried by the desiccant in the liquid storage dryer, and the water and impurities are adsorbed and filtered. The pure refrigerant then flows out from the outlet of the liquid storage dryer and enters the expansion valve and the evaporator 33 to continue circulating. The pressure sensor is used to detect the pressure of the refrigerant in the air conditioning system 30, and the water temperature sensor is used to detect the temperature of the refrigerant.

[0045] The position of the condenser 32 can be changed.

[0046] The engine cooling system 50 includes an engine 51, a first radiator 52, and a first water pump 53 connected in series. The first radiator 52 may be a high-temperature radiator that can dissipate the heat generated by the engine 51 to the external environment. The coolant flows inside the engine 51, absorbs the heat of the engine 51, and then flows through the first radiator 52, dissipating the heat to the external environment through the first radiator 52. In this process, the first water pump 53 can push the coolant to flow between the engine 51 and the first radiator 52, which helps to cool the engine 51.

[0047] Furthermore, the engine cooling system 50 is also provided with a first thermostat and a second thermostat, which are beneficial to the temperature rise of the water temperature of the engine 51, improve the combustion efficiency of the engine 51, reduce the fuel consumption rate, and reduce the emission of harmful gases.

[0048] The position of the first radiator 52 can be changed.

[0049] The exhaust gas recirculation heat exchange circuit 60 and the first water pump 53 are arranged in series, and the exhaust gas recirculation heat exchange circuit 60 includes: a second heat exchanger 61, a control valve 62, a third heat exchanger 63 and a first three-way pipe 64. The control valve 62 is connected to the second heat exchanger 61, the third heat exchanger 63 and the first three-way pipe 64 respectively, and the third heat exchanger 63 and the evaporator 33 constitute a passenger compartment heat exchange system 40.

[0050] Specifically, the second heat exchanger 61 may be an exhaust gas recirculation heat exchanger, which can recover waste heat from the exhaust gas of the engine 51 or other heat sources. The third heat exchanger 63 may be a warm air heat exchanger, which and the evaporator 33 form a passenger compartment heat exchange system 40. After the coolant flows through the third heat exchanger 63, the heat is transferred to the third heat exchanger 63, and then the air in the passenger compartment is heated by the third heat exchanger 63.

[0051] The control valve 62 is connected to the second heat exchanger 61, the third heat exchanger 63 and the first three-way pipe 64 respectively. By controlling the opening and closing of each port of the control valve 62, the direction of the coolant can be controlled, that is, the second heat exchanger 61 can be directly connected to the first three-way pipe 64, or it can be connected to the third heat exchanger 63.

[0052] When there is a need for heating in the passenger compartment, the second heat exchanger 61 can be controlled by the control valve 62 to be connected with the third heat exchanger 63. The second heat exchanger 61 can not only realize its own cooling but also add heat to the passenger compartment heat exchange system 40, thereby improving the heating effect of the passenger compartment and utilizing the waste heat of the engine 51 to heat the passenger compartment, thereby improving resource utilization.

[0053] When there is no heating demand in the passenger compartment, the second heat exchanger 61 can be controlled by the control valve 62 to communicate with the first three-way pipe 64 to form a separate cooling flow path for the second heat exchanger 61. At this time, the coolant in the engine 51 can also be isolated from passing through the third heat exchanger 63. Specifically, when the passenger compartment is cooled, the evaporator 33 exchanges heat with the refrigerant in the flow path, and the refrigerant evaporates and absorbs heat to reduce the temperature of the passenger compartment. If coolant flows into the third heat exchanger 63, the coolant at this time absorbs the waste heat in the exhaust gas of the engine 51 or other heat sources, and the temperature is high, which will cause the cooling speed of the passenger compartment to slow down and increase the energy consumption of the air conditioning system 30. In addition, the second heat exchanger 61 absorbs the waste heat in the exhaust gas of the engine 51 or other heat sources by using the coolant in the flow path to exchange heat with the exhaust gas. The coolant takes away the heat in the exhaust gas. The second heat exchanger 61 is controlled to be connected with the first three-way pipe 64, and the second heat exchanger 61 forms a separate cooling flow path, which does not affect the cooling effect of the second heat exchanger 61.

[0054] Therefore, by setting the control valve 62, the second heat exchanger 61 can be selectively connected to the third heat exchanger 63 or the first three-way pipe 64. When there is a heating demand in the passenger compartment, the waste heat of the engine 51 is used to improve the heating effect of the passenger compartment and improve the utilization rate of resources. When there is no heating demand in the passenger compartment, the second heat exchanger 61 is cooled separately to reduce the energy consumption of the air-conditioning system 30 under the cooling condition of the passenger compartment.

[0055] The control valve 62 includes: a first port, a second port and a third port, the first port is connected to the second heat exchanger 61, the second port is connected to the third heat exchanger 63, the third port is connected to the first three-way pipe 64, and the first port is selectively connected to the second port and the third port. The control valve 62 can be a three-way water valve, and the control form, structure, signal, speed, power and other parameters are not specifically required.

[0056] The thermal management system 100 further includes: a second three-way pipe 75, a third three-way pipe 76 and a first overflow tank 72. The second three-way pipe 75 is respectively connected to the integrated exhaust pipe of the engine 51, the exhaust gas recirculation heat exchange loop 60 and the third three-way pipe 76. The third three-way pipe 76 is respectively connected to the first radiator 52, the second three-way pipe 75 and the first overflow tank 72. One end of the first overflow tank 72 is connected between the first water pump 53 and the first radiator 52. During the operation of the thermal management system 100, the volume of the coolant will change due to temperature changes or pressure fluctuations. The first overflow tank 72 can store excess liquid to prevent the pressure in the thermal management system 100 from being too high or too low, maintain the stable operation of the system, and improve the efficiency of the coolant.

[0057] The thermal management system 100 also includes: a first overflow air replenishment circuit, which includes: a first one-way throttle valve 71, one end of which is connected between the second heat exchanger 61 and the control valve 62 and the other end is connected to the second three-way pipe 75.

[0058] One end of the first one-way throttle valve 71 is connected between the second heat exchanger 61 and the control valve 62 and the other end is connected to the second three-way pipe 75, so that the second heat exchanger 61 can be connected to the first overflow tank 72. No matter the second heat exchanger 61 is connected to the third heat exchanger 63 to heat the passenger compartment, or the second heat exchanger 61 is connected to the first three-way pipe 64 to cool the second heat exchanger 61 alone, the first overflow water replenishment circuit can be used to reduce the number of parts, reduce costs and reduce the difficulty of layout of the entire vehicle.

[0059] The thermal management system 100 further includes: a second overflow gas replenishment circuit, which includes: a second one-way throttle valve 73, one end of which is connected to the integrated exhaust pipe of the engine 51 and the other end of which is connected to the second three-way pipe 75. In this way, the gas generated in the integrated exhaust pipe of the engine 51 can be discharged in time to avoid the risk of thermal damage (such as cavitation, cracking, etc.) caused by uneven cooling of the integrated exhaust.

[0060] The thermal management system 100 further includes: a third overflow air and water replenishment circuit, which includes: a one-way valve 74, one end of which is connected to the first radiator 52 and the other end of which is connected to the second three-way pipe 75. In this way, the gas in the engine 51 and the first radiator 52 can be removed to ensure efficient heat dissipation of the first radiator 52, and the missing coolant can be replenished into the engine cooling system 50.

[0061] Further, the second three-way pipe 75 is respectively connected to the first one-way throttle valve 71, the second one-way throttle valve 73 and the third three-way pipe 76, and the third three-way pipe 76 is respectively connected to the one-way valve 74, the second three-way pipe 75 and the first overflow tank 72. The first end of the second three-way pipe 75 is connected to the first one-way throttle valve 71, the second end is connected to the second one-way throttle valve 73, and the third end is connected to the third three-way pipe 76. The first end of the third three-way pipe 76 is connected to the one-way valve 74, the second end is connected to the first overflow tank 72, and the third end is connected to the second three-way pipe 75. By controlling the opening and closing of the first one-way throttle valve 71 and the second one-way throttle valve 73, the ports of the second three-way pipe 75 and the third three-way pipe 76 through which the coolant flows can be selected to control the flow direction of the coolant in the thermal management system 100, thereby achieving different functions.

[0062] The high-pressure heat exchange circuit 10 includes a high-pressure device 11, a second water pump 12, and a second radiator 13 connected in series. The second radiator 13, the condenser 32, and the first radiator 52 share a cooling fan. Among them, the second radiator 13 can be a low-temperature radiator, which can dissipate the heat generated by the high-pressure device 11 to the external environment. The coolant flows in the high-pressure heat exchange circuit 10, absorbs the heat of the high-pressure device 11, and then flows through the second radiator 13, and dissipates the heat to the external environment through the second radiator 13. In this process, the second water pump 12 can push the coolant to flow between the high-pressure device 11 and the second radiator 13, which helps to cool down the high-pressure device 11.

[0063] The position of the second radiator 13 can be changed.

[0064] Furthermore, the thermal management system 100 further includes: a fourth overflow water replenishment circuit, which includes: a third one-way throttle valve 79 and a second overflow water tank 80, one end of the third one-way throttle valve 79 is connected to the second radiator 13 and the other end is connected to the second overflow water tank 80. The second overflow water tank 80 can be used to discharge the gas in the gas-liquid mixture flowing out of the second radiator 13, and the pure coolant flows out of the second overflow water tank 80.

[0065] In addition, the fourth overflow water replenishment flow path is in parallel with the high-pressure heat exchange circuit 10. Compared with connecting the second overflow water tank in series with the high-pressure heat exchange circuit 10, the flow applicability is stronger, which can effectively avoid the problem of large flow in the high-pressure heat exchange circuit 10, insufficient gas-liquid separation, and impact sound caused by the second overflow water tank.

[0066] The air conditioning system 30 further includes a first coaxial tube 77, one end of which is connected between the condenser 32 and the evaporator 33 and the other end of which is connected between the evaporator 33 and the compressor 31. Specifically, the first coaxial tube 77 is divided into a high-pressure side and a low-pressure side, the high-pressure side is connected between the condenser 32 and the evaporator 33, and the low-pressure side is connected between the evaporator 33 and the compressor 31.

[0067] And, the air conditioning system 30 further includes: a second coaxial tube 78, one end of which is connected between the condenser 32 and the first heat exchanger 34 and the other end of which is connected between the first heat exchanger 34 and the compressor 31. Specifically, the second coaxial tube 78 is divided into a high-pressure side and a low-pressure side, the high-pressure side is connected between the first heat exchanger 34 and the compressor 31, and the low-pressure side is connected between the condenser 32 and the first heat exchanger 34. By adding the first coaxial tube 77 and the second coaxial tube 78, the energy consumption of the compressor 31 when cooling a single passenger compartment can be effectively reduced.

[0068] The thermal management system 100 further includes: a first heating element 81 and a second heating element 82 , wherein the first heating element 81 is disposed on the outside of the battery pack 20 , and the second heating element 82 is disposed in the passenger compartment heat exchange system 40 .

[0069] The first heating element 81 can be directly controlled by the vehicle controller to heat the battery pack 20, reducing thermal interaction with external systems, with simple control strategies, reduced calibration costs, high heating efficiency, reduced number of components in the battery pack 20 heating system, and simple layout. In parking charging conditions, users can remotely control the first heating element 81 to keep the battery pack 20 warm. Using the first heating element 81 alone does not require starting the engine 51, reducing vehicle fuel consumption.

[0070] The second heating element 82 can be an air heater. The second heating element 82 can be turned on by the vehicle controller to heat the passenger compartment by consuming electrical energy. In this way, in the pure electric mode, the passenger compartment heating can be achieved by simply turning on the second heating element 82. Since the second heating element 82 can directly heat the cold air, the heating efficiency is improved, and there is no need to share a heat source with other components. The control strategy is simple and easy to implement.

[0071] In hybrid mode, in order to achieve a more rapid heating comfort temperature for the passenger compartment and meet the needs of passengers, when the water temperature is lower than a certain temperature (which can be calibrated), the second heating element 82 is preferentially turned on for assistance. When the water temperature of the engine 51 is higher than a certain temperature (which can be calibrated), the power of the second heating element 82 can be gradually reduced until it is disconnected, and the third heat exchanger 63 is used to heat the passenger compartment, thereby increasing the utilization rate of waste heat from the engine 51 and reducing the consumption of high-quality electric energy. In addition, when the vehicle is parked and the engine 51 is not started, the second heating element 82 can be remotely started to heat the passenger compartment, thereby improving the comfort and convenience of the user in using the vehicle.

[0072] In addition, the thermal management system 100 also includes an active air intake grille. If the passenger compartment cooling function is turned on, the high-voltage device 11 has a cooling demand, the engine 51 has a cooling demand, the entire vehicle is in a high-voltage electrical state, or the active air intake grille has no faults, the active air intake grille needs to be turned on if any of the above conditions are met.

[0073] The passenger compartment cooling function is not turned on, and there is no cooling demand for high-voltage components, and there is no cooling demand for engine 51, and the high-voltage electrical state of the entire vehicle is not established. The above conditions are all established or the active air intake grille has a fault that cannot be opened after being closed, and the active air intake grille is closed.

[0074] In addition, the thermal management system can also be applied to tropical regions. Compared with non-tropical regions, the first heating element 81, the second heating element 82, and the use of active air intake grilles are reduced to achieve weight reduction and cost reduction. The passenger compartment thermal management system 100 retains the third heat exchanger 63 to meet the market access regulations of relevant countries and has stronger applicability.

[0075] Refer to the following Figure 2 Describe the cooling flow path of the high voltage device 11 of the thermal management system 100:

[0076] The flow direction of the coolant in the cooling flow path of the high-voltage device 11 is: the second radiator 13 →the fourth three-way pipe →the second water pump 12 →the water temperature sensor →the high-voltage device 11 →the second radiator 13 .

[0077] Refer to the following Figure 3 Describe the cooling overflow water supply flow path of the high-voltage device 11 of the thermal management system 100:

[0078] The flow direction of the coolant in the overflow water supply flow path for cooling the high-pressure device 11 is: second radiator 13 → third one-way throttle valve 79 → second overflow tank 80 → fourth three-way pipe → second water pump 12 → high-pressure device 11 → second radiator 13 .

[0079] Refer to the following Figure 4 Describe the engine 51 cooling flow path of the thermal management system 100:

[0080] The flow direction of the coolant in the cooling flow path of the engine 51 is: engine 51 → first thermostat → cross-pipe → first radiator 52 → water temperature sensor → second thermostat → first water pump 53 → engine 51 .

[0081] The first water pump 53 is an engine water pump, which is located in the cylinder of the engine and is used to pressurize the coolant to ensure its circulation in the flow path.

[0082] Refer to the following Figure 5 Describe the flow path 1 of the engine 51 cooling overflow water supply of the thermal management system 100:

[0083] The coolant flow direction of the flow path 1 for cooling the engine 51 overflow water is: first water pump 53 → engine 51 → four-way pipe → first radiator 52 → one-way valve 74 → third three-way water pipe 76 → first overflow tank 72 → first water pump 53.

[0084] Refer to the following Figure 6 Describe the engine 51 cooling overflow water supply flow path 2 of the thermal management system 100:

[0085] In the second cooling overflow water replenishment flow path of the engine 51, the second end and the third end of the second three-way pipe 75 are connected, and the second end and the third end of the third three-way pipe 76 are connected, and the flow direction of the coolant is: the first water pump 53→engine 51→second one-way throttle valve 73→second three-way pipe 75→third three-way pipe 76→first overflow tank 72→first water pump 53.

[0086] Refer to the following Figure 7 Describe the internal flow path of the engine 51 of the thermal management system 100:

[0087] The coolant in the internal flow channel of the engine 51 flows in the following direction: the first water pump 53 → the engine 51 → the first thermostat → the first water pump 53. That is, before the second thermostat is turned on, the coolant in the cylinder head and the coolant in the cylinder body of the engine 51 are circulated through the internal flow channel between the cross-tube and the first water pump 53, so that the temperature inside the engine 51 can be uniformed.

[0088] Refer to the following Figure 8 Describe the oil cooling flow path of the engine 51 of the thermal management system 100:

[0089] The coolant in the oil cooling circuit flows as follows: first water pump 53 → fourth heat exchanger 83 → first water pump 53. The fourth heat exchanger 83 may be an oil cooler, which uses the coolant to cool the lubricating oil in the oil cooler to prevent the temperature from being too high.

[0090] Refer to the following Fig. 9 Describe the cooling flow path of the second heat exchanger 61 of the thermal management system 100:

[0091] The second heat exchanger 61 absorbs waste heat from the exhaust of the engine 51 or other heat sources by using the coolant in the flow path to exchange heat with the exhaust gas. The coolant takes away the heat in the exhaust gas. Since the exhaust temperature of the engine 51 is extremely high and the coolant temperature is relatively low, the exhaust temperature of the engine 51 decreases after a single cycle, and the coolant temperature does not rise significantly.

[0092] When the coolant temperature is low, the first end and the third end of the control valve 62 in the cooling flow path of the second heat exchanger 61 are connected, and the flow direction of the coolant is: first water pump 53 → second heat exchanger 61 → fifth three-way pipe → control valve 62 → first three-way pipe 64 → first water pump 53.

[0093] When the coolant temperature is high, that is, when the coolant temperature monitored by the thermostat at the engine water inlet reaches above 90°C, the coolant in the cooling flow path of the second heat exchanger 61 enters the engine 51 and dissipates heat in the low-temperature radiator 52 together with the coolant in the engine 51. The flow direction of the coolant is as shown in FIG. Figure 4 and Figure 5 shown.

[0094] Refer to the following Fig.10 Describe the cooling flow path of the battery pack 20 of the thermal management system 100:

[0095] The flow direction of the refrigerant in the cooling flow path of the battery pack 20 is: first heat exchanger 34 → second coaxial tube 78 (low-pressure side) → pressure temperature sensor → sixth tee → first coaxial tube 77 (low-pressure side) → compressor 31 → condenser 32 → liquid storage drying tank → pressure sensor → first coaxial tube 77 (high-pressure side) → seventh tee → second coaxial tube 78 (high-pressure side) → first expansion valve → first heat exchanger 34.

[0096] Refer to the following Fig.11 Describe the engine 51 heating flow path of the thermal management system 100:

[0097] The first end and the second end of the control valve 62 in the heating flow path of the engine 51 are connected, and the coolant flows as follows: the first water pump 53 → the second heat exchanger 61 → the control valve 62 → the third heat exchanger 63 → the first three-way pipe 64 → the first water pump 53 .

[0098] Refer to the following Fig.12 Describe the passenger compartment cooling flow path of the thermal management system 100:

[0099] The flow direction of the refrigerant in the passenger compartment cooling flow path is: compressor 31 → condenser 32 → liquid storage drying tank → pressure sensor → first coaxial tube 77 (high pressure side) → seventh three-way pipe → second expansion valve → evaporator 33 → sixth three-way pipe → first coaxial tube 77 (low pressure side) → compressor 31.

[0100] The blower operates while the evaporator 33 is running, which helps the air flow and speeds up the cooling of the passenger compartment. The second expansion valve is an expansion valve with a shut-off function, and its type is not limited.

[0101] Refer to the following Fig.13 Describe the overflow water supply flow path shared by the cooling flow path of the second heat exchanger 61 of the thermal management system 100 and the heating flow path of the engine 51:

[0102] The first end and the third end of the second three-way pipe 75 in the overflow water supply flow path shared by the second heat exchanger 61 cooling flow path and the engine 51 heating are connected, and the second end and the third end of the third three-way pipe 76 are connected, and the coolant flows as follows: first water pump 53 → second heat exchanger 61 → fifth three-way pipe → first one-way throttle valve 71 → second three-way pipe 75 → third three-way pipe 76 → first overflow tank 72 → first water pump 53.

[0103] A vehicle according to an embodiment of the second aspect of the utility model includes a thermal management system 100 .

[0104] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0105] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0106] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that: include: High-pressure heat exchange circuit, battery pack, air conditioning system, passenger compartment heat exchange system, engine cooling system and exhaust gas recirculation heat exchange circuit; The air conditioning system comprises: a compressor, a condenser, an evaporator and a first heat exchanger, wherein the compressor, the condenser and the evaporator are arranged in series, the first heat exchanger and the evaporator are arranged in parallel, and the first heat exchanger exchanges heat with the battery pack; The engine cooling system comprises an engine, a first radiator and a first water pump connected in series, and the exhaust gas recirculation heat exchange circuit and the first water pump are arranged in series; The exhaust gas recirculation heat exchange circuit includes: a second heat exchanger, a control valve, a third heat exchanger and a first three-way pipe. The control valve is connected to the second heat exchanger, the third heat exchanger and the first three-way pipe respectively. The third heat exchanger and the evaporator constitute a passenger compartment heat exchange system.

2. The thermal management system according to claim 1, characterized in that: The control valve includes: a first port, a second port and a third port, the first port is connected to the second heat exchanger, the second port is connected to the third heat exchanger, the third port is connected to the first three-way pipe, and the first port is selectively connected to the second port and the third port.

3. The thermal management system according to claim 1, characterized in that: Also includes: A second three-way pipe, a third three-way pipe and a first overflow tank, the second three-way pipe is respectively connected to the integrated exhaust pipe of the engine, the exhaust gas recirculation heat exchange circuit and the third three-way pipe, the third three-way pipe is respectively connected to the first radiator, the second three-way pipe and the first overflow tank, and one end of the first overflow tank is connected between the first water pump and the first radiator.

4. The thermal management system according to claim 3, characterized in that: Also includes: The first overflow air and water replenishment circuit comprises: a first one-way throttle valve, one end of which is connected between the second heat exchanger and the control valve and the other end is connected to the second three-way pipe.

5. The thermal management system according to claim 3, characterized in that: Also includes: The second overflow air and water replenishment circuit comprises: a second one-way throttle valve, one end of the second one-way throttle valve is connected to the integrated exhaust pipe of the engine and the other end is connected to the second three-way pipe.

6. The thermal management system according to claim 3, characterized in that: Also includes: A third overflow air and water replenishment circuit, the third overflow air and water replenishment circuit comprises: a one-way valve, one end of the one-way valve is connected to the first radiator and the other end is connected to the second three-way pipe.

7. The thermal management system according to claim 1, characterized in that: The high-pressure heat exchange circuit includes a high-pressure device, a second water pump and a second radiator connected in series, and the second radiator, the condenser and the first radiator share a cooling fan.

8. The thermal management system according to claim 1, characterized in that: The air conditioning system further includes: a first coaxial tube, one end of which is connected between the condenser and the evaporator and the other end of which is connected between the evaporator and the compressor; and The air conditioning system further includes a second coaxial tube, one end of the second coaxial tube being connected between the condenser and the first heat exchanger and the other end of the second coaxial tube being connected between the first heat exchanger and the compressor.

9. The thermal management system according to claim 1, characterized in that: Also includes: A first heating element and a second heating element, wherein the first heating element is disposed on the outside of the battery pack, and the second heating element is disposed in the passenger compartment heat exchange system.

10. A vehicle, characterized in that: include: The thermal management system according to any one of claims 1 to 9.

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