Front-end cooling module, vehicle thermal management system and vehicle

Abstract

The utility model relates to a front-end cooling module, a vehicle thermal management system and a vehicle, and the front-end cooling module comprises a first condenser, a second condenser and a third condenser, the second condenser is located on the air outlet side of the supercooling section of the first condenser, and the second condenser and the first condenser are sequentially connected in the flowing direction of a refrigerant; the radiator and the second condenser are arranged side by side, and the radiator is located on the air outlet side of the first condenser. According to the scheme, the heat dissipation area of the condensers can be increased through the double condensers, the heat dissipation effect of the refrigerant is improved, the second condenser is arranged on the air outlet side of the super-cooling section of the first condenser, low-temperature air of the super-cooling section of the first condenser can be fully utilized, the refrigerant heat dissipation amount of the second condenser is increased, and the heat dissipation efficiency of the second condenser is improved. Therefore, the cooling requirement of the battery during high-rate charging is met, and the refrigeration energy consumption of an air conditioner in a daily vehicle using scene can be reduced.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a front-end cooling module, a vehicle thermal management system and a vehicle. Background Art

[0002] With the development of vehicle integration, the components of the vehicle cooling system have begun to be developed in a modular manner. For example, the front-end cooling module of the vehicle has realized the integration of the cooling system components. The front-end cooling module mainly includes a radiator, condenser and fan arranged from front to back. The radiator is used to dissipate heat for the electric drive and engine systems, and the condenser is used to dissipate heat for the vehicle's air-conditioning system.

[0003] However, this front-end cooling module still has the following problems: during operation, the heat released by the condenser is taken away by heat exchange between the air and the radiator, which will cause the radiator's air outlet temperature to be high, making the condenser's air inlet temperature high, which will have a great impact on the heat exchange of the rear condenser, resulting in poor cooling effect of the refrigerant, thereby reducing the cooling effect of the refrigerant on the battery. This problem has become one of the factors restricting the development of battery supercharging solutions. Utility Model Content

[0004] Based on this, the utility model provides a front-end cooling module, a vehicle thermal management system and a vehicle to solve the problem of poor heat dissipation of the existing front-end cooling module.

[0005] On the one hand, the utility model provides a front-end cooling module, which includes:

[0006] a first condenser, the first condenser comprising a subcooling section;

[0007] A second condenser is located at the air outlet side of the supercooling section of the first condenser, and the second condenser and the first condenser are sequentially connected along the flow direction of the refrigerant;

[0008] The radiator is arranged side by side with the second condenser and is located on the air outlet side of the first condenser.

[0009] In one of the embodiments, the front-end cooling module further includes a fan, which is located at the rearmost end of the front-end cooling module and is used to form a negative pressure on the external airflow.

[0010] On the other hand, the utility model further provides a vehicle thermal management system, which includes a refrigerant flow path and a front-end cooling module of any of the above-mentioned embodiments, wherein a first condenser and a second condenser of the front-end cooling module are arranged on the refrigerant flow path.

[0011] In one embodiment, the refrigerant flow path includes a compression flow path, a battery flow path, a first output branch, and a first input branch;

[0012] The compression flow path is connected to a compressor, the battery flow path is connected to a second expansion valve and a battery cold plate, and the second expansion valve is located at a first end of the battery cold plate;

[0013] The first output branch is connected between the outlet of the compressor and the second expansion valve, and the second condenser and the first condenser are connected to the first output branch;

[0014] The first input branch is connected between the second end of the battery cold plate and the inlet of the compressor.

[0015] In one of the embodiments, a third expansion valve is connected to the first input branch.

[0016] In one of the embodiments, the refrigerant flow path further includes a second output branch, a heat exchange branch, and a refrigerant flow path switching device;

[0017] The second output branch is connected between the outlet of the compressor and the second end of the battery cold plate;

[0018] The heat exchange branch is connected between the second expansion valve and the inlet of the compressor, and a heat exchanger is arranged on the heat exchange branch;

[0019] The refrigerant flow path switching device is used to selectively connect or disconnect the compression flow path with the first output branch, and selectively connect or disconnect the compression flow path with the second output branch.

[0020] In one of the embodiments, the refrigerant flow path further includes a third output branch and a second input branch;

[0021] The third output branch is connected between the outlet of the compressor and the inlet of the heat exchange branch, the heat exchange branch is connected to a first expansion valve located upstream of the heat exchanger, the third output branch is connected to an in-vehicle condenser, and the third output branch is controlled by the refrigerant flow switching device to be connected to the compression flow path or not;

[0022] The second input branch is connected between the outlets of the first output branch, the third output branch and the inlet of the compressor. The second input branch is provided with an in-vehicle evaporator and a fifth expansion valve, and the fifth expansion valve is located upstream of the in-vehicle evaporator.

[0023] In one embodiment, the vehicle thermal management system further includes a coolant flow path, the coolant flow path is connected to the electric drive module and the power assembly, and the radiator of the front-end cooling module is arranged on the coolant flow path;

[0024] The heat exchanger is also connected to the coolant flow path to exchange heat between the coolant flow path and the refrigerant flow path.

[0025] In one of the embodiments, the refrigerant flow path further includes a bypass branch, the bypass branch is externally connected between the outlet and the inlet of the compressor, and a fourth expansion valve is disposed on the bypass branch.

[0026] On the other hand, the utility model further provides a vehicle, which includes the vehicle thermal management system of any one of the above embodiments.

[0027] Compared with the prior art, the utility model has at least the following beneficial effects: the front-end cooling module, by placing the radiator at the rear, makes it impossible for the hot air discharged by the radiator to affect the heat exchange of the first condenser, so that the first condenser has a better heat dissipation effect on the refrigerant, providing a basis for the heat dissipation of battery supercharging. By setting up a double condenser, the heat dissipation area of ​​the condenser can be increased, further increasing the effective heat dissipation of the refrigerant and improving the heat dissipation effect of the refrigerant. By setting the second condenser on the air outlet side of the supercooling section of the first condenser, the low-temperature air of the supercooling section of the first condenser can be fully utilized, and the heat dissipation of the refrigerant of the second condenser can be increased to meet the cooling requirements of the battery during high-rate charging, and can reduce the air conditioning refrigeration energy consumption in daily vehicle use scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 is a schematic diagram of a front-end cooling module in one embodiment;

[0029] Figure 2 is a schematic diagram of a vehicle thermal management system in one embodiment;

[0030] Figure 3 is a schematic diagram of a vehicle thermal management system in another embodiment;

[0031] Figure 4 is a schematic diagram of a vehicle thermal management system in another embodiment;

[0032] Figure 5 is a schematic diagram of a vehicle thermal management system in another embodiment;

[0033] Figure 6 A schematic diagram of a high temperature scenario cooling mode of a vehicle thermal management system in one embodiment;

[0034] Figure 7 A schematic diagram of heat recovery and heating modes in a low-temperature scenario of a vehicle thermal management system in one embodiment;

[0035] Figure 8 It is a schematic diagram of the spring and autumn electric drive cooling + passenger compartment heating and dehumidification mode of the vehicle thermal management system in one embodiment;

[0036] Fig. 9 A schematic diagram of heat recovery, compressor hot gas bypass and heating modes in an extremely low temperature scenario of a vehicle thermal management system in one embodiment;

[0037] Fig.10 A schematic diagram of a battery supercharge cooling mode of a vehicle thermal management system in one embodiment;

[0038] Fig.11 Schematic diagram of the low-load cooling mode of air conditioning in spring and autumn in a vehicle thermal management system in one embodiment.

[0039] The figure marks in the drawings of the specification include: front-end cooling module 1, first condenser 101, supercooling section 1011, second condenser 102, radiator 103, fan 104, compression flow path 2, compressor 201, battery flow path 3, battery cold plate 301, second expansion valve 302, first output branch 4, first input branch 5, third expansion valve 501, second output branch 6, heat exchange branch 7, heat exchanger 701, first stop valve 801, second stop valve 802, third stop valve 803, third output branch 9, in-vehicle condenser 10, second input branch 11, in-vehicle evaporator 12, fifth expansion valve 13, coolant flow path 14, power assembly 15, electric drive module 16, coolant flow path switching device 17, short-circuit branch 18, bypass branch 19, fourth expansion valve 20, first expansion valve 21. DETAILED DESCRIPTION

[0040] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0041] It should be noted that the illustrations provided in this embodiment are only used to schematically illustrate the basic concept of the present invention.

[0042] The structures, proportions, sizes, etc. illustrated in the drawings in this specification are only used to match the contents disclosed in the specification so as to facilitate understanding and reading by persons familiar with this technology, and are not used to limit the conditions under which the present invention can be implemented. Any structural modification, change in proportion or adjustment of size should still fall within the scope of the technical contents disclosed in the present invention without affecting the effects and purposes that can be achieved by the present invention.

[0043] The directions or positional relationships indicated by the terms "upper", "lower", "left", "right", "middle", "longitudinal", "lateral", "horizontal", "inner", "outer", "radial", "circumferential" and the like in this specification are based on the directions or positional relationships shown in the drawings and are only for the convenience of simplifying the description. They do not indicate or imply that the devices or elements referred to must have a specific direction, be constructed and operate in a specific direction, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0044] On the one hand, an embodiment of the utility model provides a front-end cooling module, which includes:

[0045] A first condenser 101, the first condenser 101 includes a subcooling section 1011;

[0046] The second condenser 102 is located at the air outlet side of the supercooling section 1011 of the first condenser 101, and the second condenser 102 and the first condenser 101 are sequentially connected along the flow direction of the refrigerant;

[0047] The radiator 103 is arranged side by side with the second condenser 102 and is located at the air outlet side of the first condenser 101 .

[0048] The front-end cooling module provided by the embodiment of the utility model places the radiator 103 at the rear so that the hot air discharged by the radiator 103 cannot affect the heat exchange of the first condenser 101, so that the first condenser 101 has a better heat dissipation effect on the refrigerant, providing a basis for the heat dissipation of the battery supercharge. By setting a double condenser, the heat dissipation area of ​​the condenser can be increased, and the effective heat dissipation of the refrigerant can be further increased, thereby improving the heat dissipation effect of the refrigerant. By setting the second condenser 102 on the air outlet side of the supercooling section 1011 of the first condenser 101, the low-temperature air of the supercooling section 1011 of the first condenser 101 can be fully utilized to increase the refrigerant heat dissipation of the second condenser 102, so as to meet the cooling requirements of the battery during high-rate charging, and can reduce the air conditioning refrigeration energy consumption in daily vehicle use scenarios.

[0049] The front-end cooling module provided by the embodiment of the utility model is described in detail below with reference to the accompanying drawings.

[0050] Figure 1 FIG. 1 is a schematic diagram of a front-end cooling module disclosed in at least one embodiment. Figure 1 The front-end cooling module 1 includes a first condenser 101, a second condenser 102 and a radiator 103. The first condenser 101 and the second condenser 102 are used to be connected to the refrigerant flow path of the vehicle thermal management system to dissipate heat and cool the refrigerant; the radiator 103 is used to be connected to the coolant flow path 14 of the vehicle thermal management system to dissipate heat and cool the coolant.

[0051] In this embodiment, the first condenser 101, the second condenser 102 and the radiator 103 are arranged in an integrated manner to realize the modularization of the front-end cooling mechanism. For example, the front-end cooling module 1 may also include a frame, and the first condenser 101, the second condenser 102 and the radiator 103 are all fixed to the frame, thereby forming a modular structure.

[0052] For details, see Figure 1 , the first condenser 101, the second condenser 102 and the radiator 103 are arranged in two rows, front and back. Among them, the first condenser 101 is the first row, which is arranged at the front end of the front cooling module 1. When installed, the first condenser 101 faces the air intake grille at the front end of the vehicle, and the second condenser 102 and the radiator 103 are arranged side by side on the air outlet side of the first condenser 101, which is the second row. It should be noted that Figure 1 The left side of the first condenser 101, the second condenser 102 and the radiator 103 shown is the windward side of each component, and the right side is the wind outlet side of each component. In this arrangement, the first condenser 101 is located on the windward side of the radiator 103, and the hot air discharged from the radiator 103 cannot affect the heat exchange of the first condenser 101, so that the first condenser 101 has a better heat dissipation effect on the refrigerant.

[0053] In this embodiment, the first condenser 101 includes a condensing section and a subcooling section 1011, and the second condenser 102 is arranged on the air outlet side of the subcooling section 1011 of the first condenser 101. Figure 1 In the example, the supercooling section 1011 is located at the lower part of the first condenser 101, and the second condenser 102 is correspondingly arranged at the rear of the lower part of the first condenser 101. In addition, the second condenser 102 and the first condenser 101 are sequentially connected along the flow direction of the refrigerant, that is, the refrigerant first flows through the second condenser 102 and then flows through the first condenser 101. In this arrangement, since the temperature of the cooling air flowing through the supercooling section 1011 of the condenser during heat exchange is lower than the temperature of the cooling air flowing through the condensing section of the condenser, the second condenser 102 located at the air outlet side of the supercooling section 1011 of the first condenser 101 can be in contact with the cooling air with a lower temperature, and the low-temperature air after the refrigerant supercooling section 1011 is fully utilized to increase the heat dissipation of the refrigerant in the second condenser 102, thereby meeting the cooling requirements of the battery during high-rate charging, and can reduce the air conditioning refrigeration energy consumption in daily vehicle use scenarios.

[0054] See also Figure 1 In this embodiment, the front-end cooling module 1 also includes a fan 104, which is located at the rear end of the front-end cooling module 1, that is, the fan 104 is located on the air outlet side of the radiator 103 and the second condenser 102. The fan 104 is used to form a negative pressure on the external airflow, so that the airflow flows from the front end to the rear end of the front-end cooling module 1, thereby improving the heat dissipation effect.

[0055] On the other hand, an embodiment of the utility model further provides a vehicle thermal management system, which includes a refrigerant flow path and a front-end cooling module 1 of any of the aforementioned embodiments, wherein the first condenser 101 and the second condenser 102 of the front-end cooling module 1 are arranged on the refrigerant flow path.

[0056] The vehicle thermal management system of this embodiment can enhance the heat dissipation effect of the refrigerant in the refrigerant flow path through the front-end cooling module 1 by the first condenser 101 and the second condenser 102, so as to meet the cooling requirements of the battery during high-rate charging and reduce the air-conditioning refrigeration energy consumption in daily vehicle use scenarios.

[0057] See also Figure 2 In this embodiment, the refrigerant flow path specifically includes a compression flow path 2, a battery flow path 3, a first output branch 4 and a first input branch 5, and the compression flow path 2, the first output branch 4, the battery flow path 3 and the first input branch 5 are connected in sequence to form a refrigerant circuit to realize refrigerant circulation.

[0058] For details, see Figure 2 , the compression flow path 2 is connected to the compressor 201. The battery flow path 3 is connected to the second expansion valve 302 and the battery cold plate 301, and the second expansion valve 302 is located at the first end of the battery cold plate 301. One end of the first output branch 4 is connected to the outlet of the compressor 201, and the other end is connected to the second expansion valve 302, and the first output branch 4 is connected to the second condenser 102 and the first condenser 101. One end of the first input branch 5 is connected to the battery cold plate 301, and the other end is connected to the inlet of the compressor 201. In this way, after the refrigerant flows out of the compressor 201, it passes through the second condenser 102, the first condenser 101, the second expansion valve 302 and the battery cold plate 301 in sequence and then returns to the compressor 201, wherein the second condenser 102 and the first condenser 101 act as condensers to dissipate heat for the refrigerant, and the battery cold plate 301 acts as an evaporator to exchange heat with the battery, thereby cooling the battery pack. This design utilizes the first condenser 101 and the second condenser 102 to enhance the heat dissipation of the refrigerant, which can meet the cooling requirements of the battery during high-rate charging and provide a basis for supercharging of the battery. In addition, the battery cold plate 301 is directly used to cool the battery, which can not only improve the heat exchange efficiency of the battery, reduce the loss caused by the intermediate heat exchanger 701, and improve the thermal management effect of the battery, further improve the battery life and the overall vehicle life, but also save the cost of the intermediate heat exchanger 701 and reduce the overall cost.

[0059] For further information, see Figure 2, the first input branch 5 is connected to a third expansion valve 501, that is, the third expansion valve 501 is provided at the outlet of the battery cold plate 301. In this arrangement, since the suitable temperature of the battery is 25°C-35°C, and the evaporation temperature of the cold plate needs to be controlled not to be too low when the battery temperature is high, the third expansion valve 501 is added at the outlet of the battery cold plate 301. The third expansion valve 501 can increase the evaporation temperature of the battery cold plate 301, reduce the overheating degree of the cold plate outlet, improve the uniformity of the cold plate temperature, and reduce the temperature difference during the cooling process of the power battery.

[0060] See also Figure 3 , the refrigerant flow path also includes a second output branch 6, a heat exchange branch 7 and a refrigerant flow path switching device. Among them, the second output branch 6 is connected between the outlet of the compressor 201 and the second end of the battery cold plate 301. The heat exchange branch 7 is connected between the second expansion valve 302 and the inlet of the compressor 201. A heat exchanger 701 is arranged on the heat exchange branch 7. The heat exchanger 701 can be a condenser evaporator for heat exchange with air, or a heat exchanger for heat exchange with other flow paths such as the coolant flow path 14. The refrigerant flow path switching device is used to selectively connect or disconnect the compression flow path 2 with the first output branch 4, and selectively connect or disconnect the compression flow path 2 with the second output branch 6. For example, Figure 3 , the refrigerant flow switching device may include a first stop valve 801 and a third stop valve 803, the first stop valve 801 is arranged on the first output branch 4, and the third stop valve 803 is arranged on the second output branch 6. In this arrangement, when the battery needs to be heated, the first stop valve 801 is disconnected, the third stop valve 803 is closed, and the refrigerant flows out of the compressor 201 and passes through the battery cold plate 301, the second expansion valve 302 and the heat exchanger 701 in sequence before returning to the compressor 201. The battery cold plate 301 acts as a condenser and the heat exchanger 701 acts as an evaporator, thereby providing heat to the battery cold plate 301 and heating the battery pack.

[0061] See also Figure 4 In this embodiment, the refrigerant flow path further includes a third output branch 9 and a second input branch 11. The third output branch 9 is connected between the outlet of the compressor 201 and the inlet of the heat exchange branch 7, and the inlet of the heat exchanger 701 is provided with a first expansion valve 21. The third output branch 9 is connected to the in-vehicle condenser 10. The on-off of the third output branch 9 is controlled by the refrigerant flow path switching device, for example, see Figure 1, the refrigerant flow switching device also includes a second stop valve 802 arranged on the third output branch 9. The second input branch 11 is connected between the outlets of the first output branch 4 and the third output branch 9 and the inlet of the compressor 201. The second input branch 11 is connected with the in-vehicle evaporator 12 and the fifth expansion valve 13, and the fifth expansion valve 13 is located upstream of the in-vehicle evaporator 12. In this way, by setting the in-vehicle condenser 10 and the in-vehicle evaporator 12, the refrigeration and heating of the passenger compartment can be realized. For example, after the refrigerant flows from the compressor 201 into the in-vehicle condenser 10, the fan blows the in-vehicle condenser 10 to heat the passenger compartment, and after the refrigerant flows through the in-vehicle evaporator 12, the fan blows the in-vehicle evaporator 12 to cool the passenger compartment.

[0062] In this embodiment, conventional components such as a gas-liquid separator and a coaxial tube are also provided on the refrigerant flow path. Figure 4 The above description is sufficient to understand the above, and this embodiment will not be described in detail.

[0063] See also Figure 5 The vehicle thermal management system also includes a coolant flow path 14, to which an electric drive module 16 and a power assembly 15 are connected, and a radiator 103 of the front cooling module 1 is also connected to the coolant flow path 14. The electric drive module 16 is a component of the vehicle that needs to be cooled, for example, it may include an engine, a motor, a motor controller, etc. The power assembly 15 is used to provide power for the coolant in the coolant flow path 14 to realize the circulation of the coolant, and it may be a water pump. With such a configuration, the heat dissipation of the electric drive module 16 can be performed through the radiator 103.

[0064] In this embodiment, the coolant flow path 14 is also connected to the heat exchanger 701. For example, see Figure 5 The heat exchanger 701 is an existing chiller cooler, which has a refrigerant flow channel and a coolant flow channel, the refrigerant flow channel is connected to the refrigerant flow path, and the coolant flow channel is connected to the coolant flow path 14. In this way, the heat exchanger 701 can realize the heat exchange between the refrigerant and the coolant, providing a basis for heat recovery and cooling of the electric drive.

[0065] See also Figure 5The coolant flow path 14 also includes a short-circuit branch 18, which is arranged in parallel at both ends of the radiator 103, and a coolant flow path switching device 17 is arranged on the inlet pipeline of the short-circuit branch 18 and the radiator 103. The coolant flow path switching device 17 is used to selectively connect the radiator flow path or the short-circuit branch 18. The coolant flow path switching device 17 can be a three-way valve. In this way, when the electric drive heat is recovered, the three-way valve is controlled to connect the short-circuit branch 18 with the water pump, the electric drive module 16, and the heat exchanger 701, and the heat of the electric drive module 16 is transferred to the refrigerant flow path through the heat exchanger 701, and the electric drive heat is recovered by the refrigerant flow path; when the electric drive heat is dissipated, the three-way valve is controlled to connect the radiator flow path with the water pump, the electric drive module 16, and the heat exchanger 701, and the heat of the electric drive module 16 is exchanged with the air through the radiator 103 to achieve the heat dissipation of the electric drive module 16.

[0066] For further information, see Figure 5 In this embodiment, the refrigerant flow path also includes a bypass branch 19 , which is externally connected between the outlet and the inlet of the compressor 201 , and a fourth expansion valve 20 is disposed on the bypass branch 19 .

[0067] By setting the bypass branch 19, at least the following effects can be achieved:

[0068] Improve passenger compartment heating in extremely low temperature environments. In extremely low temperature environments, the heat that can be recovered by the electric drive module 16 is limited, while the heating requirements for the passenger compartment and the battery are relatively high. Through the design of the bypass branch 19, the high-pressure and high-temperature gaseous refrigerant at the exhaust port of the compressor 201 is introduced into the gas-liquid separator after throttling and reducing the pressure through the fourth expansion valve 20, which plays a role in regulating the suction pressure of the compressor 201. When the compressor 201 in an extremely low temperature environment is limited by the suction pressure before reaching the upper limit of the speed, the fourth expansion valve 20 can be opened to increase the suction port pressure of the compressor 201, so that the speed of the compressor 201 can continue to increase, so as to increase the heating capacity of the system. At the same time, the refrigerant flow rate in the heat pump working condition can be increased to improve the oil return effect of the compressor 201.

[0069] Improve the operating conditions of compressor 201 when the demand for refrigeration is not high. Since the demand for refrigeration in the passenger compartment is not high in spring and autumn, the refrigeration capacity of compressor 201 at the lowest speed is still greater than the heat load of the passenger compartment. At this time, if compressor 201 continues to run, it will cause frost on the evaporator surface. Therefore, the evaporator surface temperature is usually detected by a temperature sensor. When the temperature is too low, compressor 201 needs to be stopped to avoid frost. After the evaporator surface temperature rises, compressor 201 is started again, which leads to frequent start and stop of compressor 201, which greatly affects the life of compressor 201. In this embodiment, by setting a bypass branch 19, when compressor 201 is at the lowest speed and the evaporator surface temperature continues to decrease, the fourth expansion valve 20 is opened, and a part of the high-temperature and high-pressure gaseous refrigerant is throttled and introduced into the gas-liquid separator, so as to increase the evaporation pressure to avoid frost on the evaporator and avoid frequent start and stop of compressor 201.

[0070] In this embodiment, each expansion valve can be set as an electronic expansion valve or a thermal expansion valve as needed. For example, in this embodiment, the first expansion valve 21, the second expansion valve 302, the third expansion valve 501, and the fourth expansion valve 20 are all electronic expansion valves, and the fifth expansion valve 13 is a thermal expansion valve.

[0071] The vehicle thermal management system provided in the above embodiment includes at least the following operating modes:

[0072] High temperature scene cooling mode, see Figure 6 , the circulation on the coolant side and the refrigerant side are:

[0073] Coolant side: The three-way valve 3-1 is connected, and the low-temperature coolant at the outlet of the radiator 103 flows through the electric drive module 16 under the action of the water pump, absorbs heat, and then flows into the radiator 103 through the chiller (not working) and the three-way valve 3-1, exchanges heat with the air and becomes low-temperature coolant, forming a coolant circulation loop.

[0074] Refrigerant side: The first stop valve 801 is closed, the opening of the first expansion valve 21 is 0, and the refrigerant flows out of the compressor 201 and passes through the second condenser 102 and the first condenser 101 in sequence, and then is divided into two paths. One path of the refrigerant is throttled by the fifth expansion valve 13 and becomes a low-pressure and low-temperature two-phase refrigerant. It exchanges heat with the air in the passenger compartment in the evaporator 12 in the vehicle, reduces the air temperature in the passenger compartment and realizes the cooling of the vehicle. The other path of the refrigerant is throttled by the second expansion valve 302 and becomes a low-pressure and low-temperature two-phase refrigerant. It exchanges heat with the battery in the battery cold plate 301, reduces the battery temperature and realizes the battery cooling. The third expansion valve 501 at the outlet of the battery cold plate 301 has the effect of increasing the evaporation temperature of the battery cold plate 301, reducing the overheating degree at the outlet of the cold plate, and improving the temperature uniformity of the cold plate. The low-pressure and low-temperature refrigerant at the outlet of the evaporator and the battery cold plate 301 returns to the compressor 201 through the coaxial tube and the gas-liquid separator to form a refrigerant circulation loop.

[0075] In this mode, it is also possible to operate the coolant circulation loop alone, or the refrigerant circulation loop of the in-vehicle evaporator 12 alone, or the refrigerant circulation loop of the battery cold plate 301 alone, or any combination of two of them.

[0076] For heat recovery and heating modes in low temperature scenarios, see Figure 7 , the circulation on the coolant side and the refrigerant side are:

[0077] Coolant side: The three-way valve switches to the 3-2 passage. The low-temperature coolant flows through the electric drive module 16 under the action of the water pump to absorb heat. The coolant with increased temperature then flows through the chiller (working) to exchange heat with the refrigerant to release heat, and then returns to the three-way valve 3 to form a coolant circulation loop.

[0078] Refrigerant side: The second stop valve 802 and the third stop valve 803 are closed, and the high-pressure and high-temperature refrigerant at the exhaust port of the compressor 201, one refrigerant enters the in-vehicle condenser 10 through the second stop valve 802, and exchanges heat with the air in the passenger compartment in the in-vehicle condenser 10, thereby increasing the air temperature in the passenger compartment to achieve in-vehicle heating, and the other refrigerant enters the battery cold plate 301 through the third stop valve 803, and exchanges heat with the battery to achieve battery heating, wherein the refrigerant flow of the battery cold plate 301 is controlled by the second expansion valve 302. The outlet of the in-vehicle condenser 10 merges with the high-pressure and low-temperature refrigerant at the outlet of the battery cold plate 301, and after throttling by the first expansion valve 21, it becomes a low-pressure and low-temperature two-phase refrigerant, and exchanges heat with the coolant in the chiller, absorbing the heat of the coolant to achieve electric drive heat recovery. The refrigerant at the outlet of the chiller passes through the coaxial tube and the gas-liquid separator and returns to the compressor 201, and the high-pressure and high-temperature gaseous refrigerant is discharged by the compressor 201 after work to form a refrigerant circulation loop.

[0079] In this mode, it is also possible to operate the refrigerant circulation loop of the in-vehicle condenser 10 alone, or to operate the refrigerant circulation loop of the battery cold plate 301 alone.

[0080] Electric drive cooling + passenger compartment heating and dehumidification mode in spring and autumn, see Figure 8 , the circulation on the coolant side and the refrigerant side are:

[0081] Coolant side: the three-way valve is switched to the 3-1 passage. The low-temperature coolant at the outlet of the radiator 103 flows through the electric drive module 16 under the action of the water pump to absorb heat. The coolant with increased temperature then flows through the chiller (work) to exchange heat with the refrigerant to release heat, and then returns to the radiator 103 to form a coolant circulation loop.

[0082] Refrigerant side: The second stop valve 802 is closed, and the high-pressure and high-temperature refrigerant at the exhaust port of the compressor 201 enters the in-vehicle condenser 10 through the second stop valve 802, and exchanges heat with the air in the passenger compartment in the in-vehicle condenser 10, thereby increasing the air temperature in the passenger compartment to achieve in-vehicle heating. The high-pressure and low-temperature refrigerant after heat exchange in the in-vehicle condenser 10 passes through the coaxial tube to increase the degree of supercooling. One refrigerant is throttled by the fifth expansion valve 13 and becomes a low-pressure and low-temperature two-phase refrigerant. It absorbs the heat of the air in the evaporator to cool it down to below the dew point temperature, and then passes through the in-vehicle condenser 10 after the moisture content is reduced, achieving a dehumidification effect. The other refrigerant is throttled by the first expansion valve 21 and becomes a low-pressure and low-temperature two-phase refrigerant. It exchanges heat with the coolant in the chiller and absorbs the heat of the coolant to achieve electric drive heat recovery. The refrigerant at the outlet of the evaporator 12 in the vehicle and the refrigerant at the outlet of the chiller are combined and then return to the compressor 201 through the coaxial tube and the gas-liquid separator. The compressor 201 performs work and discharges high-pressure and high-temperature gaseous refrigerant to form a refrigerant circulation loop.

[0083] In this mode, it is also possible to operate the in-vehicle condenser 10 + in-vehicle evaporator 12 refrigerant circulation loop alone, or to operate the in-vehicle condenser 10 + chiller refrigerant circulation loop alone (without dehumidification requirement).

[0084] For heat recovery, compressor hot gas bypass and heating mode in extremely low temperature scenarios, see Fig. 9 , the circulation on the coolant side and the refrigerant side are:

[0085] Coolant side: The three-way valve switches to the 3-2 passage. The low-temperature coolant flows through the electric drive module 16 under the action of the water pump to absorb heat. The coolant with increased temperature then flows through the chiller (working) to exchange heat with the refrigerant to release heat, and then returns to the three-way valve 3 to form a coolant circulation loop.

[0086] Refrigerant side: The second stop valve 802 and the third stop valve 803 are closed, and the high-pressure and high-temperature refrigerant at the exhaust port of the compressor 201, one refrigerant enters the in-vehicle condenser 10 through the second stop valve 802, and exchanges heat with the air in the passenger compartment in the in-vehicle condenser 10, thereby increasing the air temperature in the passenger compartment to achieve in-vehicle heating. The other refrigerant enters the battery cold plate 301 through the third stop valve 803, and exchanges heat with the battery to achieve battery heating. After the refrigerant at the outlet of the in-vehicle condenser 10 merges with the refrigerant at the outlet of the second expansion valve 302 through the coaxial tube, it is throttled and reduced in pressure by the first expansion valve 21 to become a low-pressure and low-temperature two-phase refrigerant, absorbs the heat of the coolant in the chiller, and then returns to the compressor 201 through the coaxial tube and the gas-liquid separator. After the compressor 201 does work, it discharges the high-pressure and high-temperature gaseous refrigerant to form a refrigerant circulation loop. During this process, when the speed is limited by the suction pressure before reaching the upper speed limit, the fourth expansion valve 20 can be opened to increase the suction port pressure of the compressor 201, so that the speed of the compressor 201 can continue to increase, so as to increase the heating capacity of the system. At the same time, the refrigerant flow rate in the heat pump working condition can be increased to improve the oil return effect of the compressor 201.

[0087] In this mode, it is also possible to operate the in-vehicle condenser 10+chiller refrigerant circulation loop alone, or to operate the battery cold plate 301+chiller refrigerant circulation loop alone.

[0088] Battery Supercharge Cooling Mode, see Fig.10 , the cycle on the refrigerant side is:

[0089] Refrigerant side: The first stop valve 801 is closed, and the high-pressure and high-temperature gaseous refrigerant at the exhaust port of the compressor 201 enters the second condenser 102 through the first stop valve 801 for the first cooling, and then passes through the first condenser 101 for the second cooling. The cooled high-pressure and low-temperature liquid refrigerant is further supercooled through the coaxial tube, and then throttled through the second expansion valve 302 to become a low-pressure and low-temperature two-phase refrigerant, which exchanges heat with the battery in the battery cold plate 301 to reduce the battery temperature. The gaseous refrigerant at the outlet of the third expansion valve 501 returns to the compressor 201 after passing through the coaxial tube and the gas-liquid separator, and the high-pressure and high-temperature gaseous refrigerant is discharged by the compressor 201 after work to form a refrigerant circulation loop.

[0090] Spring and autumn air conditioning low load cooling mode, see Fig.11 , the circulation on the coolant side and the refrigerant side are:

[0091] Coolant side: the three-way valve is switched to the 3-1 passage, and the low-temperature coolant at the outlet of the radiator 103 flows through the electric drive module 16 under the action of the water pump, absorbs heat, and then flows into the radiator 103 through the chiller (not working) and the three-way valve 3-1 port, exchanges heat with the air and becomes low-temperature coolant, forming a coolant circulation loop.

[0092] Refrigerant side: The first stop valve 801 is closed, and the high-pressure and high-temperature gaseous refrigerant at the exhaust port of the compressor 201 enters the first condenser 101 through the first stop valve 801 for the first cooling, and then enters the second condenser 102 for the second cooling. The high-pressure and low-temperature liquid refrigerant at the outlet of the second condenser 102 is further supercooled through the coaxial tube, and after being throttled by the fifth expansion valve 13, it becomes a low-pressure and low-temperature two-phase refrigerant, and exchanges heat with the air in the passenger compartment in the evaporator 12 in the vehicle, reducing the air temperature of the passenger compartment to achieve cooling in the vehicle. The refrigerant at the outlet of the evaporator 12 in the vehicle returns to the compressor 201 after passing through the coaxial tube and the gas-liquid separator, and the high-pressure and high-temperature gaseous refrigerant is discharged after the compressor 201 does work to form a refrigerant circulation loop. In this process, when the compressor 201 is at the lowest speed and the surface temperature of the evaporator continues to decrease, the fourth expansion valve 20 is opened, and a part of the high-temperature and high-pressure gaseous refrigerant is throttled and introduced into the gas-liquid separator, so as to increase the evaporation pressure to avoid frost on the evaporator, and at the same time avoid frequent start and stop of the compressor 201.

[0093] On the other hand, an embodiment of the present invention further provides a vehicle, which includes the vehicle thermal management system of any of the above embodiments.

[0094] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0095] The above embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the utility model patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

Claims

1. A front-end cooling module, characterized in that: include: A first condenser (101), wherein the first condenser (101) comprises a subcooling section (1011); A second condenser (102) is located at the air outlet side of the supercooling section (1011) of the first condenser (101), and the second condenser (102) and the first condenser (101) are sequentially connected along the flow direction of the refrigerant; The radiator (103) is arranged side by side with the second condenser (102) and is located on the air outlet side of the first condenser (101).

2. The front-end cooling module according to claim 1, characterized in that: The front-end cooling module (1) further comprises a fan (104), wherein the fan (104) is located at the rearmost end of the front-end cooling module (1) and is used to form a negative pressure on the external airflow.

3. A vehicle thermal management system, characterized in that: It comprises a refrigerant flow path and a front-end cooling module (1) as claimed in any one of claims 1 to 2, wherein a first condenser (101) and a second condenser (102) of the front-end cooling module (1) are arranged on the refrigerant flow path.

4. The vehicle thermal management system according to claim 3, characterized in that: The refrigerant flow path comprises a compression flow path (2), a battery flow path (3), a first output branch (4) and a first input branch (5); The compression flow path (2) is connected to a compressor (201), the battery flow path (3) is connected to a second expansion valve (302) and a battery cold plate (301), and the second expansion valve (302) is located at a first end of the battery cold plate (301); The first output branch (4) is connected between the outlet of the compressor (201) and the second expansion valve (302), and the first output branch (4) is connected to the second condenser (102) and the first condenser (101); The first input branch (5) is connected between the second end of the battery cold plate (301) and the inlet of the compressor (201).

5. The vehicle thermal management system according to claim 4, characterized in that: The first input branch (5) is connected to a third expansion valve (501).

6. The vehicle thermal management system according to claim 4, characterized in that: The refrigerant flow path further includes a second output branch (6), a heat exchange branch (7) and a refrigerant flow path switching device; The second output branch (6) is connected between the outlet of the compressor (201) and the second end of the battery cold plate (301); The heat exchange branch (7) is connected between the second expansion valve (302) and the inlet of the compressor (201), and a heat exchanger (701) is provided on the heat exchange branch (7); The refrigerant flow path switching device is used to selectively connect or disconnect the compression flow path (2) and the first output branch (4), and to selectively connect or disconnect the compression flow path (2) and the second output branch (6).

7. The vehicle thermal management system according to claim 6, characterized in that: The refrigerant flow path further includes a third output branch (9) and a second input branch (11); The third output branch (9) is connected between the outlet of the compressor (201) and the inlet of the heat exchange branch (7); the heat exchange branch (7) is connected to a first expansion valve (21) located upstream of the heat exchanger (701); the third output branch (9) is connected to an in-vehicle condenser (10); the third output branch (9) is controlled by the refrigerant flow switching device to determine whether it is connected to the compression flow path (2); The second input branch (11) is connected between the outlet of the first output branch (4), the outlet of the third output branch (9) and the inlet of the compressor (201); an in-vehicle evaporator (12) and a fifth expansion valve (13) are provided on the second input branch (11); the fifth expansion valve (13) is located upstream of the in-vehicle evaporator (12).

8. The vehicle thermal management system according to claim 7, characterized in that: The vehicle thermal management system further comprises a coolant flow path (14), the coolant flow path (14) being connected to an electric drive module (16) and a power assembly (15), and the radiator (103) of the front-end cooling module (1) being arranged on the coolant flow path (14); The heat exchanger (701) is also connected to the coolant flow path (14) to achieve heat exchange between the coolant flow path (14) and the refrigerant flow path.

9. The vehicle thermal management system according to claim 8, characterized in that: The refrigerant flow path also includes a bypass branch (19), which is externally connected between the outlet and the inlet of the compressor (201), and a fourth expansion valve (20) is provided on the bypass branch (19).

10. A vehicle, characterized in that: A vehicle thermal management system comprising any one of claims 3-9.

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