Automobile thermal management architecture and automobile

Abstract

The utility model belongs to the technical field of automobile heat management, and particularly relates to an automobile heat management framework and an automobile. In a heating mode of the heat pump air conditioner, the pipeline control system selectively controls at least one of the first condenser, the front passenger compartment heat exchange module, the rear passenger compartment heat exchange module, the electric driving system heat exchange module or the battery heat exchange module to provide a heat source for a refrigerant, and the refrigerant absorbing heat flows back to the compressor. A high-temperature and high-pressure refrigerant discharged from the compressor can provide a heat source for the battery heat exchange module or provide a heat source for the front passenger compartment heat exchange module and the battery heat exchange module at the same time. In other words, in the heat pump air conditioner heating mode, heat in the environment can be absorbed through the first condenser, heat in a front passenger compartment is utilized by the front passenger compartment heat exchange module, heat in a rear passenger compartment is utilized by the rear passenger compartment heat exchange module, or heat generated by electric drive and the like is utilized by the electric drive system heat exchange module; therefore, a heat source is provided for the refrigerant, and the energy loss in the automobile heat management framework is reduced.

Description

Technical Field

[0001] The present application belongs to the field of automotive thermal management technology, and specifically relates to automotive thermal management architecture and automobiles. Background Art

[0002] In new energy vehicles, there are front passenger compartment heat exchange modules, rear passenger compartment heat exchange modules, battery heat exchange modules and electric drive system heat exchange modules. These existing modules generally work independently or coordinate heat exchange between some modules. There is no reuse of heat sources and / or cold sources between multiple modules, so there is an energy loss problem. Utility Model Content

[0003] One object of the invention of the present application is to provide an automotive thermal management architecture, in which heat between multiple modules can be reused, thereby reducing energy loss in the architecture.

[0004] Another invention object of the present application is to provide a vehicle, which includes the above-mentioned vehicle thermal management architecture.

[0005] According to an embodiment of the present application, a first aspect provides an automotive thermal management architecture, the automotive thermal management architecture comprising a front passenger compartment heat exchange module, a rear passenger compartment heat exchange module, a battery heat exchange module and an electric drive system heat exchange module, the automotive thermal management architecture further comprising:

[0006] A heat pump air conditioning module, comprising a compressor and a first condenser, the first condenser being in communication with an external environment;

[0007] A pipeline control system, the pipeline control system selectively controls the refrigerant to enter the heat pump air conditioning module, the front passenger compartment heat exchange module, the rear passenger compartment heat exchange module, the battery heat exchange module and the electric drive system heat exchange module;

[0008] In the heat pump air conditioning heating mode, the pipeline control system selectively controls at least one of the first condenser, the front passenger compartment heat exchange module, the rear passenger compartment heat exchange module or the electric drive system heat exchange module to provide a heat source for the refrigerant to provide heat for the battery heat exchange module or to provide heat for the front passenger compartment heat exchange module and the battery heat exchange module at the same time.

[0009] In one embodiment, in the heat pump air conditioning cooling mode, the pipeline control system selectively controls the low-temperature refrigerant discharged from the first condenser to be delivered to at least one of the front passenger compartment heat exchange module, the rear passenger compartment heat exchange module, the battery heat exchange module and the electric drive system heat exchange module.

[0010] In one embodiment, the front passenger compartment heat exchange module includes: a second condenser and a front evaporator, and the pipeline control system selectively connects the second condenser with the first condenser, the second condenser with the battery heat exchange module, the second condenser with the compressor, the front evaporator with the first condenser, and the front evaporator with the battery heat exchange module.

[0011] In one embodiment, the rear passenger compartment heat exchange module includes: a heater and a rear evaporator, wherein the heater can provide a heat source for the rear evaporator;

[0012] The pipeline control system selectively connects the rear evaporator with the first condenser, and the rear evaporator with the battery heat exchange module.

[0013] In one embodiment, the battery heat exchange module includes a battery heat exchanger, and the pipe control system selectively connects the battery heat exchanger with the first condenser, the battery heat exchanger with the second condenser, the battery heat exchanger with the front evaporator, the battery heat exchanger with the rear evaporator, and the battery heat exchanger with the electric drive system heat exchange module.

[0014] In one embodiment, the electric drive system heat exchange module includes: a radiator, a first heat exchanger and a second heat exchanger, the radiator and the first heat exchanger are used to exchange heat with the heat exchange medium in the electric drive system heat exchange module, the second heat exchanger exchanges heat with the first heat exchanger, and the pipeline control system selectively connects the second heat exchanger with the first condenser, and the second heat exchanger with the battery heat exchanger.

[0015] In one embodiment, the electric drive system heat exchange module includes a first circulation loop and a second circulation loop, the radiator and the first heat exchanger exchange heat with the heat exchange medium in the first circulation loop, and the first heat exchanger exchanges heat with the heat exchange medium in the second circulation loop.

[0016] In one embodiment, the electric drive system heat exchange module includes an expansion water tank and an electronic water pump.

[0017] In one embodiment, the pipeline control system includes: a pipeline, a multi-way control valve, an electronic expansion valve, an electromagnetic control valve and a one-way valve, the pipeline transports the refrigerant, and the multi-way control valve, the electronic expansion valve, the electromagnetic control valve and the one-way valve jointly selectively control the flow direction of the refrigerant.

[0018] According to an embodiment of the present application, a second aspect provides a car, which includes the car thermal management architecture.

[0019] In the automotive thermal management architecture of the present application, in the heat pump air conditioning heating mode, the pipeline control system selectively controls at least one of the first condenser, the front passenger compartment heat exchange module, the rear passenger compartment heat exchange module, the electric drive system heat exchange module or the battery heat exchange module to provide a heat source for the refrigerant, and the refrigerant after absorbing heat flows back to the compressor. The high-temperature and high-pressure refrigerant discharged from the compressor can provide heat for the battery heat exchange module or for the front passenger compartment heat exchange module and the battery heat exchange module at the same time; that is, in the present application, in the heat pump air conditioning heating mode, the first condenser can absorb heat from the environment, the front passenger compartment heat exchange module can utilize heat in the front passenger compartment, the rear passenger compartment heat exchange module can utilize heat in the rear passenger compartment, or the electric drive system heat exchange module can utilize heat generated by the electric drive, thereby providing a heat source for the refrigerant, thereby reducing energy loss in the automotive thermal management architecture. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a diagram of an automotive thermal management architecture in an embodiment of the present application;

[0021] Figure 2 This is a schematic diagram of the refrigerant flow direction of scenario 1 in an embodiment of the present application;

[0022] Figure 3 This is a schematic diagram of the refrigerant flow direction of scenario 2 in an embodiment of the present application;

[0023] Figure 4 This is a schematic diagram of the refrigerant flow direction of scenario three in one embodiment of the present application;

[0024] Figure 5 This is a schematic diagram of the refrigerant flow direction of scenario 4 in one embodiment of the present application;

[0025] Figure 6 This is a schematic diagram of the refrigerant flow direction of scenario 5 in one embodiment of the present application;

[0026] Figure 7 This is a schematic diagram of the refrigerant flow direction of scenario 6 in one embodiment of the present application;

[0027] Figure 8 This is a schematic diagram of the refrigerant flow direction of scenario seven in one embodiment of the present application.

[0028] Description of Figure Numbers:

[0029] 110. compressor; 120. first condenser;

[0030] 200, front passenger compartment heat exchange module; 210, second condenser; 220, front evaporator;

[0031] 300, rear passenger compartment heat exchange module; 310, heater; 320, rear evaporator;

[0032] 400, battery heat exchange module; 410, battery heat exchanger;

[0033] 510, radiator; 520, first heat exchanger; 530, second heat exchanger;

[0034] 610, first one-way valve; 620, second one-way valve;

[0035] 710, a first electronic expansion valve; 720, a second electronic expansion valve; 730, a third electronic expansion valve; 740, a fourth electronic expansion valve;

[0036] 801, first multi-way control valve; 802, second multi-way control valve; 803, third multi-way control valve; 804, fourth multi-way control valve; 805, fifth multi-way control valve; 806, sixth multi-way control valve; 807, seventh multi-way control valve; 808, eighth multi-way control valve; 809, ninth multi-way control valve; 810, tenth multi-way control valve; 811, eleventh multi-way control valve;

[0037] 910, a first electromagnetic control valve; 920, a second electromagnetic control valve; 930, a third electromagnetic control valve; 940, a fourth electromagnetic control valve; 950, a fifth electromagnetic control valve; 960, a sixth electromagnetic control valve. DETAILED DESCRIPTION

[0038] 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.

[0039] It should be noted that the illustrations provided in this embodiment are only used to schematically illustrate the basic concept of the present invention.

[0040] 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.

[0041] 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.

[0042] In new energy vehicles, there are front passenger compartment heat exchange modules, rear passenger compartment heat exchange modules, battery heat exchange modules and electric drive system heat exchange modules. These existing modules generally work independently or coordinate heat exchange between some modules. Multiple modules have not yet been used to achieve reuse of heat sources and / or cold sources, so there is a problem of energy loss. In order to better solve this problem, the researchers in this application proposed a vehicle thermal management architecture. In this architecture, at least one of the first condenser, the front passenger compartment heat exchange module, the rear passenger compartment heat exchange module or the electric drive system heat exchange module is selectively controlled by the pipeline control system to provide a heat source for the refrigerant, so as to heat the battery heat exchange module or heat the front passenger compartment heat exchange module and the battery heat exchange module at the same time, thereby achieving reuse of the heat source and reducing energy loss in the architecture.

[0043] like Figure 1 As shown, Figure 1 The figure is a diagram of the thermal management architecture of an automobile in an embodiment of the present application. A thermal management architecture of an automobile, the thermal management architecture of the automobile includes a front passenger compartment heat exchange module 200, a rear passenger compartment heat exchange module 300, a battery heat exchange module 400 and an electric drive system heat exchange module, and also includes: a heat pump air conditioning module and a pipeline control system; wherein the heat pump air conditioning module includes a compressor 110 and a first condenser 120, and the first condenser 120 exchanges with the external environment; the pipeline control system selectively controls the refrigerant to enter the heat pump air conditioning module, the front passenger compartment heat exchange module 200, the rear passenger compartment heat exchange module 300, the battery heat exchange module 400 and the electric drive system heat exchange module; in the heat pump air conditioning heating mode, the pipeline control system selectively controls at least one of the first condenser 120, the front passenger compartment heat exchange module 200, the rear passenger compartment heat exchange module 300 or the electric drive system heat exchange module to heat the refrigerant, and provide a heat source for the battery heat exchange module 400 or heat the front passenger compartment heat exchange module 200 and the battery heat exchange module 400 at the same time.

[0044] In the automotive thermal management architecture of the present application, in the heat pump air conditioning heating mode, the pipeline control system selectively controls at least one of the first condenser 120, the front passenger compartment heat exchange module 200, the rear passenger compartment heat exchange module 300, the electric drive system heat exchange module or the battery heat exchange module 400 to provide a heat source for the refrigerant, and the refrigerant after absorbing heat flows back to the compressor 110. The high-temperature and high-pressure refrigerant discharged from the compressor 110 can provide a heat source for the battery heat exchange module 400 or provide a heat source for the front passenger compartment heat exchange module 200 and the battery heat exchange module 400 at the same time; that is, in the present application, in the heat pump air conditioning heating mode, the refrigerant can absorb heat from the environment through the first condenser 120, utilize heat in the front passenger compartment through the front passenger compartment heat exchange module 200, utilize heat in the rear passenger compartment through the rear passenger compartment heat exchange module 300, or utilize heat generated by the electric drive through the electric drive system heat exchange module, thereby providing a heat source for the refrigerant, thereby reducing energy loss in the automotive thermal management architecture.

[0045] In this embodiment, the researchers describe the situations included in the scheme provided in this embodiment, specifically:

[0046] For case 1, please refer to Figure 2 As shown, in the winter scene, the car is in a short rest state, and the passengers are not in the passenger compartment. At this time, the heat in the front passenger compartment heat exchange module 200 of the car and the heat in the electric drive system heat exchange module can be recovered, that is, the heat in the front passenger compartment and the heat generated by the electric drive can be used to heat the refrigerant together, thereby reducing energy loss; the refrigerant compressed to high temperature and high pressure by the compressor 110 can enter the battery heat exchange module 400 and provide heat for the battery heat exchange module 400, and the heat entering the battery heat exchange module 400 can be stored in the battery heat exchange module 400.

[0047] For case 2, please refer to Figure 3 As shown, in a winter scenario, for example, when the ambient temperature is higher than minus 10°C, the heat pump air-conditioning module can work at this time, and heat exchange is performed with the ambient temperature through the first condenser 120, that is, the first condenser 120 absorbs heat from the ambient temperature to provide a heat source for the refrigerant, and at the same time, the electric drive system heat exchange module absorbs heat from the electric drive system to provide a heat source for the refrigerant. The refrigerant compressed into a high-temperature and high-pressure refrigerant by the compressor 110 can simultaneously provide heat for the front passenger compartment heat exchange module 200 and the battery heat exchange module 400.

[0048] For case three, please refer to Figure 4As shown, in a winter scenario, for example, when the ambient temperature is higher than minus 10°C, due to the low ambient temperature, it is difficult for the first condenser 120 to obtain heat from the environment. Therefore, the heat in the rear passenger compartment heat exchange module 300, such as the heat generated by the low-pressure heater, and the heat in the electric drive system heat exchange module can be used to provide a heat source for the refrigerant. The refrigerant compressed into a high-temperature and high-pressure refrigerant by the compressor 110 can provide heat for the front passenger compartment heat exchange module 200 and the battery heat exchange module 400.

[0049] Furthermore, in one embodiment, in the heat pump air conditioning cooling mode, the pipeline control system selectively controls the low-temperature refrigerant discharged from the first condenser 120 to be delivered to at least one of the front passenger compartment heat exchange module 200, the rear passenger compartment heat exchange module 300, the battery heat exchange module 400 and the electric drive system heat exchange module.

[0050] In this embodiment, in the heat pump air conditioning cooling mode, the low-temperature refrigerant discharged from the first condenser 120 can be transported to at least one of the front passenger compartment heat exchange module 200, the rear passenger compartment heat exchange module 300, the battery heat exchange module 400 and the electric drive system heat exchange module through the pipeline control system according to the heat dissipation requirements between different modules, thereby reducing the temperature of these modules.

[0051] In this embodiment, the researchers also explain the possible situations, specifically:

[0052] For case 1, please refer to Figure 5 As shown, in the summer scenario, the car is driving at high speed, so the front passenger compartment, rear passenger compartment, battery and electric drive system all need to be cooled down. In this scenario, the heat pump air conditioning module can be used for cooling, and the refrigerant discharged from the first condenser 120 can be respectively transported to the front passenger compartment heat exchange module 200, the rear passenger compartment heat exchange module 300, the battery heat exchange module 400 and the electric drive system heat exchange module.

[0053] For case 2, please refer to Figure 6 As shown, in the summer scenario, the car is in charging mode and the passengers are in the passenger compartment, so the battery, the front passenger compartment and the rear passenger compartment need to be cooled. In this scenario, the heat pump air conditioning module can be used for cooling, and the refrigerant discharged from the first condenser 120 can be respectively delivered to the front passenger compartment heat exchange module 200, the rear passenger compartment heat exchange module 300 and the battery heat exchange module 400.

[0054] In one embodiment, see Figure 1As shown, the front passenger compartment heat exchange module 200 includes: a second condenser 210 and a front evaporator 220, and the pipeline control system selectively connects the second condenser 210 with the first condenser 120, the second condenser 210 with the battery heat exchange module 400, the second condenser 210 with the compressor 110, the front evaporator 220 with the first condenser 120, and the front evaporator 220 with the battery heat exchange module 400.

[0055] In this embodiment, the second condenser 210 in the front passenger compartment heat exchange module 200 has at least two working modes, one of which is that in the heat pump air conditioning refrigeration mode, the high-temperature and high-pressure refrigerant discharged from the compressor 110 can enter the front passenger compartment heat exchange module 200, and after heat exchange with the front passenger compartment heat exchange module 200, that is, the low temperature in the front passenger compartment is absorbed by the second condenser 210, the refrigerant is cooled once, and then enters the first condenser 120 for secondary cooling. The temperature of the refrigerant can be further reduced by the two cooling methods, and the cooled refrigeration The refrigerant can enter the battery heat exchange module 400 to absorb heat and cool the battery; the other is that in the heat pump air-conditioning heating mode, the high-temperature and high-pressure refrigerant discharged from the compressor 110 can enter the second condenser 210, so as to heat the front passenger compartment, and the refrigerant discharged from the second condenser 210 can enter the battery heat exchange module 400 and provide a heat source for the battery, that is, the refrigerant is secondarily absorbed heat in the battery heat exchange module 400, and the refrigerant with a lower temperature can enter the first condenser 120 and exchange heat with the external environment in the first condenser 120, that is, absorb heat from the external environment.

[0056] The front evaporator 220 in the front passenger compartment heat exchange module 200 also has at least two working modes, one of which is that in the heat pump air conditioning cooling mode, the refrigerant flowing out of the first condenser 120 enters the front evaporator 220, thereby completing the cooling of the front passenger compartment; the other is that in the heat pump air conditioning heating mode, the front evaporator 220 can absorb the heat of the front passenger compartment to provide a heat source for the refrigerant. For example, when the heat pump air conditioning is providing heat for the battery heat exchange module 400, the refrigerant discharged from the battery heat exchange module 400 can enter the front evaporator 220, and absorb the heat of the front passenger compartment through the front evaporator 220.

[0057] In one embodiment, see Figure 1 As shown, the rear passenger compartment heat exchange module 300 includes: a heater 310 and a rear evaporator 320, and the heater 310 can provide a heat source for the rear evaporator 320;

[0058] The pipeline control system selectively connects the rear evaporator 320 with the first condenser 120 , and the rear evaporator 320 with the battery heat exchange module 400 .

[0059] In this embodiment, when the heat pump air conditioner is in cooling mode, the refrigerant flowing out of the first condenser 120 is transported to the rear evaporator 320 through the pipeline control system, and heat is exchanged with the rear passenger compartment through the rear evaporator 320, thereby providing cooling for the rear passenger compartment; when the heat pump air conditioner is in heating mode, the heater 310 heats the rear evaporator 320, and the pipeline control system controls the low-temperature refrigerant to pass through the rear evaporator 320, thereby providing a heat source for the low-temperature refrigerant; for example, the refrigerant discharged from the battery heat exchange module 400 can enter the rear evaporator 320, thereby absorbing the heat of the rear passenger compartment.

[0060] In one embodiment, see Figure 2 As shown, the battery heat exchange module 400 includes a battery heat exchanger 410, and the pipeline control system selectively connects the battery heat exchanger 410 with the first condenser 120, the battery heat exchanger 410 with the second condenser 210, the battery heat exchanger 410 with the front evaporator 220, the battery heat exchanger 410 with the rear evaporator 320, and the battery heat exchanger 410 with the electric drive system heat exchange module.

[0061] In this embodiment, the battery heat exchanger 410 has multiple working modes. Specifically, when the heat pump air-conditioning is in cooling mode, the refrigerant discharged from the first condenser 120 enters the battery heat exchanger 410 to cool the battery; in the heat pump air-conditioning heating mode, the high-temperature and high-pressure refrigerant discharged from the compressor 110 can enter the battery heat exchange module 400 to heat the battery, and the refrigerant discharged from the battery heat exchanger 410 can flow into the front evaporator 220 to absorb heat in the front passenger compartment; or can flow into the rear evaporator 320 to absorb heat in the rear passenger compartment; or can flow into the electric drive system heat exchange module to absorb the heat of the electric drive.

[0062] In one embodiment, see Figure 1 As shown, the electric drive system heat exchange module includes: a radiator 510, a first heat exchanger 520 and a second heat exchanger 530. The radiator 510 and the first heat exchanger 520 are used to exchange heat with the heat exchange medium in the electric drive system heat exchange module. The second heat exchanger 530 exchanges heat with the first heat exchanger 520. The pipeline control system selectively connects the second heat exchanger 530 with the first condenser 120 and the second heat exchanger 530 with the battery heat exchanger 410.

[0063] In this embodiment, in the heat exchange module of the electric drive system, when the temperature of the electric drive system is high, the radiator 510 can be used to dissipate the heat for the heat exchange medium in the electric drive system; the first heat exchanger 520 is used to participate in the heat dissipation of the heat exchange medium in the heat exchange module of the electric drive system. For example, in the heat pump air conditioning cooling mode, the refrigerant in the first condenser 120 can enter the second heat exchanger 530, and heat is exchanged between the second heat exchanger 530 and the first heat exchanger 520, thereby indirectly reducing the temperature of the electric drive system; for example, in the heat pump air conditioning heating mode, the refrigerant discharged from the battery heat exchanger 410 can enter the second heat exchanger 530, and the heat in the electric drive system can be absorbed by the second heat exchanger 530.

[0064] Furthermore, in one embodiment, the electric drive system heat exchange module includes a first circulation loop and a second circulation loop, the radiator 510 and the first heat exchanger 520 exchange heat with the heat exchange medium in the first circulation loop, and the first heat exchanger 520 exchanges heat with the heat exchange medium in the second circulation loop.

[0065] In this embodiment, in the cooling mode of the heat pump air conditioner, the first circulation loop in the heat exchange module of the electric drive system is used to cool the electric drive system, and the heat exchange medium is cooled through the radiator 510 or / and the refrigerant flowing out of the first condenser 120 enters the second heat exchanger 530, exchanges heat with the first heat exchanger 520 through the second heat exchanger 530, and finally cools the heat exchange medium through the first heat exchanger 520; in the heating mode of the heat pump air conditioner, the second circulation loop in the heat exchange module of the electric drive system is used to absorb heat and cool the electric drive system, and at the same time the refrigerant can enter the second heat exchanger 530, and the second heat exchanger 530 exchanges heat with the first heat exchanger 520, thereby absorbing the heat of the electric drive system. In the second circulation loop, the radiator 510 may not work.

[0066] In one embodiment, the electric drive system heat exchange module includes an expansion water tank and an electronic water pump.

[0067] In this embodiment, the expansion water tank in the electric drive system is used to replenish fluid to the first circulation loop or the second circulation loop; the electronic water pump is used to drive the heat exchange medium in the first circulation loop or the second circulation loop to circulate to absorb heat in the electric drive system.

[0068] In one embodiment, the pipeline control system includes: a pipeline, a multi-way control valve, an electronic expansion valve, an electromagnetic control valve and a one-way valve. The pipeline transports the refrigerant, and the multi-way reversing valve, the multi-way control valve, the electronic expansion valve, the electromagnetic control valve and the one-way valve jointly selectively control the flow direction of the refrigerant.

[0069] In this embodiment, the researchers use pipelines, multi-way control valves, electronic expansion valves and electromagnetic control valves to achieve the flow direction of the refrigerant medium in different scenarios. In order to more specifically describe the control method of the pipeline control system in this embodiment, the researchers provide a feasible pipeline control system. It should be noted that when controlling the flow direction of the refrigerant, the connection method of the pipeline control system can be diverse and is not limited to the implementation method provided in this embodiment.

[0070] The piping system includes: a first electronic expansion valve 710, a second electronic expansion valve 720, a third electronic expansion valve 730, a fourth electronic expansion valve 740, a first multi-way control valve 801, a second multi-way control valve 802, a third multi-way control valve 803, a fourth multi-way control valve 804, a fifth multi-way control valve 805, a sixth multi-way control valve 806, a seventh multi-way control valve 807, an eighth multi-way control valve 808, a ninth multi-way control valve 809, a tenth multi-way control valve 810, an eleventh multi-way control valve 811, a first electromagnetic control valve 910, a second electromagnetic control valve 920, a third electromagnetic control valve 930, a fourth electromagnetic control valve 940, a fifth electromagnetic control valve 950, a sixth electromagnetic control valve 960, a first check valve 610, and a second check valve 620. At the same time, the researchers explained the flow direction of the refrigerant in each working scenario:

[0071] Scenario 1, see Figure 2 As shown, the heat pump air conditioner is heating, and the heat from the front passenger compartment and the electric drive system provides a heat source for the refrigerant. The refrigerant flowing out of the compressor 110 enters the battery heat exchanger 410, thereby providing a heat source for the battery heat exchange module 400. Specifically, the high-temperature and high-pressure refrigerant flowing out of the compressor 110 enters the battery heat exchange module 400 through the first multi-way control valve 801, the first electromagnetic control valve 910, the ninth multi-way control valve 809, the sixth electromagnetic control valve 960, and the fifth multi-way control valve 805. The refrigerant heats the battery through the battery heat exchanger 410, and then passes through the fourth electronic expansion valve 740, the second multi-way control valve 802, and the third multi-way control valve 803. In the third multi-way control valve 803, one of the paths passes through the first electronic expansion valve 710 to enter the front passenger compartment heat exchange module 200, and the refrigerant absorbs the heat of the front passenger compartment through the front evaporator 220 and then flows back to the compressor 110 through the seventh multi-way control valve 807 and the fourth multi-way control valve 804; the other path passes through the second electronic expansion valve 720 to enter the electric drive system heat exchange module, and the refrigerant absorbs the heat of the electric drive system through the second heat exchanger 530 and then flows back to the compressor 110 through the fourth multi-way control valve 804.

[0072] Scenario 2, see Figure 3As shown, the heat pump air conditioner provides heating by absorbing heat from the environment through the first condenser 120 and absorbing heat from the electric drive system through the electric drive system heat exchange module to provide a heat source for the refrigerant. The refrigerant flowing out of the compressor 110 enters the second condenser 210 in the front passenger compartment and the battery heat exchanger 410 of the battery heat exchange module 400, thereby providing heat for the front passenger compartment and the battery. Specifically, the high-temperature and high-pressure refrigerant flowing out of the compressor 110 enters the second condenser 210 of the front passenger compartment heat exchange module 200 through the first multi-way control valve 801, and the refrigerant supplies heat to the front passenger compartment through the second condenser 210, and then enters the battery heat exchange module 400 through the ninth multi-way control valve 809, the sixth solenoid control valve 960, and the fifth multi-way control valve 805. The refrigerant supplies heat to the battery through the battery heat exchanger 410, thereby further reducing the temperature of the refrigerant. The refrigerant then enters the second multi-way control valve 802 and the third multi-way control valve 803 through the fourth electronic expansion valve 740. 3, one of the paths passes through the second electronic expansion valve 720 to enter the heat exchange module of the electric drive system, and the refrigerant absorbs the heat of the electric drive system through the second heat exchanger 530 and then flows back to the compressor 110 through the fourth multi-way control valve 804; the other path passes through the third electronic expansion valve 730, the eighth multi-way control valve 808, the first check valve 610, and the tenth multi-way control valve 810 to enter the first condenser 120, and the refrigerant exchanges heat with the external environment in the first condenser 120, thereby absorbing the heat of the environment, and then flows back to the compressor 110 through the eleventh multi-way control valve 811, the third electromagnetic control valve 930, and the fourth multi-way control valve 804.

[0073] Scenario 3, see Figure 4As shown, the heat pump air conditioner provides heating by absorbing heat from the rear passenger compartment through the rear passenger compartment heat exchange module 300 and heat from the electric drive system through the electric drive system heat exchange module to provide a heat source for the refrigerant, and the refrigerant flowing out of the compressor 110 enters the second condenser 210 of the front passenger compartment and the battery heat exchanger 410 of the battery heat exchange module 400, thereby providing heat for the front passenger compartment and the battery. Specifically, the high-temperature and high-pressure refrigerant flowing out of the compressor 110 enters the second condenser 210 of the front passenger compartment heat exchange module 200 through the first multi-way control valve 801, and the refrigerant supplies heat to the front passenger compartment through the second condenser 210, and then enters the battery heat exchange module 400 through the ninth multi-way control valve 809, the sixth solenoid control valve 960, and the fifth multi-way control valve 805, and the refrigerant supplies heat to the battery through the battery heat exchanger 410, and then the refrigerant enters the second multi-way control valve 802 and the third multi-way control valve 803 through the fourth electronic expansion valve 740. In the third multi-way control valve 803, one of the paths passes through the second The electronic expansion valve 720 enters the electric drive system heat exchange module, and the refrigerant absorbs the heat of the electric drive system in the second heat exchanger 530 and then flows back to the compressor 110 through the fourth multi-way control valve 804; the other way enters the rear passenger compartment heat exchange module 300 through the third electronic expansion valve 730, the eighth multi-way control valve 808, and the fourth solenoid control valve 940. The heater 310 in the rear passenger compartment heat exchange module 300 heats the rear evaporator 320. The refrigerant absorbs heat from the rear evaporator 320 and then flows back to the compressor 110 from the sixth multi-way control valve 806, the seventh multi-way control valve 807, and the fourth multi-way control valve 804.

[0074] Scene 4, see Figure 5As shown, the heat pump air conditioner performs refrigeration, exchanges heat with the external environment through the first condenser 120, and then transports the refrigerant to the front passenger compartment heat exchange module 200, the rear passenger compartment heat exchange module 300, the battery heat exchange module 400 and the electric drive system heat exchange module respectively, so as to provide cooling for the front passenger compartment, the rear passenger compartment, the battery and the electric drive system. Specifically, the refrigerant flowing out of the compressor 110 enters the first condenser 120 through the first multi-way control valve 801, the first electromagnetic control valve 910, the ninth multi-way control valve 809, the second electromagnetic control valve 920, and the eleventh multi-way control valve 811, and then enters the second multi-way control valve 802 through the tenth multi-way control valve 810 and the second check valve 620. In the second multi-way control valve 802, one of the paths passes through the fourth electronic expansion valve 740 to enter the battery heat exchange module 400, and the refrigerant supplies cooling to the battery through the battery heat exchanger 410, and then flows back to the compressor 110 through the fifth multi-way control valve 805, the fifth electromagnetic control valve 950, the sixth multi-way control valve 806, the seventh multi-way control valve 807, and the fourth multi-way control valve 804; the other path enters the third multi-way control valve 803, and in the third multi-way control valve 803, one of the paths passes through the first electronic expansion valve 710 enters the front passenger compartment heat exchange module 200, the refrigerant supplies cooling to the front passenger compartment through the front evaporator 220, and then flows back to the compressor 110 through the seventh multi-way control valve 807 and the fourth multi-way control valve 804; another way enters the rear passenger compartment heat exchange module 300 through the third electronic expansion valve 730, the eighth multi-way control valve 808, and the fourth electromagnetic control valve 940, the refrigerant supplies cooling to the rear passenger compartment through the rear evaporator 320, and then flows back to the compressor 110 through the sixth multi-way control valve 806, the seventh multi-way control valve 807, and the fourth multi-way control valve 804; another way enters the electric drive system heat exchange module through the second electronic expansion valve 720, and the refrigerant supplies cooling to the first heat exchanger 520 through the second heat exchanger 530, thereby cooling the electric drive system. It should be noted that when the electric drive system is not started, this way can be kept closed. This scenario is scenario five, and you can refer to Figure 6 Alternatively, when the radiator 510 and the first heat exchanger 520 in the electric drive system heat exchange module can reduce the heat of the electric drive system, the path can also be closed, that is, the refrigerant does not enter the electric drive system heat exchange module. This scenario is scenario six, which can be referred to Figure 7 .

[0075] Scene 7, see Figure 8As shown, in heat pump air conditioning refrigeration, the refrigerant can first absorb the cold in the front passenger compartment through the second condenser 210, then enter the first condenser 120 for secondary cooling, and then enter the battery heat exchange module 400 to provide cooling for the battery. Specifically, the refrigerant flowing out of the compressor 110 enters the front passenger compartment heat exchange module 200 through the first multi-way control valve 801, absorbs the cold of the front passenger compartment through the second condenser 210, and then enters the first condenser 120 through the ninth multi-way control valve 809, the second solenoid control valve 920, and the eleventh multi-way control valve 811, and then enters the second multi-way control valve 802 through the tenth multi-way control valve 810 and the second check valve 620, and then enters the battery heat exchange module 400 through the fourth electronic expansion valve 740 in the second multi-way control valve 802, and the refrigerant supplies cooling to the battery through the battery heat exchanger 410, and then flows back to the compressor 110 through the fifth multi-way control valve 805, the fifth solenoid control valve 950, the sixth multi-way control valve 806, the seventh multi-way control valve 807, and the fourth multi-way control valve 804.

[0076] The present application also proposes a car, which includes a car thermal management architecture.

[0077] 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.

[0078] 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. An automobile thermal management architecture, comprising a front passenger compartment heat exchange module (200), a rear passenger compartment heat exchange module (300), a battery heat exchange module (400) and an electric drive system heat exchange module, characterized in that: The automotive thermal management architecture further includes: A heat pump air conditioning module comprises a compressor (110) and a first condenser (120), wherein the first condenser (120) exchanges heat with an external environment; A pipeline control system, the pipeline control system selectively controlling the refrigerant to enter the heat pump air conditioning module, the front passenger compartment heat exchange module (200), the rear passenger compartment heat exchange module (300), the battery heat exchange module (400) and the electric drive system heat exchange module; In the heat pump air conditioning heating mode, the pipeline control system selectively controls at least one of the first condenser (120), the front passenger compartment heat exchange module (200), the rear passenger compartment heat exchange module (300) or the electric drive system heat exchange module to provide a heat source for the refrigerant, so as to provide heat for the battery heat exchange module (400) or to simultaneously provide heat for the front passenger compartment heat exchange module (200) and the battery heat exchange module (400).

2. The automotive thermal management architecture according to claim 1, characterized in that: In the heat pump air conditioning refrigeration mode, the pipeline control system selectively controls the low-temperature refrigerant discharged from the first condenser (120) to be transported to at least one of the front passenger compartment heat exchange module (200), the rear passenger compartment heat exchange module (300), the battery heat exchange module (400) and the electric drive system heat exchange module.

3. The automotive thermal management architecture according to claim 2, characterized in that: The front passenger compartment heat exchange module (200) comprises: a second condenser (210) and a front evaporator (220); the pipeline control system selectively connects the second condenser (210) and the first condenser (120), the second condenser (210) and the battery heat exchange module (400), the second condenser (210) and the compressor (110), the front evaporator (220) and the first condenser (120), and the front evaporator (220) and the battery heat exchange module (400).

4. The automotive thermal management architecture according to claim 3, characterized in that: The rear passenger compartment heat exchange module (300) comprises: a heater (310) and a rear evaporator (320), wherein the heater (310) can provide a heat source for the rear evaporator (320); The pipeline control system selectively connects the rear evaporator (320) and the first condenser (120), and the rear evaporator (320) and the battery heat exchange module (400).

5. The automotive thermal management architecture according to claim 4, characterized in that: The battery heat exchange module (400) includes a battery heat exchanger (410), and the pipeline control system selectively connects the battery heat exchanger (410) and the first condenser (120), the battery heat exchanger (410) and the second condenser (210), the battery heat exchanger (410) and the front evaporator (220), the battery heat exchanger (410) and the rear evaporator (320), and the battery heat exchanger (410) and the electric drive system heat exchange module.

6. The automotive thermal management architecture according to claim 5, characterized in that: The electric drive system heat exchange module comprises: a radiator (510), a first heat exchanger (520) and a second heat exchanger (530); the radiator (510) and the first heat exchanger (520) are used to exchange heat with a heat exchange medium in the electric drive system heat exchange module; the second heat exchanger (530) exchanges heat with the first heat exchanger (520); and the pipeline control system selectively connects the second heat exchanger (530) with the first condenser (120) and the second heat exchanger (530) with the battery heat exchanger (410).

7. The automotive thermal management architecture according to claim 6, characterized in that: The electric drive system heat exchange module includes a first circulation loop and a second circulation loop, the radiator (510) and the first heat exchanger (520) exchange heat with the heat exchange medium in the first circulation loop, and the first heat exchanger (520) exchanges heat with the heat exchange medium in the second circulation loop.

8. The automotive thermal management architecture according to claim 6, characterized in that: The electric drive system heat exchange module includes an expansion water tank and an electronic water pump.

9. The automotive thermal management architecture according to claim 1, characterized in that: The pipeline control system includes: a pipeline, a multi-way control valve, an electronic expansion valve, an electromagnetic control valve and a one-way valve. The pipeline transports the refrigerant. The multi-way control valve, the electronic expansion valve, the electromagnetic control valve and the one-way valve jointly and selectively control the flow direction of the refrigerant.

10. An automobile, characterized in that: The automobile comprises the automobile thermal management architecture as claimed in any one of claims 1 to 9.

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