Vehicle body structure, thermal management system and vehicle

Abstract

The utility model relates to a vehicle body structure, a heat management system and a vehicle. The vehicle body structure comprises a vehicle body, a heat exchange module and a pipeline. A containing cavity is formed in part of the vehicle wall of the vehicle body, the heat exchange module and the pipeline are arranged in the containing cavity, the pipeline is connected with the heat exchange module and makes heat conduction contact with the heat exchange module, the pipeline is used for allowing cooling liquid to flow, and the heat exchange module can exchange heat with the external environment. The vehicle body structure can exchange heat with the external environment through the heat exchange module, so that heat irradiated by sunlight and gathered on the vehicle body can be transferred to the heat exchange module, the heat on the vehicle body is reduced, and the heat on the vehicle body can be prevented from being transferred to a passenger compartment in a vehicle; therefore, the load of the compression pump can be prevented from rising when the air conditioner of the vehicle refrigerates, the energy consumption of the whole vehicle is reduced, and the energy consumption management of the whole vehicle is facilitated.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicle manufacturing, and in particular, to a vehicle body structure, a thermal management system, and a vehicle. Background Art

[0002] The vehicle body structures in the related art cannot reasonably handle the heat formed by sunlight irradiating on the vehicle body structure, which affects the thermal management regulation of the whole vehicle. Summary of the Utility Model

[0003] The purpose of the present disclosure is to provide a vehicle body structure, a thermal management system, and a vehicle to solve the problems in the above-mentioned related art.

[0004] To achieve the above purpose, on the one hand, the present disclosure provides a vehicle body structure, including a vehicle body main body, a heat exchange module, and a pipeline;

[0005] An accommodation cavity is provided inside the vehicle wall of a part of the vehicle body main body, and the heat exchange module and the pipeline are arranged in the accommodation cavity. The pipeline is connected to the heat exchange module and is in thermal contact with it. The pipeline is used for the coolant to flow, and the heat exchange module can exchange heat with the external environment.

[0006] Optionally, the heat exchange module includes a packaging container and a phase change material. The phase change material is arranged inside the packaging container. The packaging container has thermal conductivity and is in thermal contact with the cavity wall of the accommodation cavity.

[0007] Optionally, two through holes communicating with the inside of the packaging container are provided on the packaging container. The pipeline passes through and out of the packaging container through the two through holes, and the coolant in the pipeline can exchange heat with the phase change material; or,

[0008] The pipeline is connected to the outer wall of the packaging container, and the coolant in the pipeline can exchange heat with the phase change material.

[0009] Optionally, the vehicle wall includes an outer wall and an inner wall. The heat exchange module is attached to the outer wall, and there is a gap between the heat exchange module and the inner wall.

[0010] Optionally, an accommodation cavity is provided inside the roof vehicle wall and / or the side vehicle wall of the vehicle body main body.

[0011] On the second aspect, the present disclosure also provides a thermal management system, including a pump, an external radiator, and the above-mentioned vehicle body structure;

[0012] One end of the pipeline of the vehicle body structure is communicated with the inlet of the pump, the outlet of the pump is communicated with the inlet of the external radiator, and the outlet of the external radiator is communicated with the other end of the pipeline.

[0013] Optionally, the thermal management system further includes an electric drive and electronic control radiator, an inlet of the electric drive and electronic control radiator is communicated with an outlet of the vehicle exterior radiator, and an outlet of the electric drive and electronic control radiator is communicated with an inlet of the pump.

[0014] Optionally, the thermal management system further includes a vehicle interior radiator and a first connection bypass. An inlet of the vehicle interior radiator and one end of the first connection bypass can be selectively communicated with an outlet of the vehicle exterior radiator, and an outlet of the vehicle interior radiator and the other end of the first connection bypass are both communicated with the other end of the pipeline.

[0015] Optionally, the thermal management system further includes a heat exchanger, which has a coolant inlet, a coolant outlet, a refrigerant inlet and a refrigerant outlet. The coolant inlet of the heat exchanger is connected to the outlet of the vehicle exterior radiator, and the inlet of the vehicle interior radiator and one end of the first connection bypass can be selectively connected to the coolant outlet of the heat exchanger.

[0016] Optionally, the thermal management system further includes a compression pump, a vehicle exterior condenser, a first expansion valve, an evaporator, a vehicle interior condenser and a second connection bypass;

[0017] An outlet of the compression pump can be selectively communicated with an inlet of the vehicle exterior condenser and an inlet of the vehicle interior condenser. An outlet of the vehicle interior condenser is communicated with the refrigerant inlet of the heat exchanger. An outlet of the vehicle exterior condenser and the refrigerant outlet of the heat exchanger can be selectively communicated with an inlet of the first expansion valve and a first end of the second connection bypass. An outlet of the first expansion valve is connected to an inlet of the evaporator, and an outlet of the evaporator and a second end of the second connection bypass are connected to an inlet of the compression pump.

[0018] Optionally, the thermal management system further includes a second expansion valve. An outlet of the second expansion valve is connected to the refrigerant inlet of the heat exchanger, and an inlet of the second expansion valve is connected to an outlet of the vehicle interior condenser.

[0019] Optionally, the thermal management system further includes a battery heat exchanger. One end of the battery heat exchanger can be selectively communicated with an outlet of the compression pump and an inlet of the compression pump, and the other end of the battery heat exchanger can be selectively communicated with an outlet of the vehicle exterior condenser and the refrigerant inlet of the heat exchanger.

[0020] Optionally, the thermal management system further includes a first connection branch and a second connection branch. One end of the first connection branch can be selectively connected to an outlet of the compression pump and an inlet of the vehicle interior condenser, and the other end of the first connection branch and the second end of the second connection bypass can be selectively connected to an inlet of the compression pump;

[0021] The first end of the second connection branch is connected to the refrigerant inlet of the heat exchanger, and the second end of the second connection branch and the first end of the second connection bypass can be selectively communicated with the outlet of the external condenser;

[0022] Both ends of the battery heat exchanger can be selectively connected to the first connection branch and the second connection branch respectively.

[0023] Optionally, the thermal management system further includes a third expansion valve, which is connected to the second connection branch. The inlet of the third expansion valve is connected to the first end of the second connection branch, and the outlet of the third expansion valve is connected to the second end of the second connection branch.

[0024] The third aspect of the present disclosure further provides a vehicle, including the above-mentioned body structure or the above-mentioned thermal management system.

[0025] In the above technical solution, by arranging a heat exchange module and pipelines inside the vehicle wall of a part of the body main body, the heat exchange module can exchange heat with the external environment, so that the heat concentrated on the body main body by sunlight irradiation can be transferred to the heat exchange module, thereby reducing the heat on the body main body, avoiding the transfer of the heat on the body main body to the passenger compartment inside the vehicle, thus avoiding the increase in the load of the compression pump during the air conditioning refrigeration of the vehicle, realizing the reduction of the energy consumption of the whole vehicle, and facilitating the energy consumption management of the whole vehicle. In addition, by arranging the pipelines in thermal contact with the heat exchange module and allowing the coolant to flow inside the pipelines, the heat can be transported along with the flow of the coolant, and the energy consumption of the whole vehicle can also be reduced according to the heat management in different application scenarios.

[0026] Other features and advantages of the present disclosure will be described in detail in the subsequent specific implementation part. Description of the Drawings

[0027] The drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. They are used together with the following specific implementation to explain the present disclosure, but do not constitute a limitation to the present disclosure. In the drawings:

[0028] Figure 1 is a partial structural schematic diagram of the body structure of an embodiment of the present disclosure;

[0029] Figure 2 is a structural schematic diagram of a thermal management system of an embodiment of the present disclosure;

[0030] Figure 3 is a schematic diagram of the first working mode of a thermal management system of an embodiment of the present disclosure;

[0031] Figure 4Schematic diagram of Working Mode 2 of the thermal management system according to an embodiment of the present disclosure;

[0032] Figure 5 Schematic diagram of Working Mode 3 of the thermal management system according to an embodiment of the present disclosure;

[0033] Figure 6 Schematic diagram of Working Mode 4 of the thermal management system according to an embodiment of the present disclosure;

[0034] Figure 7 Schematic diagram of Working Mode 5 of the thermal management system according to an embodiment of the present disclosure;

[0035] Figure 8 Schematic diagram of Working Mode 6 of the thermal management system according to an embodiment of the present disclosure;

[0036] Figure 9 Schematic diagram of Working Mode 7 of the thermal management system according to an embodiment of the present disclosure;

[0037] Figure 10 Schematic diagram of Working Mode 8 of the thermal management system according to an embodiment of the present disclosure.

[0038] Description of the reference numerals

[0039] 100, vehicle body main body, 101, outer wall, 102, accommodation cavity, 103, inner wall, 105, heat exchange module, 106, encapsulation container, 107, phase change material, 108, pipeline;

[0040] 1, compression pump, 2, external condenser, 3, first fan, 4, first expansion valve, 5, evaporator, 6, second fan, 7, internal condenser, 8, second expansion valve, 9, heat exchanger, 10, battery heat exchanger, 12, electric drive and electronic control radiator, 13, pump, 14, external radiator, 15, third fan, 16, internal radiator, 17, third expansion valve, 18, first connection branch, 19, second connection branch, 20, first connection bypass, 21, second connection bypass. Detailed implementation manners

[0041] The following describes the detailed implementation manners of the present disclosure with reference to the accompanying drawings. It should be understood that the detailed implementation manners described herein are only for explaining and illustrating the present disclosure, and are not used to limit the present disclosure.

[0042] In the present disclosure, unless otherwise stated, "inside and outside" refer to the inside and outside of the relevant components. In addition, the terms "first", "second", etc. are only used for distinguishing descriptions, and cannot be understood as indicating or implying relative importance.

[0043] In the description of the present disclosure, it should also be noted that unless otherwise clearly specified and defined, the terms "arranged" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection. It can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present disclosure can be understood according to specific situations.

[0044] In the environment where the vehicle is used, in most cases, it is exposed to sunlight. Due to the sunlight irradiation, the heat generated by solar radiation will accumulate on the vehicle body structure.

[0045] The body structures in the related art cannot reasonably handle the heat formed by the sun shining on the body structure, which affects the thermal management regulation of the whole vehicle. For example, in summer, due to the sunlight irradiation, the temperature of the body structure is relatively high, and then the heat is transferred to the interior of the vehicle, resulting in an increase in the interior temperature of the vehicle, which will increase the load of the compression pump during the air conditioning refrigeration of the vehicle, leading to an increase in the energy consumption of the whole vehicle and being unfavorable for the energy consumption management of the whole vehicle.

[0046] For this reason, as Figure 1 shown, one aspect of the present disclosure provides a body structure, including a body main body 100, a heat exchange module 105, and a pipeline 108.

[0047] An accommodation cavity 102 is arranged inside the vehicle wall of a part of the body main body 100. The heat exchange module 105 and the pipeline 108 are arranged in the accommodation cavity 102. The pipeline 108 is connected to the heat exchange module 105 and is in thermal contact. The pipeline 108 is used for the coolant to flow, and the heat exchange module 105 can exchange heat with the external environment.

[0048] Among them, the accommodation cavity 102 is inside the vehicle wall of a part of the body main body 100. The heat exchange between the heat exchange module 105 and the external environment can be that the heat of the external environment is transferred to the heat exchange module 105, or the heat on the heat exchange module 105 is transferred to the external environment, which can be specifically carried out according to different actual use scenarios. The pipeline 108 has thermal conductivity, and the coolant flowing in the pipeline 108 can exchange heat with the heat exchange module 105, thereby realizing the transportation of heat.

[0049] In the above technical solution, by arranging a heat exchange module 105 and a pipeline 108 inside the vehicle wall of a part of the vehicle body 100, the heat exchange module 105 can exchange heat with the external environment, so that the heat concentrated on the vehicle body 100 under sunlight irradiation can be transferred to the heat exchange module 105, thereby reducing the heat on the vehicle body 100, avoiding the transfer of the heat on the vehicle body 100 to the passenger compartment inside the vehicle, thus avoiding the increase in the load of the compression pump 1 during the air conditioning refrigeration of the vehicle, realizing the reduction of the energy consumption of the whole vehicle, and facilitating the energy consumption management of the whole vehicle. In addition, by arranging the pipeline 108 in thermally conductive contact with the heat exchange module 105, and at the same time, the pipeline 108 can allow the coolant to flow, the heat can be transported following the flow of the coolant, the energy consumption of the whole vehicle can also be reduced according to the heat management in different application scenarios.

[0050] Among them, the number of the heat exchange module 105 and the pipeline 108 in the accommodation cavity 102 is not limited, and can be one or multiple. Optionally, in an embodiment of the present disclosure, one heat exchange module 105 and one pipeline 108 are arranged in one accommodation cavity 102, and the pipeline 108 corresponds to the heat exchange module 105. Optionally, in another embodiment of the present disclosure, multiple heat exchange modules 105 and one pipeline 108 can be arranged in one accommodation cavity 102, and multiple heat exchange modules 105 are all connected to one pipeline 108.

[0051] Optionally, in an embodiment of the present disclosure, the heat exchange module 105 includes a packaging container 106 and a phase change material 107, the phase change material 107 is arranged inside the packaging container 106, the packaging container 106 has thermal conductivity, and the packaging container 106 is in thermally conductive contact with the cavity wall of the accommodation cavity 102.

[0052] Among them, the packaging container 106 is used to store the phase change material 107, so that the phase change material 107 undergoes a phase change inside the packaging container 106, which can avoid the problem of overflow and loss of the phase change material 107 after the phase change, and ensure the heat absorption and heat release performance of the phase change material 107. It can be understood that the packaging container 106 is a sealed container, the packaging container 106 has a storage cavity, and the phase change material 107 is located inside the storage cavity.

[0053] Among them, the heat on the vehicle wall of the vehicle body 100 can be transferred to the packaging container 106 through the cavity wall of the accommodation cavity 102, and then transferred to the phase change material 107 through the packaging container 106, so that the phase change material 107 undergoes a phase change to store heat. On the contrary, when the phase change material 107 releases heat, the heat can also be transferred in the reverse direction. The packaging container 106 is in thermally conductive contact with the cavity wall of the accommodation cavity 102, which is conducive to the transfer of heat and improves the heat exchange efficiency. In some examples, the phase change material 107 includes but is not limited to solid-liquid phase change materials 107, such as paraffin, lauric acid, etc.

[0054] Optionally, in an embodiment of the present disclosure, two through holes communicating with the interior of the encapsulation container 106 are provided on the encapsulation container 106, and the pipeline 108 penetrates into and out of the encapsulation container 106 through the two through holes, and the coolant in the pipeline 108 can exchange heat with the phase change material 107. By setting it in this way, the pipeline 108 can be directly in contact with the phase change material 107 located in the encapsulation container 106 to achieve heat exchange and improve the heat exchange efficiency.

[0055] Among them, the pipeline 108 penetrates into the encapsulation container 106 through one through hole, contacts with the phase change material 107 in the encapsulation container 106 to achieve heat exchange, and then penetrates out of the encapsulation container 106 through the other through hole. In some examples, the two through holes are respectively located at both ends in the length direction of the encapsulation container 106, and the pipeline 108 can be arranged in a straight line or in a serpentine structure in the encapsulation container 106. In other examples, the two through holes can be located at one end of the encapsulation container 106, and the pipeline 108 can be arranged in a serpentine structure in the encapsulation container 106. It can be understood that the aperture of the through hole can be slightly larger than the outer diameter of the pipeline 108 to facilitate the penetration of the pipeline 108, and a sealing ring can be provided on the hole wall of the through hole to produce a sealing effect.

[0056] Optionally, in another embodiment of the present disclosure, the pipeline 108 is connected to the outer wall of the encapsulation container 106, and the coolant in the pipeline 108 can exchange heat with the phase change material 107. By setting it in this way, it is beneficial to production and manufacturing and simplifies the manufacturing process.

[0057] Among them, the pipeline 108 is located outside the encapsulation container 106 and can be fixedly connected to the outer wall of the encapsulation container 106, and heat exchange can be achieved after the pipeline 108 is connected to the outer wall of the encapsulation container 106.

[0058] Optionally, in another embodiment of the present disclosure, the heat exchange module 105 can be a plate heat exchanger. The plate heat exchanger allows the coolant to flow through, and as the coolant flows through, heat exchange with the vehicle wall of the vehicle body 100 can be achieved, and thus heat exchange with the external environment can be achieved.

[0059] Optionally, in an embodiment of the present disclosure, the vehicle wall includes an outer wall 101 and an inner wall 103. The heat exchange module 105 is attached to the outer wall 101, and there is a gap between the heat exchange module 105 and the inner wall 103. By setting it in this way, it is beneficial for the heat exchange module 105 to exchange heat with the external environment without exchanging heat with the passenger compartment of the vehicle, and the influence on the passenger compartment can be avoided.

[0060] Optionally, in an embodiment of the present disclosure, an accommodation cavity 102 is provided inside the top wall of the vehicle body 100 and / or the side wall of the vehicle body 100. By setting it in this way, the accommodation cavity 102 is provided at the position where the vehicle body 100 is irradiated by sunlight more, so that the heat irradiated by the sun can be absorbed as much as possible. It should be noted that the specific position of the accommodation cavity 102 can be adjusted according to the actual design, and no more restrictions are imposed here.

[0061] As Figure 2 shown, a second aspect of the present disclosure further provides a thermal management system, including a pump 13, an external radiator 14, and the above-mentioned vehicle body structure.

[0062] One end of the pipeline 108 of the vehicle body structure is communicated with the inlet of the pump 13, the outlet of the pump 13 is communicated with the inlet of the external radiator 14, and the outlet of the external radiator 14 is communicated with the other end of the pipeline 108.

[0063] Among them, the pump 13 is used to drive the coolant to flow, and the coolant can circulate in the pipeline 108 and the external radiator 14.

[0064] In the above technical solution, the heat dissipation can be realized through the provided external radiator 14. The heat exchange module 105 in the vehicle body structure absorbs the heat of the sunlight irradiated on the vehicle body 100, and then exchanges heat with the coolant flowing in the pipeline 108, so that the heat is transferred to the coolant. The coolant carries the heat to the external radiator 14 and dissipates it to the external environment through the external radiator 14, which can reduce the heat on the vehicle body 100, thereby avoiding the transfer of the heat on the vehicle body 100 to the passenger compartment, so that the passenger compartment can be cooled without turning on the air conditioner, and the energy consumption of the air conditioner can also be reduced when the air conditioner is turned on. It should be noted that the specific surface area of the external radiator 14 is large, so the heat is more likely to dissipate to the outside through the external radiator 14 than through the vehicle body 100.

[0065] Optionally, in some examples, a first fan 3 can also be provided on one side of the external radiator 14, and the first fan 3 can blow air to the external radiator 14 to improve the heat dissipation efficiency of the external radiator 14.

[0066] Optionally, in an embodiment of the present disclosure, the thermal management system further includes an electric drive and electronic control radiator 12. The inlet of the electric drive and electronic control radiator 12 is communicated with the outlet of the external radiator 14, and the outlet of the electric drive and electronic control radiator 12 is communicated with the inlet of the pump 13.

[0067] Among them, the electric drive and electronic control radiator 12 is in parallel with the heat exchange module 105. The electric drive and electronic control radiator 12 can exchange heat with the electric drive and electronic control, absorb the heat of the electric drive and electronic control, and achieve the heat dissipation and temperature reduction of the electric drive and electronic control. The coolant flows through the electric drive and electronic control radiator 12 driven by the pump 13, so that the coolant takes away the heat generated by the electric drive and electronic control and flows to the vehicle exterior radiator 14. At this time, the heat generated by the electric drive and electronic control can be dissipated to the outside through the vehicle exterior radiator 14. Of course, in some other application scenarios, the heat generated by the electric drive and electronic control can also be recovered and used for heating the passenger compartment, etc., and can be specifically adjusted according to different application scenarios.

[0068] Optionally, in an embodiment of the present disclosure, the thermal management system further includes an in-vehicle radiator 16 and a first connection bypass 20. The inlet of the in-vehicle radiator 16 and one end of the first connection bypass 20 can be selectively communicated with the outlet of the vehicle exterior radiator 14. The outlet of the in-vehicle radiator 16 and the other end of the first connection bypass 20 are both communicated with the other end of the pipeline 108. By providing the in-vehicle radiator 16, the heat of the electric drive and electronic control and the heat concentrated by sunlight irradiation on the vehicle body 100 can be recovered, and then used to heat the passenger compartment, which can ensure the temperature in the passenger compartment and reduce the energy consumption of the whole vehicle for heating the passenger compartment.

[0069] It can be understood that both the in-vehicle radiator 16 and the first connection bypass 20 can allow the coolant to flow through. After the pump 13 transports the coolant into the vehicle exterior radiator 14, the coolant flowing out of the outlet of the vehicle exterior radiator 14 can selectively flow through the in-vehicle radiator 16 or through the first connection bypass 20 according to the usage scenario. That is to say, the first connection bypass 20 and the in-vehicle radiator 16 are in parallel. Among them, when it is necessary to heat the passenger compartment, the coolant flows through the in-vehicle radiator 16. When it is not necessary to heat the passenger compartment, the coolant flows through the first connection bypass 20 and does not flow through the in-vehicle radiator 16.

[0070] Optionally, in some examples, the inlet of the in-vehicle radiator 16 and one end of the first connection bypass 20 can be selectively communicated with the outlet of the vehicle exterior radiator 14 through a first three-way valve. In some other examples, it can also be selectively connected through two on-off valves.

[0071] Optionally, in an embodiment of the present disclosure, the thermal management system further includes a heat exchanger 9, which has a coolant inlet, a coolant outlet, a refrigerant inlet, and a refrigerant outlet. The coolant inlet of the heat exchanger 9 is connected to the outlet of the external radiator 14, and the inlet of the internal radiator 16 and one end of the first connection bypass 20 can be selectively connected to the coolant outlet of the heat exchanger 9. By providing the heat exchanger 9, heat exchange with the refrigerant of the thermal management system can be achieved, enabling more working modes and adapting to more scenarios. For example, in the case of battery heating, the recovered heat can be transferred to the refrigerant through the heat exchanger 9, and the battery can be heated by the refrigerant.

[0072] Among them, the heat exchanger 9 is located between the internal radiator 16 and the external radiator 14. Thus, the coolant flowing out of the external radiator 14 first flows through the heat exchanger 9 and then selectively flows to the first connection bypass 20 and the internal radiator 16.

[0073] It can be understood that the coolant can enter the heat exchanger 9 through the coolant inlet of the heat exchanger 9 and flow out from the coolant outlet of the heat exchanger 9. Similarly, the refrigerant can enter the heat exchanger 9 from the refrigerant inlet of the heat exchanger 9 and flow out from the refrigerant outlet of the heat exchanger 9. The coolant and the refrigerant exchange heat inside the heat exchanger 9.

[0074] Optionally, in an embodiment of the present disclosure, the thermal management system further includes a compression pump 1, an external condenser 2, a first expansion valve 4, an evaporator 5, an internal condenser 7, and a second connection bypass 21.

[0075] The outlet of the compression pump 1 can be selectively connected to the inlet of the external condenser 2 and the inlet of the internal condenser 7. The outlet of the internal condenser 7 is connected to the refrigerant inlet of the heat exchanger 9. The outlet of the external condenser 2 and the refrigerant outlet of the heat exchanger 9 can be selectively connected to the inlet of the first expansion valve 4 and the first end of the second connection bypass 21. The outlet of the first expansion valve 4 is connected to the inlet of the evaporator 5, and the outlet of the evaporator 5 and the second end of the second connection bypass 21 are connected to the inlet of the compression pump 1.

[0076] Among them, the compression pump 1 is used to compress the refrigerant, and the refrigerant flowing out of the compression pump 1 can flow to the external condenser 2 or the internal condenser 7 as needed. It can be understood that if the passenger compartment needs to be cooled, the refrigerant flows to the external condenser 2; if the passenger compartment needs to be heated, the refrigerant flows to the internal condenser 7.

[0077] Among them, the refrigerant flowing out of the outlet of the external condenser 2 and the refrigerant flowing out of the refrigerant outlet of the heat exchanger 9 can be collected, and can be connected through a tee to enable the refrigerant to flow toward the first expansion valve 4 or the second connection bypass 21 after collection. Among them, whether the refrigerant flows toward the first expansion valve 4 or the second connection bypass 21 can be selected according to the actual application scenario. For example, if the passenger compartment needs to be cooled, the refrigerant flows toward the first expansion valve 4, and after throttling by the first expansion valve 4, it flows into the evaporator 5 for evaporation and heat absorption. If the passenger compartment does not need to be cooled, the refrigerant flows toward the second connection bypass 21, so that it can directly return to the compression pump 1 through the second connection bypass 21. That is to say, the second connection bypass 21 is in parallel with the evaporator 5 and the first expansion valve 4. In some examples, the inlet of the first expansion valve 4 and the first end of the second connection bypass 21 can be connected to the outlet of the external condenser 2 and the refrigerant outlet of the heat exchanger 9 through a second three-way valve to achieve refrigerant flow direction adjustment. Of course, two on-off valves can also be used for adjustment.

[0078] Optionally, in an embodiment of the present disclosure, the thermal management system further includes a second fan 6 and a third fan 15. The second fan 6 is located on one side of the evaporator 5, and the second fan 6 blows air toward the evaporator 5 and into the passenger compartment. The third fan 15 is located on one side of the in-vehicle radiator 16 and the in-vehicle condenser 7, and the second fan 6 blows air toward the in-vehicle radiator 16 and the in-vehicle condenser 7 and into the passenger compartment. It can be understood that the in-vehicle radiator 16 and the in-vehicle condenser 7 are arranged in parallel. Among them, the external condenser 2 can also be arranged in parallel with the external radiator 14.

[0079] Optionally, in an embodiment of the present disclosure, the thermal management system further includes a second expansion valve 8. The outlet of the second expansion valve 8 is connected to the refrigerant inlet of the heat exchanger 9, and the inlet of the second expansion valve 8 is connected to the outlet of the in-vehicle condenser 7. By providing the second expansion valve 8, the refrigerant flowing into the heat exchanger 9 can be throttled, so that the refrigerant can evaporate in the heat exchanger 9 to exchange heat with the coolant, and then return to the compression pump 1, which can realize heating of the battery.

[0080] Optionally, in an embodiment of the present disclosure, the thermal management system further includes a battery heat exchanger 10. One end of the battery heat exchanger 10 can be selectively connected to the outlet and the inlet of the compression pump 1, and the other end of the battery heat exchanger 10 can be selectively connected to the outlet of the external condenser 2 and the refrigerant inlet of the heat exchanger 9.

[0081] Among them, the battery heat exchanger 10 can perform heat exchange with the battery to achieve cooling and heat dissipation or heating of the battery. It can be understood that different functions of cooling and heat dissipation or heating of the battery can be achieved according to the different states of the refrigerant flowing through the battery heat exchanger 10. By selectively connecting the two ends of the battery heat exchanger 10 to other components respectively, the flow direction of the refrigerant can be changed, and whether the refrigerant flows to the battery heat exchanger 10 can be controlled, so as to control whether to cool and heat dissipate the battery. Specifically, it can be adjusted according to the actual scenario, and there is no excessive limitation here.

[0082] Optionally, in an embodiment of the present disclosure, the thermal management system further includes a first connection branch 18 and a second connection branch 19. One end of the first connection branch 18 can be selectively connected to the outlet of the compression pump 1 and the inlet of the in-vehicle condenser 7. The other end of the first connection branch 18 and the second end of the second connection bypass 21 can be selectively connected to the inlet of the compression pump 1.

[0083] The first end of the second connection branch 19 is connected to the refrigerant inlet of the heat exchanger 9. The second end of the second connection branch 19 and the first end of the second connection bypass 21 can be selectively communicated with the outlet of the out-of-vehicle condenser 2.

[0084] The two ends of the battery heat exchanger 10 can be selectively connected to the first connection branch 18 and the second connection branch 19 respectively.

[0085] Among them, the first connection branch 18 and the second connection branch 19 are used for the refrigerant to flow. The first connection branch 18 and the second connection branch 19 can conveniently direct the refrigerant to the battery heat exchanger 10 to achieve cooling and heat dissipation or heating of the battery.

[0086] In some examples, one end of the first connection branch 18 can be selectively connected to the outlet of the compression pump 1 and the inlet of the in-vehicle condenser 7 through a third three-way valve, so that it can be controlled whether the refrigerant flowing out of the outlet of the compression pump 1 flows to the first connection branch 18, or to the in-vehicle condenser 7, or flows to the first connection branch 18 and the in-vehicle condenser 7 at the same time. The other end of the first connection branch 18 and the second end of the second connection bypass 21 can be selectively connected to the inlet of the compression pump 1 through a fourth three-way valve, so that the refrigerant can flow to the inlet of the compression pump 1 after flowing out of the other end of the first connection branch 18, or the refrigerant can flow to the inlet of the compression pump 1 after flowing out of the second end of the second connection bypass 21. In other examples, selective communication can also be achieved through multiple switching valves.

[0087] In some examples, the second end of the second connection branch 19 and the first end of the second connection bypass 21 can be selectively communicated with the outlet of the out-of-vehicle condenser 2 through a fifth three-way valve. Of course, multiple switching valves can also be used to achieve selective conduction.

[0088] In some examples, both ends of the battery heat exchanger 10 can be selectively connected to the first connection branch 18 and the second connection branch 19 through a sixth three-way valve and a seventh three-way valve respectively. In other examples, multiple switching valves can also be used to achieve selective conduction.

[0089] Optionally, in an embodiment of the present disclosure, the thermal management system further includes a third expansion valve 17. The third expansion valve 17 is connected to the second connection branch 19. The inlet of the third expansion valve 17 is connected to the first end of the second connection branch 19, and the outlet of the third expansion valve 17 is connected to the second end of the second connection branch 19. By setting the third expansion valve 17, after the refrigerant is throttled by the third expansion valve 17, it flows through the second connection branch 19 to the battery heat exchanger 10, and can evaporate in the battery heat exchanger 10 to achieve cooling and heat dissipation of the battery.

[0090] This thermal management system has multiple working modes, which are as follows.

[0091] The first working mode is the heat dissipation condition. Refer to Figure 3 . In this condition, the first fan 3 is started. The coolant flows through the heat exchange module 105 and the electric drive and electronic control radiator 12 respectively to absorb heat. After passing through the pump 13, it dissipates heat in the out-of-vehicle radiator 14, then flows through the heat exchanger 9, and returns to the heat exchange module 105 and the electric drive and electronic control radiator 12 through the first connection bypass 20 to form a cycle. In the first working mode, the whole vehicle can be cooled without starting the air conditioning system, ensuring that the temperature of the passenger compartment and the operating temperature of the electric drive and electronic control are appropriate.

[0092] The second working mode is the battery refrigeration condition. Refer to Figure 4 . In this condition, the first fan 3 is started. The coolant flows through the heat exchange module 105 and the electric drive and electronic control radiator 12 respectively to absorb heat. After passing through the pump 13, it dissipates heat in the out-of-vehicle radiator 14, then flows through the heat exchanger 9, and returns to the heat exchange module 105 and the electric drive and electronic control radiator 12 through the first connection bypass 20 to form a cycle; the refrigerant flows through the compression pump 1, the out-of-vehicle condenser 2, the second connection branch 19, the third expansion valve 17 and the battery heat exchanger 10 to reduce the battery temperature, and then returns to the compression pump 1 through the first connection branch 18 to form a cycle. In the second working mode, when only the battery needs to be refrigerated, the working temperature of the battery can be ensured to be appropriate, and at the same time, the temperature of the passenger compartment and the operating temperature of the electric drive and electronic control are ensured to be appropriate.

[0093] The third working mode is the passenger compartment refrigeration condition. Refer to Figure 5In this operating condition, the first fan 3 and the second fan 6 are started. The coolant flows through the heat exchange module 105 and the electric drive and electronic control radiator 12 respectively to absorb heat. After passing through the pump 13, it dissipates heat in the out-of-vehicle radiator 14, then flows through the heat exchanger 9, and returns to the heat exchange module 105 and the electric drive and electronic control radiator 12 via the first connection bypass 20 to form a cycle. The refrigerant flows through the compression pump 1, the out-of-vehicle condenser 2, and the first expansion valve 4, and exchanges heat with the air in the evaporator 5 to cool the passenger compartment, and then returns to the compression pump 1 to form a cycle. In the third operating mode, it can only cool the passenger compartment, and reduce the cooling load of the passenger compartment by dissipating the heat of the heat exchange module 105, while ensuring that the operating temperature of the electric drive and electronic control is appropriate.

[0094] The fourth operating mode is the condition where both the passenger compartment and the battery are cooled. Refer to Figure 6 In this operating condition, the first fan 3 and the second fan 6 are started. The coolant flows through the heat exchange module 105 and the electric drive and electronic control radiator 12 respectively to absorb heat. After passing through the pump 13, it dissipates heat in the out-of-vehicle radiator 14, then flows through the heat exchanger 9, and returns to the heat exchange module 105 and the electric drive and electronic control radiator 12 via the first connection bypass 20 to form a cycle. The refrigerant flows through the compression pump 1, the out-of-vehicle condenser 2, and then divides into two paths. One path flows through the first expansion valve 4 and the evaporator 5 to cool the passenger compartment; the other path flows through the third expansion valve 17 and the battery heat exchanger 10 to cool the battery, and finally returns to the compression pump 1 to form a cycle. In the fourth operating mode, it can cool both the passenger compartment and the battery, and reduce the cooling load of the passenger compartment by dissipating the heat of the heat exchange module 105.

[0095] The fifth operating mode is the first heating condition of the passenger compartment. Refer to Figure 7 In this operating condition, the third fan 15 is started. The coolant flows through the heat exchange module 105 and the electric drive and electronic control radiator 12 respectively to absorb heat. After passing through the pump 13 and the out-of-vehicle radiator 14, it flows through the heat exchanger 9, and transfers heat to the passenger compartment in the in-vehicle radiator 16 to heat the passenger compartment, and then returns to the heat exchange module 105 and the electric drive and electronic control radiator 12 to form a cycle. In the fifth operating mode, it can use the heat energy absorbed by the heat exchange module 105 and the waste heat of the electric drive and electronic control to heat the passenger compartment, while ensuring that the temperature of the passenger compartment and the operating temperature of the electric drive and electronic control are appropriate.

[0096] The sixth operating mode is the second heating condition of the passenger compartment. Refer to Figure 8In this operating condition, the third fan 15 is started. The coolant flows through the heat exchange module 105 and the electric drive and electronic control radiator 12 respectively to absorb heat, passes through the pump 13 and the external radiator 14, flows through the heat exchanger 9, exchanges heat with the refrigerant in the heat exchanger 9, and returns to the heat exchange module 105 and the electric drive and electronic control radiator 12 through the first connection bypass 20 to form a cycle; the refrigerant flows through the compression pump 1, heats the passenger compartment in the in-vehicle condenser 7, then flows through the second expansion valve 8, exchanges heat with the coolant in the heat exchanger 9, and finally returns to the compression pump 1 to form a cycle. In the sixth operating mode, the heat energy absorbed by the heat exchange module 105 and the waste heat of the electric drive and electronic control can be used as the heat source for heating the passenger compartment, and at the same time, the heat of the external environment can be absorbed to achieve heating of the passenger compartment.

[0097] The seventh operating mode is the battery heating condition. Refer to Figure 9 In this operating condition, the coolant flows through the heat exchange module 105 and the electric drive and electronic control radiator 12 respectively to absorb heat, passes through the pump 13 and the external radiator 14, flows through the heat exchanger 9, exchanges heat with the refrigerant in the heat exchanger 9, and returns to the heat exchange module 105 and the electric drive and electronic control radiator 12 through the first connection bypass 20 to form a cycle; the refrigerant flows through the compression pump 1 and the battery heat exchanger 10, then flows through the second expansion valve 8, exchanges heat with the coolant in the heat exchanger 9, and then returns to the compression pump 1 to form a cycle. In the seventh operating mode, the heat energy absorbed by the heat exchange module 105 and the waste heat of the electric drive and electronic control can be used as one of the heat sources for heating the battery to achieve battery heating.

[0098] The eighth operating mode is the condition of heating the passenger compartment and heating the battery. Refer to Figure 10 In this operating condition, the third fan 15 is started. The coolant flows through the heat exchange module 105 and the electric drive and electronic control radiator 12 respectively to absorb heat, passes through the pump 13 and the external radiator 14, flows through the heat exchanger 9, exchanges heat with the refrigerant in the heat exchanger 9, and returns to the heat exchange module 105 and the electric drive and electronic control radiator 12 through the first connection bypass 20 to form a cycle; the refrigerant flows through the compression pump 1 and then is divided into two paths. One path flows through the in-vehicle condenser 7 to heat the passenger compartment; the other path flows through the battery heat exchanger 10 to heat the battery, then flows through the second expansion valve 8, exchanges heat with the coolant in the heat exchanger 9, and then returns to the compression pump 1 to form a cycle. In the eighth operating mode, the heat energy absorbed by the heat exchange module 105 and the waste heat of the electric drive and electronic control can be used as one of the heat sources for heating the passenger compartment and heating the battery to achieve heating of the passenger compartment and heating of the battery.

[0099] The third aspect of the present disclosure further provides a vehicle, including the above-mentioned body structure or the above-mentioned thermal management system.

[0100] The preferred embodiments of the present disclosure have been described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0101] In addition, it should be noted that, in the above specific embodiments, the various specific technical features described can be combined in any suitable manner without conflict. To avoid unnecessary repetition, the present disclosure will not separately describe various possible combination manners.

[0102] Furthermore, any combination can be made among the various different embodiments of the present disclosure as long as it does not violate the idea of the present disclosure, and it should also be regarded as the content disclosed by the present disclosure.

Claims

1. A vehicle body structure, characterized in that: Including the vehicle body, heat exchange module and pipeline; A accommodating cavity is provided inside the vehicle wall of part of the vehicle body, and the heat exchange module and the pipe are provided in the accommodating cavity. The pipe is connected to the heat exchange module and is in thermal contact with the pipe. The pipe is used for the flow of coolant, and the heat exchange module can exchange heat with the external environment.

2. The vehicle body structure according to claim 1, characterized in that: The heat exchange module comprises a packaging container and a phase change material. The phase change material is arranged in the packaging container. The packaging container has thermal conductivity. The packaging container is in thermal contact with a cavity wall of the accommodating cavity.

3. The vehicle body structure according to claim 2, characterized in that: The packaging container is provided with two through holes communicating with the interior of the packaging container, the pipeline passes through the two through holes to enter and pass through the packaging container, and the coolant in the pipeline can exchange heat with the phase change material; or, The pipeline is connected to the outer wall of the packaging container, and the coolant in the pipeline can exchange heat with the phase change material.

4. The vehicle body structure according to claim 1, characterized in that: The vehicle wall comprises an outer wall and an inner wall, the heat exchange module is attached to the outer wall, and there is a gap between the heat exchange module and the inner wall.

5. The vehicle body structure according to any one of claims 1 to 4, characterized in that: An accommodating cavity is arranged inside the top panel wall of the vehicle body and / or the side wall of the vehicle body.

6. A thermal management system, characterized in that: comprising a pump, an external radiator and a vehicle body structure as claimed in any one of claims 1 to 5; One end of the pipeline of the vehicle body structure is communicated with the inlet of the pump, the outlet of the pump is communicated with the inlet of the external radiator, and the outlet of the external radiator is communicated with the other end of the pipeline.

7. The thermal management system according to claim 6, characterized in that: The thermal management system further includes an electric drive and electronically controlled radiator, the inlet of the electric drive and electronically controlled radiator is communicated with the outlet of the external radiator, and the outlet of the electric drive and electronically controlled radiator is communicated with the inlet of the pump.

8. The thermal management system according to claim 6 or 7, characterized in that: The thermal management system also includes an in-vehicle radiator and a first connecting bypass. The inlet of the in-vehicle radiator and one end of the first connecting bypass can be selectively connected to the outlet of the external radiator, and the outlet of the in-vehicle radiator and the other end of the first connecting bypass are both connected to the other end of the pipeline.

9. The thermal management system according to claim 8, characterized in that: The thermal management system also includes a heat exchanger having a coolant inlet, a coolant outlet, a refrigerant inlet and a refrigerant outlet. The coolant inlet of the heat exchanger is connected to the outlet of the external radiator, and the inlet of the internal radiator and one end of the first connection bypass can be selectively connected to the coolant outlet of the heat exchanger.

10. The thermal management system according to claim 9, characterized in that: The thermal management system further includes a compression pump, an off-vehicle condenser, a first expansion valve, an evaporator, an on-vehicle condenser, and a second connecting bypass; The outlet of the compression pump can be selectively connected to the inlet of the outdoor condenser and the inlet of the indoor condenser, the outlet of the indoor condenser is connected to the refrigerant inlet of the heat exchanger, the outlet of the outdoor condenser and the refrigerant outlet of the heat exchanger can be selectively connected to the inlet of the first expansion valve and the first end of the second connecting bypass, the outlet of the first expansion valve is connected to the inlet of the evaporator, the outlet of the evaporator and the second end of the second connecting bypass are connected to the inlet of the compression pump.

11. The thermal management system according to claim 10, characterized in that: The thermal management system further includes a second expansion valve, an outlet of the second expansion valve is connected to a refrigerant inlet of the heat exchanger, and an inlet of the second expansion valve is connected to an outlet of the in-vehicle condenser.

12. The thermal management system according to claim 10, characterized in that: The thermal management system also includes a battery heat exchanger, one end of which can be selectively connected to the outlet of the compression pump and the inlet of the compression pump, and the other end of the battery heat exchanger can be selectively connected to the outlet of the external condenser and the refrigerant inlet of the heat exchanger.

13. The thermal management system according to claim 12, characterized in that: The thermal management system further includes a first connecting branch and a second connecting branch, wherein one end of the first connecting branch can be selectively connected to the outlet of the compression pump and the inlet of the in-vehicle condenser, and the other end of the first connecting branch and the second end of the second connecting branch can be selectively connected to the inlet of the compression pump; The first end of the second connecting branch is connected to the refrigerant inlet of the heat exchanger, and the second end of the second connecting branch and the first end of the second connecting bypass can be selectively connected to the outlet of the external condenser; Both ends of the battery heat exchanger can be selectively connected to the first connecting branch and the second connecting branch respectively.

14. The thermal management system according to claim 13, characterized in that: The thermal management system also includes a third expansion valve, which is connected to the second connecting branch, an inlet of the third expansion valve is connected to the first end of the second connecting branch, and an outlet of the third expansion valve is connected to the second end of the second connecting branch.

15. A vehicle, characterized in that: It comprises the vehicle body structure as claimed in any one of claims 1 to 5, or the thermal management system as claimed in any one of claims 6 to 14.

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