Thermal management system of vehicle

Abstract

The utility model provides a thermal management system of a vehicle, which belongs to the technical field of thermal management of automobiles and comprises a cooling liquid loop, the cooling liquid loop comprises a valve group and a plurality of passages, and the passages are connected through the valve group to enable at least two passages to be communicated to form a loop. A first passenger compartment heat exchanger and a first liquid pump are arranged on the first passage; a second liquid pump is arranged on the second passage, and a driving battery passes through the second passage; a third liquid pump is arranged on the third passage, and the fourth passage is electrically driven. The liquid pumps are arranged on the first channel, the second channel and the third channel, circulation of the cooling liquid loop of the thermal management system can be achieved, the liquid pumps do not need to be arranged on all the channels, simplification of the cooling liquid loop is facilitated, the number of the liquid pumps is reduced, the occupied space of the thermal management system is reduced, and the endurance of the whole vehicle is improved.

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, drive battery electronic control and passenger compartment of the new energy vehicle, so that the vehicle drive components such as the motor, the car's drive battery assembly 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. The existing whole vehicle thermal management system usually includes a refrigerant circuit and a coolant circuit. The coolant circuit usually includes multiple passages, and each passage is provided with a liquid pump to drive the flow of coolant in the passage. Due to the complexity of the passages, there are a large number of liquid pumps, and the thermal management system is bulky and costly. At the same time, each liquid pump consumes the energy of the whole vehicle during operation, affecting the cruising range of the whole vehicle. Utility Model Content

[0003] In view of the above-mentioned shortcomings of the prior art, the purpose of the present invention is to provide a vehicle thermal management system to solve the problems of the prior art thermal management system having a large number of liquid pumps, occupying a large space, and affecting the vehicle's endurance.

[0004] To achieve the above-mentioned purpose and other related purposes, the utility model provides a vehicle thermal management system, including a refrigerant circuit and a coolant circuit, wherein the coolant circuit includes a valve group and a plurality of passages, wherein the passages are connected through the valve group so that at least two of the passages are connected to form a circuit.

[0005] Wherein, the pathway includes:

[0006] a first passage, wherein a first passenger compartment heat exchanger and a first liquid pump are disposed on the first passage, the first passage passes through a condensing unit of the refrigeration circuit and exchanges heat with the condensing unit;

[0007] a second passage, wherein a second liquid pump is disposed on the second passage and the second passage passes through a driving battery;

[0008] a third passage, on which a third liquid pump is provided, and through which an evaporation unit of the refrigerant circuit is passed and heat is exchanged with the evaporation unit;

[0009] A fourth passage is electrically driven.

[0010] Optionally, the refrigerant circuit includes a compressor, a first heat exchanger used as the condensing unit, a throttle valve and a second heat exchanger used as the evaporating unit, which are arranged in series.

[0011] 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, the second heat exchanger is connected to the inlet of the compressor, the first passage passes through the first heat exchanger, and the third passage passes through the second heat exchanger.

[0012] Optionally, a second passenger compartment heat exchanger is provided on the second passage.

[0013] Optionally, the second passage further includes a three-way valve, a first branch and a second branch connected in parallel, the inlet of the three-way valve is connected to the inlet end of the second passage, the inlet end of the first branch and the inlet end of the second branch are respectively connected to two outlets of the three-way valve, the outlet end of the first branch and the outlet end of the second branch are connected to the outlet end of the second passage, and the driving battery and the second liquid pump are arranged in series on the second branch;

[0014] The second passenger compartment heat exchanger is disposed on the first branch, or the second passenger compartment heat exchanger is disposed between the inlet end of the second passage and the inlet of the three-way valve.

[0015] Optionally, the second liquid pump is arranged on the second branch and is connected in series with the driving battery. The second passage also includes a water mixing branch, the outlet end of the water mixing branch is connected to the inlet end of the second branch, the inlet end of the water mixing branch is connected to the outlet end of the second branch, and a one-way valve or a stop valve is arranged on the water mixing branch.

[0016] Optionally, the three-way valve is a proportional three-way valve.

[0017] Optionally, when in the passenger compartment cooling mode and / or the drive battery cooling mode, the inlet end of the second passage is connected to the outlet end of the third passage, and the outlet end of the second passage is connected to the inlet end of the third passage.

[0018] Optionally, the fourth passage also includes a first bus branch and a second bus branch, the outlet end of the first bus branch and the outlet end of the second bus branch are both connected to the inlet of the electric drive, the outlet of the electric drive is connected to the outlet end of the fourth passage, the inlet end of the first bus branch and the inlet end of the second bus branch are both the inlet end of the fourth passage, and an off-vehicle heat exchanger is arranged on the first bus branch.

[0019] Optionally, when in the passenger compartment dehumidification mode, the inlet end of the first passage is connected to the outlet end of the fourth passage, the outlet end of the first passage is connected to the inlet end of the first bus branch and / or the second bus branch, the inlet end of the second passage is connected to the outlet end of the third passage, and the outlet end of the second passage is connected to the inlet end of the third passage.

[0020] Optionally, when in the electric drive passenger compartment heating mode, the inlet end of the first passage is connected to the outlet end of the fourth passage, and the outlet end of the first passage is connected to the inlet end of the second bus branch.

[0021] Optionally, when in the electric drive and drive battery heat dissipation and cooling mode, the outlet end of the second passage is connected to the inlet end of the first bus branch, the outlet end of the fourth passage is connected to the inlet end of the third passage, and the outlet end of the third passage is connected to the inlet end of the fourth passage.

[0022] Optionally, when in the coolant circuit coolant filling mode, the inlet end of the first passage is connected to the outlet end of the second passage, the outlet end of the first passage is connected to the inlet end of the third passage, the outlet end of the third passage is connected to the inlet end of the first bus branch, and the outlet end of the fourth passage is connected to the inlet end of the second passage.

[0023] Optionally, when in the refrigerant circuit mode of heating the passenger compartment and the drive battery, the outlet end of the first passage is connected to the inlet end of the second passage, the outlet end of the second passage is connected to the inlet end of the first passage, the outlet end of the third passage is connected to the inlet end of the first bus branch, and the outlet end of the fourth passage is connected to the inlet end of the third passage.

[0024] Optionally, when in the electric drive heat recovery mode, the outlet end of the first passage is connected to the inlet end of the second passage, the outlet end of the second passage is connected to the inlet end of the first passage, the outlet end of the third passage is connected to the inlet end of the second bus branch, and the outlet end of the fourth passage is connected to the inlet end of the third passage.

[0025] Optionally, when in the electric drive heating battery mode, the outlet end of the second passage is connected to the inlet end of the fourth passage, the outlet end of the fourth passage is connected to the inlet end of the third passage, and the outlet end of the third passage is connected to the inlet end of the fourth passage.

[0026] Optionally, when in the electric drive heating passenger compartment and the drive battery mode, the outlet end of the first passage is connected to the inlet end of the fourth passage, the outlet end of the fourth passage is connected to the inlet end of the second passage, and the outlet end of the second passage is connected to the inlet end of the first passage.

[0027] Optionally, a heater is further provided on the first passage, and the heater, the first passenger compartment heat exchanger and the first liquid pump are arranged in series on the first passage.

[0028] Optionally, no liquid pump is provided on the fourth passage.

[0029] As described above, the thermal management system of the vehicle of the utility model has the following beneficial effects: the present application can realize the circulation of the coolant circuit of the thermal management system by setting liquid pumps on the first passage, the second passage and the third passage, without setting liquid pumps on each passage, which is beneficial to simplify the coolant circuit and reduce the number of liquid pumps, thereby helping to reduce the space occupied by the thermal management system and improve the endurance of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 This is a schematic diagram of the structure of a thermal management system for a vehicle in an embodiment of the utility model;

[0031] Figure 2 This is a first connection diagram of a thermal management system of a vehicle in an embodiment of the present utility model;

[0032] Figure 3 This is the second connection diagram of the thermal management system of the vehicle in the embodiment of the utility model;

[0033] Figure 4 The third connection diagram of the thermal management system of the vehicle in the embodiment of the utility model;

[0034] Figure 5 The fourth is a connection diagram of the thermal management system of a vehicle in an embodiment of the present utility model;

[0035] Figure 6 The fifth connection diagram of the thermal management system of the vehicle in the embodiment of the utility model;

[0036] Figure 7 The sixth connection diagram of the thermal management system of the vehicle in the embodiment of the utility model;

[0037] Figure 8 The seventh is a schematic diagram of the communication of the thermal management system of a vehicle in an embodiment of the present utility model;

[0038] Fig. 9 FIG. 8 is the eighth connection diagram of the thermal management system of a vehicle in an embodiment of the present utility model.

[0039] Explanation of the reference numerals: compressor 1, first heat exchanger 2, drying tank 3, throttle valve 4, second heat exchanger 5, one-way valve 6, second passenger compartment heat exchanger 7, three-way valve 8, drive battery 9, second liquid pump 10, first passenger compartment heat exchanger 11, heater 12, first liquid pump 13, nine-way valve 14, electric drive 15, external heat exchanger 16, third liquid pump 17, 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, inlet 801, first outlet 802, second outlet 803. DETAILED DESCRIPTION

[0040] 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.

[0041] 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 is also regarded as the scope of the implementation of the utility model without substantial change of the technical content.

[0042] See also Figures 1 to 9 The utility model provides a thermal management system for a vehicle, comprising a refrigerant circuit and a coolant circuit, wherein the coolant circuit comprises a valve group and a plurality of passages, wherein the passages are connected by the valve group so that at least two passages are connected to form a circuit.

[0043] The pathways include:

[0044] A first passage, on which a first passenger compartment heat exchanger 11 and a first liquid pump 13 are disposed, and the first passage passes through a condensing unit of a refrigeration circuit and exchanges heat with the condensing unit;

[0045] A second passage, on which a second liquid pump 10 is disposed, and a driving battery 9 passes through the second passage;

[0046] A third passage, on which a third liquid pump 17 is disposed, and the third passage passes through an evaporation unit of the refrigerant circuit and exchanges heat with the evaporation unit;

[0047] The fourth path passes through the electric drive 15.

[0048] In this embodiment, liquid pumps are arranged on the first passage, the second passage and the third passage, that is, three liquid pumps are used in the coolant circuit in this embodiment, so that the circulation of the coolant circuit of the thermal management system can be realized. There is no need to arrange more liquid pumps on each passage, which is beneficial to simplify the coolant circuit and reduce the number of liquid pumps, thereby helping to reduce the space occupied by the thermal management system and improve the endurance of the whole vehicle.

[0049] Specifically, Figure 1 to Figure 9 As shown, in this embodiment, no liquid pump is provided on the fourth passage, thereby simplifying the structure of the fourth passage and reducing the number of liquid pumps on the coolant circuit. Liquid pumps are provided on the first passage, the second passage and the third passage. Through the connecting structure between the first passage, the second passage, the third passage and the fourth passage, it is possible to achieve: refrigeration dehumidification, heating dehumidification, and constant temperature dehumidification in spring and autumn; in low temperature environments such as winter, the passenger compartment needs to be heated for cold start conditions of the vehicle, and the passenger compartment and the drive battery need to be heated for cold start conditions of the vehicle in low temperature environments such as winter; in low temperature environments such as winter, the drive battery 9 and the passenger compartment are heated by air conditioning; in low temperature environments such as winter, the heat generated by the electric drive 15 is recovered; the electric drive 15 heats the drive battery 9 and the coolant circuit is filled with coolant, and other thermal management modes. While meeting the thermal management function, the thermal management system is simplified, which is conducive to reducing the cost of the entire vehicle and improving the thermal management efficiency.

[0050] In this embodiment, the refrigerant circuit includes a compressor 1, a first heat exchanger 2 used as a condensing unit, a throttle valve 4 and a second heat exchanger 5 used as an evaporating unit, which are arranged in series in sequence. 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 4. The second heat exchanger 5 is connected to the inlet of the compressor 1, the first path passes through the first heat exchanger 2, and the third path passes through the second heat exchanger 5.

[0051] 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.

[0052] like Figure 1 to Figure 9As shown, in this embodiment, a drying tank 3 is further provided between the first heat exchanger 2 and the throttle valve 4 in the refrigerant circuit, and an intermediate heat exchanger is integrated on the drying tank 3. In this embodiment, an intermediate heat exchanger 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 this embodiment, the throttle valve 4 is an electronic expansion valve, which has the advantages of a wide adjustment range and fast adjustment response. In the flow direction of the medium in the refrigerant circuit, the drying tank 3 and the electronic expansion valve are connected in series between the first heat exchanger 2 and the second heat exchanger 5 in sequence. The electronic expansion valve 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.

[0053] like Figure 1 to Figure 9 As shown, in this embodiment, a second passenger compartment heat exchanger 7 is provided on the second passage. The second passenger compartment heat exchanger 7 is also used to exchange heat with the passenger compartment, and can heat or cool the passenger compartment.

[0054] Specifically, in this embodiment, the second passage also includes a three-way valve 8, a first branch and a second branch connected in parallel, the inlet 801 of the three-way valve 8 is connected to the inlet end of the second passage, the inlet end of the first branch and the inlet end of the second branch are respectively connected to the two outlets of the three-way valve 8, and the outlet end of the first branch and the outlet end of the second branch are both connected to the outlet end of the second passage. In this embodiment, the first outlet 802 of the three-way valve 8 is connected to the inlet end of the first branch, and the second outlet 803 of the three-way valve 8 is connected to the inlet end of the second branch. The three-way valve 8 can adjust the flow direction of the coolant in the second passage so that the coolant in the second passage flows into the first branch and / or the second branch.

[0055] The second passenger compartment heat exchanger 7 can be connected in parallel with the drive battery 9 or in series with the drive battery 9. In some embodiments, the second passenger compartment heat exchanger 7 is arranged between the inlet end of the second passage and the inlet 801 of the three-way valve, and the second passenger compartment heat exchanger 7 is connected in series with the drive battery 9. In this embodiment, the second passenger compartment heat exchanger 7 is arranged on the first branch, the drive battery 9 and the second liquid pump 10 are arranged in series on the second branch, and the second passenger compartment heat exchanger 7 is connected in parallel with the drive battery 9, so that the temperature changes of the drive battery 9 and the passenger compartment heat exchanger 7 are more stable and easier to adjust.

[0056] In this embodiment, the second passage also includes a water mixing branch, the outlet end of the water mixing branch is connected to the inlet end of the second branch, the inlet end of the water mixing branch is connected to the outlet end of the second branch, and a one-way valve 6 or a stop valve is provided on the water mixing branch.

[0057] In this embodiment, a one-way valve 6 is provided on the mixed water branch. Driven by the second liquid pump 10, the coolant in the second branch flows through the driving battery 9 and exchanges heat with the driving battery 9. After the heat exchange, part of the coolant flows into the outlet of the second passage, and part flows into the inlet of the second branch through the mixed water branch to mix with the coolant at the inlet of the second branch, thereby adjusting the coolant temperature at the inlet of the second branch. The one-way valve 6 or the stop valve provided on the mixed water branch can prevent the coolant from flowing back from the outlet of the mixed water branch to the inlet of the mixed water branch when the pressure at the outlet of the mixed water branch is higher than the pressure at the inlet of the mixed water branch.

[0058] In this embodiment, the three-way valve 8 is a proportional three-way valve 8. The proportional three-way valve 8 can adjust the opening ratio between its two outlets, thereby adjusting the ratio of the coolant entering the first branch and the second branch from the inlet end of the second passage.

[0059] In this embodiment, the fourth passage also includes a first bus branch and a second bus branch. The outlet end of the first bus branch and the outlet end of the second bus branch are both connected to the inlet 15 of the electric drive, and the outlet of the electric drive 15 is connected to the outlet end of the fourth passage. The inlet end of the first bus branch and the inlet end of the second bus branch are both the inlet end of the fourth passage, that is, the fourth passage has a first bus branch and a second bus branch before the electric drive 15, and the inlet end of the first bus branch and the inlet end of the second bus branch are also the inlet end of the fourth passage.

[0060] The first converging branch is provided with an off-vehicle heat exchanger 16. The off-vehicle heat exchanger 16 is used to exchange heat with the outside of the vehicle, and can absorb heat from the outside of the vehicle or dissipate heat to the outside of the vehicle. In this embodiment, the off-vehicle heat exchanger 16 is a heat dissipation water tank, which is used for heat exchange between the coolant and the air outside the vehicle.

[0061] In this embodiment, a heater 12 is further provided on the first passage, and the heater 12, the first passenger compartment heat exchanger 11 and the first liquid pump 13 are arranged in series on the first passage. In this embodiment, the heater 12 is an electric heater 12, which is suitable for new energy vehicles such as electric vehicles and hybrid vehicles. In this embodiment, the first liquid pump 13, the heater 12 and the first passenger compartment heat exchanger 11 are arranged in series from the inlet end of the first passage to the outlet end of the first passage.

[0062] In this embodiment, the valve group includes a nine-way valve 14, and the nine-way valve 14 has 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. In this embodiment, 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, and the outlet end of the third passage is connected to the sixth interface V6.

[0063] The outlet end of the fourth passage is connected to the ninth interface V9, and the inlet end of the fourth passage is connected to the seventh interface V7 and the eighth interface V8 respectively. Specifically, the inlet end of the first bus branch is connected to the seventh interface V7, and the inlet end of the second bus branch is connected to the eighth interface V8.

[0064] In this embodiment, the opening of the seventh port V7 and the opening of the eighth port V8 are proportionally adjusted to adjust the amount of coolant entering the fourth passage through the first confluence branch and the amount of coolant entering the fourth passage through the second confluence branch respectively.

[0065] In the spring and autumn cooling and dehumidification, heating and dehumidification, constant temperature dehumidification and other working conditions, when the passenger compartment and the drive battery 9 need to be cooled and cooled, and the electric drive 15 needs to dissipate heat, the inlet end of the second passage is connected to the outlet end of the third passage, the outlet end of the second passage is connected to the inlet end of the third passage, the inlet end of the first passage is connected to the outlet end of the second passage, and the outlet end of the first passage is connected to the inlet end of the second passage, that is, the first interface V1 is connected to the ninth interface V9, the second interface V2 can be connected to the seventh interface V7, or 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 compressor 1 is working, and the heater 12 is not working. The compressed refrigerant exchanges heat and cools down with the coolant in the first passage at the first heat exchanger 2. After the coolant in the first passage absorbs heat at the first heat exchanger 2, it flows through the heater 12 and the first passenger compartment heat exchanger 11.

[0066] like Figure 2 As shown, in this embodiment, the second interface V2 is connected to the seventh interface V7, and after the coolant dissipates heat in the first passenger compartment heat exchanger 11, it flows into the vehicle exterior heat exchanger 16 through the second interface V2 and the seventh interface V7, and the coolant further dissipates heat outside the vehicle and then cools, and flows into the electric drive 15 to cool down and absorb heat from the electric drive 15. The coolant after absorbing heat returns to the first passage through the ninth interface V9 and the first interface V1, and flows into the first passenger compartment radiator under the action of the first liquid pump 13, completing the cycle.

[0067] At the same time, the refrigerant in the refrigerant circuit, that is, the refrigerant, is cooled at the second heat exchanger 5, flows through the throttle valve 4 to reduce the pressure, and returns to the compressor 1 after vaporizing and absorbing heat at the second heat exchanger 5. Driven by the third liquid pump 17, the coolant in the third passage flows through the second heat exchanger 5, exchanges heat with the refrigerant and cools down. The cooled coolant flows into the second passage through the sixth interface V6 and the third interface V3, and flows into the second passenger compartment heat exchanger 7 and the drive battery 9 respectively through the multi-way valve to cool down the drive battery 9 and the passenger compartment respectively. After absorbing heat in the second passage, the coolant returns to the third passage through the fourth interface V4 and the fifth interface V5. By adjusting the opening ratio of the two outlets of the three-way valve 8, the ratio of the coolant flowing through the second passenger compartment heat exchanger 7 and the drive battery 9 can be adjusted, and then the distribution of cold between the passenger compartment and the drive battery 9 can be adjusted to achieve different temperature regulation targets for the passenger compartment and the drive battery 9.

[0068] After the air in the passenger compartment is heated at the first passenger compartment heat exchanger 11, it is cooled by the second passenger compartment heat exchanger 7, which is beneficial to condense water vapor in the air in the passenger compartment and improve the dehumidification effect.

[0069] In this embodiment, the second interface V2 can be connected to the seventh interface V7 and the eighth interface V8 at the same time, and the coolant flowing out of the second interface V2 can partially flow into the seventh interface V7 and partially flow into the eighth interface V8. Since the opening of the seventh interface V7 and the opening of the eighth interface V8 can be proportionally adjusted, the ratio between the opening of the seventh interface V7 and the opening of the eighth interface V8 can be adjusted to adjust the amount of coolant flowing from the second interface V2 to the seventh interface V7 and the eighth interface V8, respectively, and then adjust the temperature of the coolant entering the electric drive 15, so as to achieve dehumidification conditions at different target temperatures in the passenger compartment in spring and autumn, such as cooling dehumidification, heating dehumidification, constant temperature dehumidification, etc.

[0070] like Figure 3 As shown, in a low temperature environment such as winter, when the vehicle is cold-started and the passenger compartment needs to be heated, the inlet end of the first passage is connected to the outlet end of the fourth passage, and the outlet end of the first passage is connected to the inlet end of the second bus branch, that is, the first interface V1 is connected to the ninth interface V9, and the second interface V2 is connected to the eighth interface V8.

[0071] After the vehicle is cold-started, the electric drive 15 generates heat, and the coolant in the fourth passage absorbs heat through the electric drive 15. The coolant after absorbing heat flows into the first passage through the ninth interface V9 and the first interface V1. The coolant in the first passage flows through the heater 12 and the first passenger compartment heat exchanger 11 in sequence under the action of the first liquid pump 13. The coolant releases heat at the first passenger compartment heat exchanger 11 to heat the air in the passenger compartment to meet the heating requirements of the passenger compartment. The coolant after releasing heat returns to the fourth passage through the second interface V2 and the eighth interface V8 to complete the cycle. When the coolant flows through the heater 12, the heater 12 can further heat the coolant to further increase the temperature of the coolant and enhance the heating effect of the passenger compartment.

[0072] like Figure 4 As shown, in a low temperature environment such as winter, when the vehicle is cold started and the passenger compartment and the drive battery 9 need to be heated, the outlet end of the first passage is connected to the inlet end of the fourth passage, the outlet end of the fourth passage is connected to the inlet end of the second passage, and the outlet end of the second passage is connected to the inlet end of the first passage, that is, the first interface V1 is connected to the fourth interface V4, the second interface V2 is connected to the eighth interface V8, and the ninth interface V9 is connected to the third interface V3.

[0073] After the vehicle is cold started, the electric drive 15 generates heat, and the coolant in the fourth passage absorbs heat through the electric drive 15. The coolant after absorbing heat flows into the second passage through the ninth interface V9 and the third interface V3. The coolant flowing into the second passage is distributed by the three-way valve 8, and then flows through the drive battery 9 and the second passenger compartment heat exchanger 7 respectively and releases heat, thereby heating the drive battery 9 and the passenger compartment respectively. The coolant after releasing heat flows into the first passage through the fourth interface V4 and the first interface V1, and under the action of the first liquid pump 13, it flows through the heater 12 and the first passenger compartment heat exchanger 11 in sequence, and then returns to the fourth passage through the second interface V2 and the eighth interface V8 to complete the cycle. When the coolant flows through the heater 12, the heater 12 can heat the coolant to increase the temperature of the coolant, and the coolant can also release heat in the first passenger compartment to enhance the heating effect of the passenger compartment. The three-way valve 8 is a proportional three-way valve 8, which can adjust the proportion of the coolant flowing through the drive battery 9 and the second passenger compartment heat exchanger 7, thereby adjusting the heating amount of the drive battery 9 and the passenger compartment.

[0074] like Figure 5As shown, in a low temperature environment such as winter, when the drive battery 9 and the passenger compartment are heated by air conditioning, the compressor 1 works, the outlet end of the first passage is connected to the inlet end of the second passage, the outlet end of the second passage is connected to the inlet end of the first passage, the outlet end of the third passage is connected to the inlet end of the first bus branch, the outlet end of the fourth passage is connected to the inlet end of the third passage, that is, the first interface V1 is connected to the fourth interface V4, the second interface V2 is connected to the third interface V3, the fifth interface V5 is connected to the ninth interface V9, and the sixth interface V6 is connected to the seventh interface V7.

[0075] The compressor 1 works, and the compressed refrigerant exchanges heat with the coolant in the first passage at the first heat exchanger 2 to reduce the temperature. The coolant in the first passage absorbs heat at the first heat exchanger 2 and flows through the heater 12 and the first passenger compartment heat exchanger 11. When the coolant flows through the heater 12, the heater 12 can further heat the coolant to further increase the temperature of the coolant and enhance the heating effect of the passenger compartment.

[0076] After the coolant releases heat in the first passenger compartment heat exchanger 11 , it flows into the second passage through the second port V2 and the third port V3 .

[0077] The coolant flowing into the second passage flows into the drive battery 9 and the second passenger compartment heat exchanger 7 respectively through the three-way valve 8, and the coolant releases heat at the second passenger compartment heat exchanger 7 and the drive battery 9, thereby heating the drive battery 9 and the passenger compartment. The three-way valve 8 is a proportional three-way valve 8, which can adjust the ratio of the coolant flowing through the drive battery 9 and the second passenger compartment heat exchanger 7, thereby adjusting the heating amount of the drive battery 9 and the passenger compartment.

[0078] After releasing heat in the second passenger compartment heat exchanger 7 and the drive battery 9, the coolant returns to the first passage through the fourth interface V4 and the first interface V1, and flows into the first heat exchanger 2 under the action of the first liquid pump 13, and continues to exchange heat with the refrigerant in the refrigerant circuit in the first heat exchanger 2.

[0079] At the same time, the refrigerant in the refrigerant circuit, that is, the refrigerant, is cooled in the first heat exchanger 2, flows through the throttle valve 4 to reduce the pressure, and returns to the compressor 1 after vaporizing and absorbing heat at the second heat exchanger 5. Driven by the third liquid pump 17, the coolant in the third passage flows through the second heat exchanger 5, and exchanges heat with the refrigerant to reduce the temperature. The cooled coolant flows into the fourth passage through the sixth interface V6 and the seventh interface V7, and flows through the off-vehicle heat exchanger 16 and the electric drive 15 in turn. The coolant absorbs heat from the outside at the off-vehicle heat exchanger 16, and absorbs the working heat of the electric drive 15 at the electric drive 15. The coolant after absorbing heat returns to the third passage through the ninth interface V9 and the fifth interface V5, and returns to the second heat exchanger 5 to release heat under the action of the third liquid pump 17, completing the cycle.

[0080] like Figure 6As shown, in a low temperature environment such as winter, when the recovery electric drive 15 works to generate heat, the compressor 1 works, the outlet end of the first passage is connected to the inlet end of the second passage, the outlet end of the second passage is connected to the inlet end of the first passage, the outlet end of the third passage is connected to the inlet end of the first confluence branch, and the outlet end of the fourth passage is connected to the inlet end of the third passage, that is, the first interface V1 is connected to the fourth interface V4, the second interface V2 is connected to the third interface V3, the fifth interface V5 is connected to the ninth interface V9, and the sixth interface V6 is connected to the eighth interface V8.

[0081] The compressor 1 works, and the compressed refrigerant exchanges heat with the coolant in the first passage at the first heat exchanger 2 to reduce the temperature. The coolant in the first passage absorbs heat at the first heat exchanger 2 and flows through the heater 12 and the first passenger compartment heat exchanger 11. When the coolant flows through the heater 12, the heater 12 can further heat the coolant to further increase the temperature of the coolant and enhance the heating effect of the passenger compartment.

[0082] After the coolant releases heat in the first passenger compartment heat exchanger 11 , it flows into the second passage through the second port V2 and the third port V3 .

[0083] The coolant flowing into the second passage flows into the drive battery 9 and the second passenger compartment heat exchanger 7 respectively through the three-way valve 8, and the coolant releases heat at the second passenger compartment heat exchanger 7 and the drive battery 9, thereby heating the drive battery 9 and the passenger compartment. The three-way valve 8 is a proportional three-way valve 8, which can adjust the ratio of the coolant flowing through the drive battery 9 and the second passenger compartment heat exchanger 7, thereby adjusting the heating amount of the drive battery 9 and the passenger compartment.

[0084] After releasing heat in the second passenger compartment heat exchanger 7 and the drive battery 9, the coolant returns to the first passage through the fourth interface V4 and the first interface V1, and flows into the first heat exchanger 2 under the action of the first liquid pump 13, and continues to exchange heat with the refrigerant in the refrigerant circuit in the first heat exchanger 2.

[0085] At the same time, the refrigerant in the refrigerant circuit, that is, the refrigerant, is cooled in the first heat exchanger 2, flows through the throttle valve 4 to reduce the pressure, and returns to the compressor 1 after vaporizing and absorbing heat at the second heat exchanger 5. Driven by the third liquid pump 17, the coolant in the third passage flows through the second heat exchanger 5, and exchanges heat with the refrigerant to reduce the temperature. The cooled coolant flows into the fourth passage through the sixth interface V6 and the eighth interface V8, and flows through the electric drive 15. The coolant absorbs the heat generated by the electric drive 15 at the electric drive 15. The coolant after absorbing heat returns to the third passage through the ninth interface V9 and the fifth interface V5, and returns to the second heat exchanger 5 to release heat under the action of the third liquid pump 17, completing the cycle.

[0086] like Figure 7As shown, when the electric drive 15 and the drive battery 9 need to be cooled by heat dissipation, the outlet of the second passage is connected to the inlet of the first confluence branch, the outlet of the fourth passage is connected to the inlet of the third passage, and the outlet of the third passage is connected to the inlet of the fourth passage. That is, the ninth interface V9 is connected to the fifth interface, the sixth interface V6 is connected to the third interface V3, and the fourth interface V4 is connected to the seventh interface V7.

[0087] The coolant in the third passage flows into the second passage under the action of the third liquid pump 17. By adjusting the opening ratio between the two outlets of the three-way valve 8, the coolant can be made to flow completely into the drive battery 9. The coolant absorbs heat and cools the drive battery 9 at the drive battery 9. The coolant after absorbing heat flows into the fourth passage through the fourth interface V4 and the seventh interface V7, and flows through the off-vehicle heat exchanger 16. The coolant dissipates heat and cools the outside of the vehicle at the off-vehicle heat exchanger 16. The cooled coolant flows through the electric drive 15, cools the electric drive 15 and absorbs heat. The coolant after absorbing heat returns to the third passage through the ninth interface V9 and the fifth interface V5, completing the cycle.

[0088] like Figure 8 As shown, when the electric drive 15 is used to heat the driving battery 9, the outlet end of the second passage is connected to the inlet end of the fourth passage, the outlet end of the fourth passage is connected to the inlet end of the third passage, and the outlet end of the third passage is connected to the inlet end of the fourth passage, that is, the ninth interface V9 is connected to the fifth interface, the sixth interface V6 is connected to the third interface V3, and the fourth interface V4 is connected to the eighth interface V8.

[0089] The coolant in the third passage flows into the second passage under the action of the third liquid pump 17. By adjusting the opening ratio between the two outlets of the three-way valve 8, the coolant can be made to flow completely into the drive battery 9. The coolant releases heat and heats up the drive battery 9 at the drive battery 9. The coolant after releasing heat flows into the fourth passage through the fourth interface V4 and the eighth interface V8, and flows through the electric drive 15. The coolant after releasing heat flows through the electric drive 15, absorbs heat and cools the electric drive 15. The coolant after absorbing heat returns to the third passage through the ninth interface V9 and the fifth interface V5, completing the cycle.

[0090] like Fig. 9 As shown, when the coolant circuit is filled with coolant, the inlet end of the first passage is connected to the outlet end of the second passage, the outlet end of the first passage is connected to the inlet end of the third passage, the outlet end of the third passage is connected to the inlet end of the first confluence branch, and the outlet end of the fourth passage is connected to the inlet end of the second passage. That is, the first interface V1 is connected to the fourth interface V4, the third interface V3 is connected to the ninth interface V9, the seventh interface V7 is connected to the sixth interface V6, and the fifth interface V5 is connected to the second interface V2. The first passage, the second passage, the third passage, and the fourth passage are connected in series as an integral loop to facilitate exhaust filling.

[0091] To sum up, the thermal management system of the vehicle provided in this embodiment can realize the circulation of the coolant circuit of the thermal management system by setting liquid pumps on the first passage, the second passage and the third passage. There is no need to set liquid pumps on each passage, which is beneficial to simplifying the coolant circuit and reducing the number of liquid pumps, thereby helping to reduce the space occupied by the thermal management system and improve the endurance of the entire vehicle.

[0092] 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: It includes a refrigerant circuit and a coolant circuit, wherein the coolant circuit includes a valve group and a plurality of passages, wherein the passages are connected through the valve group so that at least two of the passages are connected to form a circuit. Wherein, the pathway includes: a first passage, wherein a first passenger compartment heat exchanger and a first liquid pump are disposed on the first passage, the first passage passes through a condensing unit of the refrigerant circuit and exchanges heat with the condensing unit; a second passage, wherein a second liquid pump is disposed on the second passage and the second passage passes through a driving battery; a third passage, on which a third liquid pump is provided, and through which an evaporation unit of the refrigerant circuit is passed and heat is exchanged with the evaporation unit; A fourth passage is electrically driven.

2. The thermal management system of a vehicle according to claim 1, characterized in that: The refrigerant circuit includes a compressor, a first heat exchanger used as the condensing unit, a throttle valve, and a second heat exchanger used as the evaporating unit, which are sequentially 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, the second heat exchanger is connected to the inlet of the compressor, the first passage passes through the first heat exchanger, and the third passage passes through the second heat exchanger.

3. The thermal management system for a vehicle according to claim 1, characterized in that: A second passenger compartment heat exchanger is arranged on the second passage.

4. The thermal management system for a vehicle according to claim 3, characterized in that: The second passage further includes a three-way valve, a first branch and a second branch connected in parallel, the inlet of the three-way valve is connected to the inlet end of the second passage, the inlet end of the first branch and the inlet end of the second branch are respectively connected to two outlets of the three-way valve, the outlet end of the first branch and the outlet end of the second branch are connected to the outlet end of the second passage, and the driving battery and the second liquid pump are arranged in series on the second branch; The second passenger compartment heat exchanger is disposed on the first branch, or the second passenger compartment heat exchanger is disposed between the inlet end of the second passage and the inlet of the three-way valve.

5. The thermal management system for a vehicle according to claim 4, characterized in that: The second passage also includes a water mixing branch, the outlet end of the water mixing branch is connected to the inlet end of the second branch, the inlet end of the water mixing branch is connected to the outlet end of the second branch, and a one-way valve or a stop valve is arranged on the water mixing branch.

6. The thermal management system for a vehicle according to claim 4, characterized in that: The three-way valve is a proportional three-way valve.

7. The thermal management system for a vehicle according to any one of claims 4 to 6, characterized in that: When in the passenger compartment cooling mode and / or the drive battery cooling mode, the inlet end of the second passage is connected to the outlet end of the third passage, and the outlet end of the second passage is connected to the inlet end of the third passage.

8. The thermal management system for a vehicle according to claim 1, characterized in that: The fourth passage also includes a first bus branch and a second bus branch, the outlet end of the first bus branch and the outlet end of the second bus branch are both connected to the inlet of the electric drive, the outlet of the electric drive is connected to the outlet end of the fourth passage, the inlet end of the first bus branch and the inlet end of the second bus branch are both the inlet end of the fourth passage, and an off-vehicle heat exchanger is arranged on the first bus branch.

9. The thermal management system for a vehicle according to claim 8, characterized in that: When in the passenger compartment dehumidification mode, the inlet end of the first passage is connected to the outlet end of the fourth passage, the outlet end of the first passage is connected to the inlet end of the first bus branch and / or the second bus branch, the inlet end of the second passage is connected to the outlet end of the third passage, and the outlet end of the second passage is connected to the inlet end of the third passage.

10. The thermal management system for a vehicle according to claim 8, characterized in that: When the electric drive heats the passenger compartment, the inlet end of the first passage is connected to the outlet end of the fourth passage, and the outlet end of the first passage is connected to the inlet end of the second bus branch.

11. The thermal management system for a vehicle according to claim 8, characterized in that: When in the electric drive and drive battery heat dissipation and cooling mode, the outlet end of the second passage is connected to the inlet end of the first bus branch, the outlet end of the fourth passage is connected to the inlet end of the third passage, and the outlet end of the third passage is connected to the inlet end of the fourth passage.

12. The thermal management system for a vehicle according to claim 8, characterized in that: When in the coolant filling mode of the coolant circuit, the inlet end of the first passage is connected to the outlet end of the second passage, the outlet end of the first passage is connected to the inlet end of the third passage, the outlet end of the third passage is connected to the inlet end of the first bus branch, and the outlet end of the fourth passage is connected to the inlet end of the second passage.

13. The thermal management system for a vehicle according to claim 8, characterized in that: When the refrigerant circuit is in the mode of heating the passenger compartment and the driving battery, the outlet end of the first passage is connected to the inlet end of the second passage, the outlet end of the second passage is connected to the inlet end of the first passage, the outlet end of the third passage is connected to the inlet end of the first bus branch, and the outlet end of the fourth passage is connected to the inlet end of the third passage.

14. The thermal management system for a vehicle according to claim 8, characterized in that: When in the electric drive heat recovery mode, the outlet end of the first passage is connected to the inlet end of the second passage, the outlet end of the second passage is connected to the inlet end of the first passage, the outlet end of the third passage is connected to the inlet end of the second bus branch, and the outlet end of the fourth passage is connected to the inlet end of the third passage.

15. The thermal management system for a vehicle according to claim 1, characterized in that: When in the electric drive heating battery mode, the outlet end of the second passage is connected to the inlet end of the fourth passage, the outlet end of the fourth passage is connected to the inlet end of the third passage, and the outlet end of the third passage is connected to the inlet end of the fourth passage.

16. The thermal management system for a vehicle according to claim 1, characterized in that: When in the electric drive passenger compartment heating mode and the drive battery mode, the outlet end of the first passage is connected to the inlet end of the fourth passage, the outlet end of the fourth passage is connected to the inlet end of the second passage, and the outlet end of the second passage is connected to the inlet end of the first passage.

17. The thermal management system for a vehicle according to any one of claims 1 to 6 and 8 to 16, characterized in that: A heater is also provided on the first passage, and the heater, the first passenger compartment heat exchanger and the first liquid pump are arranged in series on the first passage.

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