Thermal management system for vehicle

Abstract

The utility model belongs to the technical field of automobile thermal management, and provides a thermal management system of a vehicle, which comprises a refrigerant loop and a cooling liquid loop, the refrigerant loop comprises a compressor, a first heat exchanger, a throttle valve and a second heat exchanger which are sequentially connected in series, and an outlet of the compressor is communicated with one end of the first heat exchanger; the other end of the first heat exchanger is communicated with a second heat exchanger through a throttle valve; the second heat exchanger is communicated with an inlet of the compressor; the cooling liquid loop comprises a valve group and a plurality of passages, and the passages are connected through the valve group so that at least two passages can be communicated to form a loop. A refrigerant loop is simplified, the filling amount of refrigerants on the refrigerant side can be reduced, and the requirement for safe filling of special refrigerants such as propane is met. Meanwhile, the cooling liquid loop comprises a valve set and a plurality of channels, various communication among the channels is achieved through the valve set, then comprehensive heat management of a battery, an electric drive and a passenger compartment in the whole vehicle and recycling of electric drive heat are achieved, and the endurance mileage of the whole vehicle is increased.

Description

Technical Field

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

[0002] The thermal management effect of the whole vehicle is a key factor affecting the cruising range of the whole vehicle. The thermal management system is an important part of the whole vehicle, especially new energy vehicles. The thermal management system of the vehicle is mainly used to regulate the heat circulation in the motor, battery electronic control and passenger compartment of the new energy vehicle, so that the vehicle drive components such as the motor, the battery assembly of the vehicle and the passenger compartment have a suitable operating temperature, and reasonably utilize the heat of the whole vehicle to improve the cruising range of the whole vehicle. In the existing whole vehicle thermal management system, the refrigerant circuit and the coolant circuit are usually exchanged with heat through a plate heat exchanger. The refrigerant transfers heat to the coolant, or absorbs heat from the coolant, and then switches the multi-way valve to pass the coolant to each thermal management object, so that each functional area is finally within the target temperature range.

[0003] At present, the thermal management system of a vehicle is usually equipped with a condenser or a heater core as a heat exchanger to achieve heating of the passenger compartment, and an evaporator is set as a heat exchanger to cool the passenger compartment, resulting in a relatively complex pipeline on the refrigerant side of the thermal management system of the existing vehicle, which requires a large amount of refrigerant to be added. For example, environmentally friendly refrigerants such as propane cannot be added in too large an amount due to their chemical properties, otherwise there will be safety risks, making it difficult to add special refrigerants such as propane to the thermal management system of the existing vehicle. Utility Model Content

[0004] In view of the above-mentioned shortcomings of the prior art, the purpose of the present utility model is to provide a vehicle thermal management system for solving the problems in the prior art that the refrigerant side pipeline needs to be filled with a large amount of refrigerant and it is difficult to add special refrigerants such as propane.

[0005] In order to achieve the above-mentioned and other related purposes, the utility model provides a vehicle thermal management system, comprising:

[0006] A refrigerant circuit, the refrigerant circuit comprising a compressor, a first heat exchanger, a throttle valve and a second heat exchanger arranged in series, the outlet of the compressor is connected to one end of the first heat exchanger, the other end of the first heat exchanger is connected to the second heat exchanger through the throttle valve, and the second heat exchanger is connected to the inlet of the compressor;

[0007] A coolant circuit, the coolant circuit comprising a valve group and a plurality of passages, the passages being connected by the valve group so that at least two of the passages are connected to form a circuit,

[0008] Wherein, the pathway includes:

[0009] a first passage, the first passage passing through the first heat exchanger, the first passage being provided with a first passenger compartment heat exchanger and a first external vehicle heat exchanger;

[0010] a second passage, wherein a second passenger compartment heat exchanger is disposed on the second passage and passes through a battery;

[0011] a third path, wherein the second heat exchanger passes through the third path,

[0012] A fourth passage is electrically driven.

[0013] Optionally, the battery and the second passenger compartment heat exchanger are connected in parallel on the second passage, and a proportional three-way valve is also provided on the second passage, and the proportional three-way valve is used to adjust the ratio of the coolant in the second passage flowing through the battery and the second passenger compartment heat exchanger respectively.

[0014] Optionally, a first branch, a second branch and a third branch are connected in parallel between the inlet and outlet ends of the second passage, the second passenger compartment heat exchanger is arranged on the first branch, the battery is arranged on the third branch, the inlet of the proportional three-way valve is connected with the outlet of the battery through the third branch, one outlet of the proportional three-way valve is connected with the outlet end of the second passage, the other outlet of the proportional three-way valve is connected with the inlet of the battery through the second branch, and a one-way valve or a stop valve is arranged on the first branch after the outlet of the second passenger compartment heat exchanger.

[0015] Optionally, the first branch and the third branch are respectively provided with water pumps, the water pump on the first branch is used to drive the liquid in the first branch to flow from the inlet end of the second passage to the outlet end of the second passage, and the water pump on the third branch is used to drive the liquid in the third branch to flow from the inlet end of the second passage to the outlet end of the second passage.

[0016] Optionally, a three-way switching valve is also provided on the first passage, and the first passenger compartment heat exchanger and the first external heat exchanger are arranged in parallel on the first passage through the three-way switching valve, and the coolant in the second passage flows through the first passenger compartment heat exchanger or the first external heat exchanger through the three-way switching valve.

[0017] Optionally, from the inlet end of the fourth passage to the outlet end of the fourth passage, the fourth passage is provided with two bus branches before the electric drive, one end of the bus branch is connected to the electric drive, and the other end of the bus branch is the inlet end of the fourth passage, and a second off-vehicle heat exchanger is provided on one of the bus branches.

[0018] Optionally, the refrigerant circuit is further provided with a drying tank between the first heat exchanger and the throttle valve, and an intermediate heat exchanger is integrated on the drying tank.

[0019] Optionally, the valve group includes a multi-way valve, the multi-way valve has at least 9 interfaces, and the inlet end and the outlet end of each of the passages are respectively connected to different interfaces of the multi-way valve.

[0020] Optionally, from the inlet end of the first passage to the outlet end of the first passage, the first passage is provided with two branch branches after the first heat exchanger, one end of the branch branch is connected to the first heat exchanger, and the other end of the branch branch is the outlet end of the first passage, and the first passenger compartment heat exchanger and the first external heat exchanger are respectively arranged on the two branch branches.

[0021] Optionally, the valve group includes a multi-way valve, the multi-way valve has at least 10 interfaces, and the inlet end and the outlet end of each of the passages are respectively connected to different interfaces of the multi-way valve.

[0022] As described above, the thermal management system of a vehicle of the utility model has the following beneficial effects:

[0023] In the utility model, a first heat exchanger and a second heat exchanger are provided in the refrigerant circuit. The first heat exchanger replaces the condenser, and the second heat exchanger replaces the evaporator. This simplifies the refrigerant circuit, helps to reduce the amount of refrigerant on the refrigerant side, meets the safety filling requirements of special refrigerants such as propane, increases the selection range of vehicle refrigerants, and helps to improve the product competitiveness of the entire vehicle.

[0024] At the same time, the coolant circuit includes a valve group and multiple passages, and the first passenger compartment heat exchanger and the second passenger compartment heat exchanger are arranged on the passages. The first passage where the first passenger compartment heat exchanger is located flows through the first heat exchanger, and the heat generated when the refrigerant circuit is condensed can be introduced into the passenger compartment to achieve heating of the passenger compartment. The second passage is provided with a second passenger compartment heat exchanger and passes through the battery, and the fourth passage passes through the electric drive. The third passage where the second heat exchanger is located can be connected with each other passage through the valve group, and the second heat exchanger absorbs heat through the third passage to achieve cooling of the passenger compartment, battery, and electric drive; the first passage where the first heat exchanger is located can also be connected with other passages through the valve group to achieve heating of the battery and electric drive, thereby achieving comprehensive thermal management of the battery, electric drive and passenger compartment in the whole vehicle. The heat generated by the electric drive during operation can also be transferred to other heat demand units of the vehicle through the fourth passage, and the heat generated during the operation of the electric drive can be recycled and utilized, which is conducive to improving the cruising range of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1This is one of the structural block diagrams of the thermal management system of a vehicle in an embodiment of the utility model;

[0026] Figure 2 This is a schematic diagram of the connection of the multi-way valve in the embodiment of the utility model;

[0027] Figure 3 This is the second connection diagram of the multi-way valve in the embodiment of the utility model;

[0028] Figure 4 The third is a schematic diagram of the connection of the multi-way valve in the embodiment of the utility model;

[0029] Figure 5 The fourth is a schematic diagram of the connection of the multi-way valve in the embodiment of the utility model;

[0030] Figure 6 The fifth is a schematic diagram of the connection of the multi-way valve in the embodiment of the utility model;

[0031] Figure 7 The sixth schematic diagram of the connection of the multi-way valve in the embodiment of the utility model;

[0032] Figure 8 The seventh is a schematic diagram of the connection of the multi-way valve in the embodiment of the utility model;

[0033] Fig. 9 This is the second structural block diagram of the thermal management system of the vehicle in the embodiment of the utility model;

[0034] Fig.10 The eighth is a schematic diagram of the connection of the multi-way valve in the embodiment of the utility model;

[0035] Fig.11 The ninth schematic diagram of the connection of the multi-way valve in the embodiment of the utility model;

[0036] Fig.12 The tenth is a schematic diagram of the connection of the multi-way valve in the embodiment of the utility model;

[0037] Fig.13 The eleventh is a schematic diagram of the connection of the multi-way valve in the embodiment of the utility model;

[0038] Fig.14 The twelfth schematic diagram of the connection of the multi-way valve in the embodiment of the utility model;

[0039] Fig.15 The thirteenth schematic diagram of the connection of the multi-way valve in the embodiment of the utility model;

[0040] Fig.16 The fourteenth is a schematic diagram of the connection of the multi-way valve in the embodiment of the utility model;

[0041] Explanation of the reference numerals: compressor 1, first heat exchanger 2, drying tank 3, electronic expansion valve 4, second heat exchanger 5, fourth drive pump 6, three-way switching valve 7, first external heat exchanger 8, first passenger compartment heat exchanger 9, second drive pump 10, third drive pump 11, second passenger compartment heat exchanger 12, battery 13, one-way valve 14, proportional three-way valve 15, first drive pump 16, electric drive 17, second external heat exchanger 18, multi-way valve 19, first interface V1, second interface V2, third interface V3, fourth interface V4, fifth interface V5, sixth interface V6, seventh interface V7, eighth interface V8, ninth interface V9, tenth interface V10. DETAILED DESCRIPTION

[0042] The following is a description of the implementation of the present invention by means of specific embodiments. People familiar with the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification.

[0043] It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the utility model, so they have no substantial technical significance. Any modification of the structure, change of the proportion relationship or adjustment of the size, without affecting the effects and purposes that can be achieved by the utility model, should still fall within the scope of the technical content disclosed by the utility model. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of description, and are not used to limit the scope of the implementation of the utility model. The change or adjustment of their relative relationship should also be regarded as the scope of the implementation of the utility model without substantial change of the technical content.

[0044] See also Figures 1 to 14 This embodiment provides a thermal management system for a vehicle, including a refrigerant circuit and a coolant circuit. The refrigerant circuit includes a compressor 1, a first heat exchanger 2, a throttle valve, and a second heat exchanger 5 which are sequentially connected in series. The outlet of the compressor 1 is connected to one end of the first heat exchanger 2, and the other end of the first heat exchanger 2 is connected to the second heat exchanger 5 through the throttle valve. The second heat exchanger 5 is connected to the inlet of the compressor 1.

[0045] The coolant circuit includes a valve group and a plurality of passages, and the passages are connected by the valve group so that at least two passages are connected to form a circuit. Among them, each passage includes at least a first passage, a second passage, a third passage and a fourth passage, the first passage passes through the first heat exchanger 2, the first passage is provided with a second passenger compartment heat exchanger 12 and a first external heat exchanger 8, the second passage is provided with a first passenger compartment heat exchanger 9 and passes through a battery 13, the third passage passes through a second heat exchanger 5, and the fourth passage passes through an electric drive 17.

[0046] The refrigerant circuit is provided with a first heat exchanger 2 and a second heat exchanger 5. The first heat exchanger 2 replaces the condenser, and the second heat exchanger 5 replaces the evaporator. This simplifies the refrigerant circuit, is beneficial to reducing the amount of refrigerant on the refrigerant side, meets the safe filling requirements of special refrigerants such as propane, increases the selection range of vehicle refrigerants, and is beneficial to improving the product competitiveness of the entire vehicle.

[0047] In this embodiment, a three-way switching valve 7 is also provided on the first passage. The second passenger compartment heat exchanger 12 and the first external heat exchanger 8 are arranged in parallel on the first passage through the three-way switching valve 7. The coolant in the second passage can flow through the second passenger compartment heat exchanger 12 or the first external heat exchanger 8 through the three-way switching valve 7.

[0048] At the same time, the coolant circuit includes a valve group and multiple passages, and the second passenger compartment heat exchanger 12 and the first passenger compartment heat exchanger 9 are arranged on the passages. The first passage where the second passenger compartment heat exchanger 12 is located flows through the first heat exchanger 2, and the heat generated when the refrigerant circuit is condensed can be introduced into the passenger compartment to achieve heating of the passenger compartment. The first passenger compartment heat exchanger 9 is arranged on the second passage and passes through the battery 13. The fourth passage passes through the electric drive 17. The third passage where the second heat exchanger 5 is located can be connected with each other passage through the valve group. The second heat exchanger 5 absorbs heat through the third passage to achieve cooling of the passenger compartment, the battery 13, and the electric drive 17; the first passage where the first heat exchanger 2 is located can also be connected with other passages through the valve group to achieve heating of the battery 13 and the electric drive 17, thereby achieving comprehensive thermal management of the battery 13, the electric drive 17 and the passenger compartment in the whole vehicle. The heat generated by the electric drive 17 during operation can also be transferred to other heat demand units of the vehicle through the fourth passage, and the heat generated during the operation of the electric drive 17 can be recycled and utilized, which is conducive to improving the cruising range of the whole vehicle.

[0049] In this example, the battery 13 and the first passenger compartment heat exchanger 9 are connected in parallel on the second passage, and a proportional three-way valve 15 is also provided on the second passage. The proportional three-way valve 15 is used to adjust the ratio of the coolant in the second passage flowing through the battery 13 and the first passenger compartment heat exchanger 9 respectively.

[0050] Specifically, the first branch, the second branch and the third branch are connected in parallel between the inlet and the outlet of the second passage, the first passenger compartment heat exchanger 9 is arranged on the first branch, the battery 13 is arranged on the third branch, the inlet of the proportional three-way valve 15 is connected to the outlet of the battery 13 through the third branch, one outlet of the proportional three-way valve 15 is connected to the outlet of the second passage, and the other outlet of the proportional three-way valve 15 is connected to the inlet of the battery 13 through the second branch. After the coolant flowing through the battery 13 passes through the proportional three-way valve 15, it can return to the inlet of the battery 13 through the second branch and mix with the coolant flowing into the inlet of the second passage. The opening ratio of the proportional three-way valve 15 and the outlet connected to the second branch can be adjusted to adjust the reflux amount of the coolant in the second branch. The larger the reflux amount of the coolant in the second branch, the smaller the temperature difference between the coolant at the inlet of the battery 13 and the coolant at the outlet of the battery 13. Conversely, the larger the temperature difference between the coolant at the inlet of the battery 13 and the coolant at the outlet of the battery 13, thereby achieving the adjustment of the coolant temperature at the inlet of the battery 13. At the same time, a one-way valve 14 or a stop valve is provided after the outlet of the first passenger compartment heat exchanger 9 on the first branch to prevent the coolant at the outlet end of the second passage from flowing back to the inlet end of the second passage through the first branch.

[0051] In this embodiment, water pumps are respectively provided on the first branch and the third branch. The water pump on the first branch is used to drive the liquid in the first branch to flow from the inlet end of the second passage to the outlet end of the second passage, and the water pump on the third branch is used to drive the liquid in the third branch to flow from the inlet end of the second passage to the outlet end of the second passage.

[0052] In this embodiment, from the inlet end of the fourth passage to the outlet end of the fourth passage, the fourth passage is provided with two converging branches before the electric drive 17, one end of the converging branch is connected to the electric drive 17, and the other end of the converging branch is the inlet end of the fourth passage, and one of the converging branches is provided with a second off-vehicle heat exchanger 18. The second off-vehicle heat exchanger 18 can increase the heat exchange efficiency between the coolant circuit and the external environment of the vehicle.

[0053] In this embodiment, the first external heat exchanger 8 and the second external heat exchanger 18 are both automobile water tanks. The automobile water tank is a heat exchanger that can achieve heat exchange with the external environment of the vehicle.

[0054] In this embodiment, a drying tank 3 is further provided between the first heat exchanger 2 and the throttle valve in the refrigerant circuit, and an intermediate heat exchanger is integrated on the drying tank 3. In this embodiment, an intermediate heat exchanger (IHX for short) is integrated on the drying tank 3, and the intermediate heat exchanger can realize heat exchange between the high-temperature and high-pressure pipeline and the low-temperature and low-pressure pipeline in the refrigerant circuit, which is beneficial to improve the working efficiency of the refrigerant circuit. In the flow direction of the medium in the refrigerant circuit, the drying tank 3 and the electronic expansion valve 4 are connected in series between the first heat exchanger 2 and the second heat exchanger 5 in sequence. The electronic expansion valve 4 can adjust the flow rate and flow rate of the refrigerant in the refrigerant circuit, and the drying tank 3 can absorb the moisture in the refrigerant in the refrigerant circuit to avoid water blockage.

[0055] In this embodiment, a first driving pump 16 is provided on the fourth passage, and the first driving pump 16 is used to drive the coolant in the fourth passage to flow in the fourth passage. The first driving pump 16 is arranged between the electric drive 17 and the confluence branch, the outlet of the first driving pump 16 is connected to the electric drive 17, and the inlet of the first driving pump 16 is respectively connected to the two confluence branches.

[0056] In this embodiment, a second drive pump 10 is provided on the first diversion branch, and the second drive pump 10 is used to drive the coolant in the second passage to flow toward the second passenger compartment heat exchanger 12. The inlet of the second drive pump 10 is connected to the third interface V3, and the outlet of the second drive body is connected to the second passenger compartment heat exchanger 12. The second drive pump 10 is connected in series with the second passenger compartment heat exchanger 12.

[0057] In this embodiment, a third driving pump 11 is further provided on the third shunt branch, and the third driving pump 11 is used to drive the coolant in the second passage to flow toward the battery 13. The inlet of the third driving pump 11 is connected to the third interface V3, and the outlet of the third driving pump 11 is connected to the battery 13, and the third driving pump 11 and the battery 13 are connected in series.

[0058] In this embodiment, a fourth driving pump 6 is further provided between the inlet end of the first passage and the first heat exchanger 2 , and the fourth driving pump 6 is used to drive the coolant in the first passage to flow toward the first heat exchanger 2 .

[0059] In this embodiment, the first heat exchanger 2 and the second heat exchanger 5 are both plate heat exchangers. Plate heat exchangers are usually composed of a plurality of corrugated metal sheets stacked together, and have the advantages of high heat exchange efficiency, low heat loss, compact and light structure, small footprint, wide application, and long service life.

[0060] The valve group includes a multi-way valve 19, and the inlet and outlet of each passage are respectively connected to different interfaces of the multi-way valve 19. The valve group includes a multi-way valve, and the inlet and outlet of each passage are respectively connected to different interfaces of the multi-way valve.

[0061] like Figures 1 to 8 As shown, in some embodiments, the multi-way valve is a nine-way valve having 9 interfaces, which are respectively a first interface V1, a second interface V2, a third interface V3, a fourth interface V4, a fifth interface V5, a sixth interface V6, a seventh interface V7, an eighth interface V8 and a ninth interface V9. The inlet end of the first passage is connected to the first interface V1, the outlet end of the first passage is connected to the second interface V2, the inlet end of the second passage is connected to the third interface V3, the outlet end of the second passage is connected to the fourth interface V4, the inlet end of the third passage is connected to the fifth interface V5, the outlet end of the third passage is connected to the sixth interface V6, the third passage exchanges heat with the refrigerant circuit in the second heat exchanger 5, and the outlet end of the fourth passage is connected to the eighth interface V8.

[0062] In this embodiment, the fourth passage has two inlet ends, and the two inlet ends, i.e., two bus branches, are respectively connected to the seventh interface V7 and the ninth interface V9. In this embodiment, the second off-board heat exchanger 18 is arranged on the bus branch connected to the ninth interface V9.

[0063] In this embodiment, the ratio between the seventh port V7 and the ninth port V9 is adjusted. By adjusting the opening ratio of the seventh port V7 and the ninth port V9, the ratio of the coolant entering the seventh port V7 and the ninth port V9 can be adjusted.

[0064] In the case of fast charging of the battery 13 or intense driving in summer, when it is necessary to cool the passenger compartment and the battery 13 and dissipate heat from the electric drive 17, Figure 2 As shown, in the multi-way valve 19, the first interface V1 is connected to the eighth interface V8, the second interface V2 is connected to the ninth interface V9, the third interface V3 is connected to the sixth interface V6, and the fourth interface V4 is connected to the fifth interface V5. At this time, the first passage is connected to the fourth passage, and the first passage is connected to the second passage. The three-way switching valve 7 is connected to the first off-vehicle heat exchanger 8 and is cut off from the second heat exchanger 5.

[0065] Specifically, after being compressed by the compressor 1, the refrigerant in the refrigerant circuit enters the first heat exchanger 2, and exchanges heat with the coolant in the first passage in the first heat exchanger 2. After absorbing heat, the coolant in the first passage flows through the three-way switching valve 7 to the first external heat exchanger 8. After cooling at the first external heat exchanger 8, it flows to the second external heat exchanger 18 to continue cooling. The cooled coolant flows to the electric drive 17 under the action of the first drive pump 16 to cool the electric drive 17. After absorbing the heat of the electric drive 17, the coolant continues to flow to the first heat exchanger 2, and absorbs the heat of the refrigerant in the refrigerant circuit through the first heat exchanger 2. After the refrigerant in the refrigerant circuit is cooled by the first heat exchanger 2, it passes through the drying tank 3 and the electronic expansion valve 4, and then flows to the second heat exchanger 5, where it absorbs the heat of the coolant in the third passage. The cooled coolant in the third passage flows into the second passage through the multi-way valve 19, and under the action of the second drive pump 10 and the third drive pump 11, it flows through the second passenger compartment heat exchanger 12 and the battery 13, respectively, so as to cool down the passenger compartment and the battery 13. The coolant that has absorbed heat at the second passenger compartment heat exchanger 12 and the battery 13 returns to the third passage through the multi-way valve 19, and continues to exchange heat and cool down with the refrigerant in the refrigerant circuit at the second heat exchanger 5. By adjusting the opening ratio between the two outlets of the proportional three-way valve 15, the flow rate of the coolant in the second passenger compartment heat exchanger 12 and the battery 13 can be adjusted, and then the distribution ratio of the cooling efficiency in the passenger compartment and the battery 13 can be adjusted.

[0066] In summer driving conditions, winter battery 13 fast charging conditions, etc., when it is necessary to cool the battery 13, cool or heat the passenger compartment, and dissipate heat from the electric drive 17, as shown in FIG. Figure 3 As shown, the first interface V1 is connected to the second interface V2, the eighth interface V8 is connected to the ninth interface V9, the third interface V3 is connected to the sixth interface V6, and the fourth interface V4 is connected to the fifth interface V5.

[0067] Specifically, after the refrigerant in the refrigerant circuit is compressed by the compressor 1, it enters the first heat exchanger 2 and exchanges heat with the coolant in the first passage in the first heat exchanger 2. After absorbing heat, the coolant in the refrigerant circuit flows to the three-way switching valve 7. When the passenger compartment needs to be heated under conditions such as fast battery charging in winter, the outlet of the three-way switching valve 7 connected to the first passenger compartment heat exchanger 9 is opened, and the outlet of the three-way switching valve 7 connected to the first vehicle exterior heat exchanger 8 is closed. The coolant that absorbs the heat of the refrigerant in the refrigerant circuit in the first heat exchanger 2 flows through the first passenger compartment heat exchanger 9 through the three-way switching valve 7, and supplies heat to the passenger compartment at the first passenger compartment heat exchanger 9. The coolant after heating flows to the fourth drive pump 6 through the multi-way valve 19, and returns to the first heat exchanger 2 under the action of the fourth drive pump 6, and continues to absorb the heat of the refrigerant in the refrigerant circuit. When the passenger compartment does not need to be heated or needs to be cooled, the outlet of the three-way switching valve 7 connected to the first passenger compartment heat exchanger 9 is closed, and the outlet of the three-way switching valve 7 connected to the first external heat exchanger 8 is opened. The coolant that absorbs the heat of the refrigerant in the refrigerant circuit in the first heat exchanger 2 flows through the first external heat exchanger 8 through the three-way switching valve 7. After being cooled in the first external heat exchanger 8, the coolant flows through the multi-way valve 19 to the fourth drive pump 6, and returns to the first heat exchanger 2 under the action of the fourth drive pump 6 to continue to absorb the heat of the refrigerant in the refrigerant circuit.

[0068] After the refrigerant in the refrigerant circuit is cooled by the first heat exchanger 2, it passes through the drying tank 3 and the electronic expansion valve 4, and then flows to the second heat exchanger 5, where it absorbs the heat of the coolant in the third path. The cooled coolant in the third path flows into the second path through the multi-way valve 19. Under the action of the third driving pump 11, the cooled coolant flows through the battery 13 respectively, thereby cooling the battery 13. The coolant that absorbs heat at the battery 13 returns to the third path through the multi-way valve 19, and continues to exchange heat and cool down with the cooling medium in the refrigerant circuit at the second heat exchanger 5.

[0069] When the passenger compartment needs to be cooled, the cooled coolant can flow through the second passenger compartment heat exchanger 12 under the action of the second drive pump 10, thereby cooling the passenger compartment. The coolant that absorbs heat in the second passenger compartment heat exchanger 12 returns to the third passage through the multi-way valve 19, and continues to exchange heat and cool down with the cooling medium in the refrigerant circuit at the second heat exchanger 5. By adjusting the opening ratio between the two outlets of the proportional three-way valve 15, the flow rate of the coolant in the second passenger compartment heat exchanger 12 and the battery 13 can be adjusted, thereby adjusting the distribution ratio of the cooling efficiency in the passenger compartment and the battery 13.

[0070] When the electric drive 17 needs to be cooled, the coolant in the fourth passage flows through the electric drive 17 under the action of the first drive pump 16 to cool the electric drive 17. After absorbing heat at the electric drive 17, the coolant flows to the second off-vehicle heat exchanger 18 through the multi-way valve 19. After the coolant dissipates heat at the second off-vehicle heat exchanger 18, it flows back to the first drive pump 16 and continues to cool and dissipate heat for the electric drive 17 under the action of the first drive pump 16. The electric drive 17 and the first heat exchanger 2 are independently arranged to avoid the heat generation of the electric drive 17 affecting the heat exchange efficiency of the first heat exchanger 2, thereby improving the energy efficiency of the system.

[0071] When the electric drive 17 needs to actively store heat, such as Figure 4 As shown, the first interface V1 is connected to the second interface V2, the seventh interface V7 is connected to the eighth interface V8, the third interface V3 is connected to the sixth interface V6, and the fourth interface V4 is connected to the fifth interface V5. The coolant in the fourth passage flows through the electric drive 17 under the action of the first drive pump 16, flows back to the first drive pump 16 through the coolant at the electric drive 17, and continues to flow to the electric drive 17 under the action of the first drive pump 16. The coolant can store the heat of the electric drive 17. When the temperature of the electric drive 17 is higher than the temperature of the coolant, the coolant absorbs and stores the heat of the electric drive 17, reduces the temperature of the electric drive 17, reduces the temperature difference between the electric drive 17 and the outside world, and reduces the heat loss of the electric drive 17. When the temperature of the electric drive 17 is lower than the temperature of the coolant, the coolant heats the electric drive 17, supplies heat to the electric drive 17, and maintains the temperature of the electric drive 17.

[0072] In winter driving heating or electric drive 17 waste heat recovery and other working conditions, the fifth interface V5 is connected to the eighth interface V8, the first interface V1 is connected to the fourth interface V4, and the second interface V2 is connected to the third interface V3. In some embodiments, the sixth interface V6 is connected to the seventh interface V7 or the ninth interface V9. Since the opening degree can be proportionally adjusted between the seventh interface V7 and the ninth interface V9, in other embodiments, the sixth interface V6 can be connected to the seventh interface V7 and the ninth interface V9 at the same time, and the seventh interface V7 and the ninth interface V9 adjust the opening ratio to adjust the communication amount of the sixth interface V6 with the seventh interface V7 and the ninth interface V9 respectively.

[0073] Specifically, the coolant entering the first driving pump 16 flows through the electric drive 17 under the action of the first driving pump 16, absorbing the heat of the electric drive 17. After absorbing the heat of the electric drive 17, the coolant returns to the third passage through the eighth port V8 and the fifth port V5 of the multi-way valve 19, and flows through the second heat exchanger 5. Figure 5As shown, the refrigerant in the refrigerant circuit absorbs the heat of the coolant in the third passage in the second heat exchanger 5. The coolant after absorbing heat can pass through the sixth interface V6 and the ninth interface V9 of the multi-way valve 19 in sequence, enter the second off-vehicle heat exchanger 18 to absorb heat and then return to the first drive pump 16. In some embodiments, it can also directly return to the first drive pump 16 through the sixth interface V6 and the seventh interface V7 of the multi-way valve 19. By adjusting the opening ratio of the seventh interface V7 and the ninth interface V9, the communication volume of the sixth interface V6 with the seventh interface V7 and the ninth interface V9 can be adjusted, and then the heat absorption ratio of the coolant at the second off-vehicle heat exchanger 18 and the electric drive 17 can be adjusted.

[0074] After the refrigerant in the refrigerant circuit absorbs heat in the second heat exchanger 5, it enters the first heat exchanger 2 under the action of the compressor 1, and exchanges heat with the coolant in the first passage in the first heat exchanger 2. After the coolant in the first passage absorbs the heat of the refrigerant in the refrigerant circuit, it flows to the three-way switching valve 7. At this time, the passenger compartment needs to be heated, so the outlet of the three-way switching valve 7 connected to the first passenger compartment heat exchanger 9 is opened, and the outlet of the three-way switching valve 7 connected to the first vehicle exterior heat exchanger 8 is closed. The coolant that absorbs the heat of the refrigerant in the refrigerant circuit in the first heat exchanger 2 flows through the first passenger compartment heat exchanger 9 through the three-way switching valve 7, and supplies heat to the passenger compartment at the first passenger compartment heat exchanger 9. The coolant after heating continues to flow to the second passage through the multi-way valve 19. Under the action of the second drive pump 10 and the third drive pump 11, the coolant flows through the second passenger compartment heat exchanger 12 and the battery 13 respectively, thereby heating the passenger compartment and the battery 13. After releasing heat at the second passenger compartment heat exchanger 12 and the battery 13, the coolant returns to the first passage through the multi-way valve 19, flows back to the first heat exchanger 2 under the action of the fourth drive pump 6, and exchanges heat with the refrigerant in the refrigerant circuit at the first heat exchanger 2 to increase the temperature. By adjusting the opening ratio between the two outlets of the proportional three-way valve 15, the flow rate of the coolant in the second passenger compartment heat exchanger 12 and the battery 13 can be adjusted, thereby adjusting the distribution ratio of the heating efficiency in the passenger compartment and the battery 13.

[0075] During intense driving in spring and autumn, when the passenger compartment needs to be heated, the battery 13 needs to be kept at a constant temperature, and the electric drive 17 needs to recover waste heat, the fifth interface V5 is connected to the eighth interface V8, the first interface V1 is connected to the second interface V2, and the fourth interface V4 is connected to the third interface V3. In some embodiments, the sixth interface V6 is connected to the seventh interface V7 or the ninth interface V9. Since the opening degree can be adjusted proportionally between the seventh interface V7 and the ninth interface V9, in other embodiments, the sixth interface V6 can be connected to the seventh interface V7 and the ninth interface V9 at the same time, and the seventh interface V7 and the ninth interface V9 can adjust the opening ratio to adjust the communication amount of the sixth interface V6 with the seventh interface V7 and the ninth interface V9 respectively.

[0076] Specifically, the coolant entering the first driving pump 16 flows through the electric drive 17 under the action of the first driving pump 16, absorbing the heat of the electric drive 17. After absorbing the heat of the electric drive 17, the coolant returns to the third passage through the eighth port V8 and the fifth port V5 of the multi-way valve 19, and flows through the second heat exchanger 5. Figure 6 As shown, the refrigerant in the refrigerant circuit absorbs the heat of the coolant in the third passage in the second heat exchanger 5. The coolant after absorbing heat can pass through the sixth and ninth interfaces V9 of the multi-way valve 19 in sequence, enter the second off-vehicle heat exchanger 18 to absorb heat and then return to the first drive pump 16. In other embodiments, it can also return directly to the first drive pump 16 through the sixth and seventh interfaces V7 of the multi-way valve 19. By adjusting the opening ratio of the seventh interface V7 and the ninth interface V9, the communication volume of the sixth interface V6 with the seventh interface V7 and the ninth interface V9 can be adjusted, and then the heat absorption ratio of the coolant at the second off-vehicle heat exchanger 18 and the electric drive 17 can be adjusted.

[0077] After the refrigerant in the refrigerant circuit absorbs heat in the second heat exchanger 5, it enters the first heat exchanger 2 under the action of the compressor 1, and exchanges heat with the coolant in the first passage in the first heat exchanger 2. After the coolant in the refrigerant circuit absorbs the heat of the refrigerant in the refrigerant circuit, it flows to the three-way switching valve 7. At this time, the passenger compartment needs to be heated, so the outlet of the three-way switching valve 7 connected to the first passenger compartment heat exchanger 9 is opened, and the outlet of the three-way switching valve 7 connected to the first vehicle exterior heat exchanger 8 is closed. The coolant that absorbs the heat of the refrigerant in the refrigerant circuit in the first heat exchanger 2 flows through the first passenger compartment heat exchanger 9 through the three-way switching valve 7, and supplies heat to the passenger compartment at the first passenger compartment heat exchanger 9. The coolant after heating continues to flow through the second drive pump 10 through the multi-way valve 19, and the coolant returns to the second heat exchanger 5 under the action of the second drive pump 10, and continues to absorb the heat of the refrigerant in the refrigerant circuit.

[0078] The coolant in the second passage flows through the battery 13 under the action of the third driving pump 11, and the coolant after flowing through the battery 13 returns to the third driving pump 11 via the multi-way valve 19. When the temperature of the battery 13 exceeds the temperature of the coolant, the coolant absorbs the heat of the battery 13, and when the temperature of the battery 13 is lower than the temperature of the coolant, the coolant heats the battery 13, thereby equalizing the temperature of the battery 13, so that the battery 13 is kept within a suitable temperature range.

[0079] In spring and autumn, when heat dissipation is required and the electric drive 17 actively heats the battery 13, the first interface V1 is connected to the second interface V2, the third interface V3 is connected to the eighth interface V8, the fourth interface V4 is connected to the fifth interface V5, and the sixth interface V6 is connected to the seventh interface V7 or the ninth interface V9.

[0080] The first interface V1 is connected to the second interface V2, and the outlet end of the first passage is connected to the inlet end for self-circulation. The coolant in the fourth passage flows through the electric drive 17 under the action of the first drive pump 16 to absorb the heat of the electric drive 17. After the electric drive 17 absorbs heat, the coolant flows into the second passage through the eighth interface V8 and the third interface V3 of the multi-way valve 19. Under the action of the third drive pump 11, the coolant in the second passage flows through the battery 13 to exchange heat with the battery 13. When the temperature of the battery 13 exceeds the coolant temperature, the coolant absorbs the heat of the battery 13. When the temperature of the battery 13 is lower than the coolant temperature, the coolant heats the battery 13 so that the battery 13 remains within a suitable temperature range. After exchanging heat with the battery 13, the coolant flows into the third passage through the fourth interface V4 and the fifth interface V5 of the multi-way valve 19. When the temperature of the battery 13 and the electric drive 17 is at a suitable temperature and no heat dissipation is required, the coolant in the third passage can flow from the sixth interface V6 of the multi-way valve 19 into the seventh interface V7 and then directly return to the first drive pump 16. Figure 7 As shown, when the temperature of the battery 13 and the electric drive 17 is too high and further heat dissipation is required, the coolant in the third passage can also flow from the sixth interface V6 of the multi-way valve 19 into the ninth interface V9, and return to the first drive pump 16 after heat dissipation in the second external heat exchanger 18.

[0081] like Figure 8 As shown, under the exhaust and filling condition of the whole vehicle, the first interface V1 is connected to the eighth interface V8, the second interface V2 is connected to the third interface V3, the fourth interface V4 is connected to the fifth interface V5, the sixth interface V6 is connected to the ninth interface V9, and the first passage, the second passage, the third passage and the fourth passage are simultaneously connected in series as an integral loop to facilitate exhaust and filling.

[0082] like Figures 9 to 15 As shown, in some embodiments, the multi-way valve 19 is a ten-way valve with 10 interfaces. The multi-way valve 19 includes a first interface V1, a second interface V2, a third interface V3, a fourth interface V4, a fifth interface V5, a sixth interface V6, a seventh interface V7, an eighth interface V8, a ninth interface V9 and a tenth interface V10.

[0083] The inlet end of the first passage is connected to the first interface V1, and the first passage has two outlets, and the two outlets, i.e., two shunt branches, are respectively connected to the second interface V2 and the tenth interface V10. Specifically, the shunt branch provided with the first off-board heat exchanger 8 is connected to the second interface V2, and the shunt branch provided with the first passenger compartment heat exchanger 9 is connected to the tenth interface V10.

[0084] The inlet of the second passage is connected to the third interface V3, the outlet of the second passage is connected to the fourth interface V4, the inlet of the third passage is connected to the fifth interface V5, the outlet of the third passage is connected to the sixth interface V6, and the outlet of the fourth passage is connected to the eighth interface V8. The inlet of the confluence branch of the fourth passage provided with the second off-board heat exchanger 18 is connected to the ninth interface V9, and the inlet of another confluence branch of the fourth passage is connected to the seventh interface V7.

[0085] Specifically, Fig.10 As shown, under conditions such as fast charging of the battery 13 and intense driving in summer, when it is necessary to cool the passenger compartment and the battery 13 and dissipate heat for the electric drive 17, in the multi-way valve 19, the first interface V1 is connected to the eighth interface V8, the second interface V2 is connected to the ninth interface V9, the third interface V3 is connected to the sixth interface V6, and the fourth interface V4 is connected to the fifth interface V5.

[0086] like Fig.11 As shown, under summer driving conditions, winter fast charging of the battery 13 and other operating conditions, when it is necessary to cool the battery 13, cool or heat the passenger compartment, and dissipate heat from the electric drive 17, the first interface V1 is connected to the tenth interface V10, the eighth interface V8 is connected to the ninth interface V9, the third interface V3 is connected to the sixth interface V6, and the fourth interface V4 is connected to the fifth interface V5.

[0087] like Fig.12 As shown, when the electric drive 17 needs to actively store heat, the first interface V1 is connected to the tenth interface V10, the seventh interface V7 is connected to the eighth interface V8, the third interface V3 is connected to the sixth interface V6, and the fourth interface V4 is connected to the fifth interface V5.

[0088] like Fig.13 As shown, under winter driving heating or electric drive 17 waste heat recovery conditions, the fifth interface V5 is connected to the eighth interface V8, the first interface V1 is connected to the fourth interface V4, the tenth interface V10 is connected to the third interface V3, and the sixth interface V6 is connected to the seventh interface V7 or the ninth interface V9. Fig.13 The sixth interface V6 is connected to the ninth interface V9

[0089] like Fig.14 As shown, during intense driving in spring and autumn, when the passenger compartment needs to be heated, the battery 13 needs to be kept at a constant temperature, and the electric drive 17 needs to recover waste heat, the fifth interface V5 is connected to the eighth interface V8, the first interface V1 is connected to the tenth interface V10, the fourth interface V4 is connected to the third interface V3, and the sixth interface V6 is connected to the seventh interface V7 or the ninth interface V9. Fig.14 In the example, the sixth interface V6 is connected to the ninth interface V9.

[0090] like Fig.15As shown, in spring and autumn, when heat dissipation is required and the electric drive 17 actively heats the battery 13, the third interface V3 is connected to the eighth interface V8, the fourth interface V4 is connected to the fifth interface V5, the first interface V1 is connected to the second interface V2 or the tenth interface V10, and the sixth interface V6 is connected to the seventh interface V7 or the ninth interface V9. Fig.15 In the embodiment, the first interface V1 is connected to the second interface V2, and the sixth interface V6 is connected to the ninth interface V9.

[0091] like Fig.16 As shown, under the exhaust and filling condition of the whole vehicle, the first interface V1 is connected to the eighth interface V8, the fourth interface V4 is connected to the fifth interface V5, and the sixth interface V6 is connected to the ninth interface V9. The third interface V3 is alternately connected to the second interface V2 and the tenth interface V10, so as to facilitate the alternate exhaust and filling of the first external heat exchanger 8 and the first passenger compartment heat exchanger 9. Fig.16 In the example, the third interface V3 is connected to the second interface V2.

[0092] In summary, in a thermal management system for a vehicle provided in this embodiment, a first heat exchanger and a second heat exchanger are provided in the refrigerant circuit, the first heat exchanger replaces the condenser, and the second heat exchanger replaces the evaporator, which simplifies the refrigerant circuit, helps to reduce the amount of refrigerant filling on the refrigerant side, meets the safety filling requirements of special refrigerants such as propane, increases the selection range of vehicle refrigerants, and helps to improve the product competitiveness of the whole vehicle. At the same time, the coolant circuit includes a valve group and multiple passages, and the first passenger compartment heat exchanger and the second passenger compartment heat exchanger are provided on the passage. The first passage where the first passenger compartment heat exchanger is located flows through the first heat exchanger, which can introduce the heat generated when the refrigerant circuit is condensed into the passenger compartment to achieve heating of the passenger compartment. The second passage is provided with a second passenger compartment heat exchanger and passes through the battery, the fourth passage passes through the electric drive, the third passage where the second heat exchanger is located can be connected to each other passage through a valve group, and the second heat exchanger absorbs heat through the third passage to achieve cooling of the passenger compartment, battery, and electric drive; the first passage where the first heat exchanger is located can also be connected to other passages through a valve group to achieve heating of the battery and electric drive, thereby achieving comprehensive thermal management of the battery, electric drive, and passenger compartment in the vehicle. The heat generated by the electric drive during operation can also be transferred to other heat demand units of the vehicle through the fourth passage, and the heat generated during the operation of the electric drive can be recycled and utilized, which is conducive to improving the cruising range of the vehicle.

[0093] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the technology may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed in the present invention shall still be covered by the claims of the present invention.

Claims

1. A thermal management system for a vehicle, characterized in that: include: A refrigerant circuit, the refrigerant circuit comprising a compressor, a first heat exchanger, a throttle valve and a second heat exchanger arranged in series, the outlet of the compressor is connected to one end of the first heat exchanger, the other end of the first heat exchanger is connected to the second heat exchanger through the throttle valve, and the second heat exchanger is connected to the inlet of the compressor; A coolant circuit, the coolant circuit comprising a valve group and a plurality of passages, the passages being connected by the valve group so that at least two of the passages are connected to form a circuit, Wherein, the pathway includes: a first passage, the first passage passing through the first heat exchanger, the first passage being provided with a first passenger compartment heat exchanger and a first external vehicle heat exchanger; a second passage, wherein a second passenger compartment heat exchanger is disposed on the second passage and passes through a battery; a third path, the third path passing through the second heat exchanger, A fourth passage is electrically driven.

2. The thermal management system of a vehicle according to claim 1, characterized in that: The battery and the second passenger compartment heat exchanger are connected in parallel on the second passage, and a proportional three-way valve is also provided on the second passage. The proportional three-way valve is used to adjust the ratio of the coolant in the second passage flowing through the battery and the second passenger compartment heat exchanger respectively.

3. The thermal management system for a vehicle according to claim 2, characterized in that: A first branch, a second branch and a third branch are connected in parallel between the inlet and outlet ends of the second passage, the second passenger compartment heat exchanger is arranged on the first branch, the battery is arranged on the third branch, the inlet of the proportional three-way valve is connected with the outlet of the battery through the third branch, one outlet of the proportional three-way valve is connected with the outlet end of the second passage, and the other outlet of the proportional three-way valve is connected with the inlet of the battery through the second branch, and a one-way valve or a stop valve is arranged on the first branch after the outlet of the second passenger compartment heat exchanger.

4. The thermal management system for a vehicle according to claim 3, characterized in that: The first branch and the third branch are respectively provided with water pumps. The water pump on the first branch is used to drive the liquid in the first branch to flow from the inlet end of the second passage to the outlet end of the second passage. The water pump on the third branch is used to drive the liquid in the third branch to flow from the inlet end of the second passage to the outlet end of the second passage.

5. The thermal management system for a vehicle according to claim 1, characterized in that: A three-way switching valve is also provided on the first passage, and the first passenger compartment heat exchanger and the first external heat exchanger are arranged in parallel on the first passage through the three-way switching valve, and the coolant in the second passage flows through the first passenger compartment heat exchanger or the first external heat exchanger through the three-way switching valve.

6. The thermal management system for a vehicle according to claim 1, characterized in that: From the inlet end of the fourth passage to the outlet end of the fourth passage, the fourth passage is provided with two bus branches before the electric drive, one end of the bus branch is connected to the electric drive, and the other end of the bus branch is the inlet end of the fourth passage, and a second off-vehicle heat exchanger is provided on one of the bus branches.

7. The thermal management system for a vehicle according to claim 1, characterized in that: The refrigerant circuit is further provided with a drying tank between the first heat exchanger and the throttle valve, and the drying tank is integrated with an intermediate heat exchanger.

8. The thermal management system for a vehicle according to any one of claims 1 to 7, characterized in that: The valve group includes a multi-way valve, which has at least 9 interfaces, and the inlet end and the outlet end of each of the passages are respectively connected to different interfaces of the multi-way valve.

9. The thermal management system for a vehicle according to claim 1, characterized in that: From the inlet end of the first passage to the outlet end of the first passage, the first passage is provided with two branch branches after the first heat exchanger, one end of the branch branch is connected to the first heat exchanger, and the other end of the branch branch is the outlet end of the first passage, and the first passenger compartment heat exchanger and the first external heat exchanger are respectively arranged on the two branch branches.

10. The thermal management system for a vehicle according to claim 9, characterized in that: The valve group includes a multi-way valve, which has at least 10 interfaces, and the inlet end and the outlet end of each of the passages are respectively connected to different interfaces of the multi-way valve.

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