Whole vehicle thermal management system and vehicle

Abstract

The utility model discloses a whole vehicle thermal management system and a vehicle, the whole vehicle thermal management system comprises: an air conditioner loop comprising a compressor, a condenser, a first coaxial tube, a second coaxial tube, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a first evaporator, a second evaporator and a cooler; the cooling liquid loop comprises a first electronic water pump, a PTC heater, a three-way valve, a warm air core body, a plate heat exchanger and a power battery water jacket; and the power battery cooling liquid circulation loop is used for cooling the power battery water jacket and comprises a second electronic water pump, the power battery water jacket, a cooler and a plate heat exchanger. According to the utility model, the air conditioner loop, the cooling liquid loop and the power battery cooling liquid circulation loop are utilized to accurately meet the refrigeration requirements of different scenes; the energy utilization efficiency is optimized according to the requirements of different scenes, the energy consumption of the vehicle is reduced, and the adaptability and reliability of the whole vehicle thermal management system can be enhanced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle thermal management systems, in particular to a vehicle-integrated thermal management system and a vehicle. Background Art

[0002] With the continuous development of automotive technology, the impact of the vehicle-integrated thermal management system on vehicle performance, comfort and energy consumption has become increasingly significant. In the refrigeration mode, different usage scenarios pose diverse requirements for the thermal management system. However, existing technologies have problems such as inaccurate strategies and insufficient adaptability when dealing with complex working conditions. Summary of the Utility Model

[0003] The purpose of the utility model is to provide a vehicle-integrated thermal management system and a vehicle to solve the problems of inaccurate strategies and insufficient adaptability of the current vehicle thermal management system when dealing with complex working conditions.

[0004] In a first aspect, the utility model provides a vehicle-integrated thermal management system, comprising:

[0005] An air-conditioning circuit for refrigerating the whole vehicle. The air-conditioning circuit includes a compressor, a condenser, a first coaxial tube, a second coaxial tube, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a first evaporator, a second evaporator and a cooler. The outlet end of the compressor is communicated with the outlet end of the condenser. The outlet end of the condenser is communicated with the inlet end of the first coaxial tube. The outlet end of the first coaxial tube is respectively communicated with the inlet ends of the first electronic expansion valve, the second electronic expansion valve and the third electronic expansion valve. The outlet end of the first electronic expansion valve is communicated with the inlet end of the first evaporator. The outlet end of the second electronic expansion valve is communicated with the inlet end of the second evaporator. The outlet end of the third electronic expansion valve is communicated with the inlet end of the refrigerant side of the cooler. The outlet ends of the first evaporator, the second evaporator and the refrigerant side outlet end of the cooler are all communicated with the inlet end of the compressor;

[0006] A coolant circuit for heating the passenger compartment and the power battery water jacket. The coolant circuit includes a first electronic water pump, a PTC heater, a three-way valve, a heater core, a plate heat exchanger, and a power battery water jacket. The outlet end of the first electronic water pump is communicated with the inlet end of the PTC heater. The outlet end of the PTC heater is communicated with the first port of the three-way valve. The second port of the three-way valve is communicated with the inlet end of the heater core. The outlet end of the heater core is communicated with the inlet end of the first electronic water pump. The third port of the three-way valve is communicated with the inlet end of the hot side of the plate heat exchanger. The outlet end of the cold side of the plate heat exchanger is communicated with the inlet end of the power battery water jacket. The outlet end of the power battery water jacket is respectively communicated with the inlet end of the cold side of the plate heat exchanger and the inlet end of the first electronic water pump;

[0007] A power battery coolant circulation circuit for cooling the power battery water jacket. The power battery coolant circulation circuit includes a second electronic water pump, a power battery water jacket, a cooler, and a plate heat exchanger. The outlet end of the second electronic water pump is communicated with the inlet end of the power battery water jacket. The outlet end of the power battery water jacket is communicated with the inlet end of the water side of the cooler. The outlet end of the water side of the cooler is communicated with the inlet end of the cold side of the plate heat exchanger. The outlet end of the cold side of the plate heat exchanger is communicated with the inlet end of the second electronic water pump.

[0008] A vehicle thermal management system as described above. Preferably, the air-conditioning circuit further includes a heat exchange regulator for regulating the heat exchange amount between the condenser and the outside.

[0009] A vehicle thermal management system as described above. Preferably, the heat exchange regulator is a condenser fan, and the condenser is located on the air outlet path of the condenser fan.

[0010] A vehicle thermal management system as described above. Preferably, a pressure sensor is provided on the connecting pipeline between the condenser and the first coaxial tube.

[0011] A vehicle thermal management system as described above. Preferably, a pressure and temperature sensor is provided at the outlet end of the refrigerant side of the cooler.

[0012] A vehicle thermal management system as described above. Preferably, the coolant circuit further includes a cooler connected in series between the power battery water jacket and the plate heat exchanger. The outlet end of the power battery water jacket is communicated with the inlet end of the water side of the cooler. The outlet end of the water side of the cooler is communicated with the inlet end of the cold side of the plate heat exchanger.

[0013] A vehicle thermal management system as described above, wherein preferably, a first temperature sensor is provided at the outlet end of the PTC heater.

[0014] A vehicle thermal management system as described above, wherein preferably, the power battery coolant circulation loop further includes an expansion tank. The outlet end of the cold side of the plate heat exchanger is communicated with the inlet end of the expansion tank, and the outlet end of the expansion tank is communicated with the inlet end of the second electronic water pump.

[0015] A vehicle thermal management system as described above, wherein preferably, a second temperature sensor is provided at the inlet end of the power battery water jacket.

[0016] In a second aspect, the present invention provides a vehicle including the aforementioned vehicle thermal management system.

[0017] Compared with the prior art, the present invention precisely meets the refrigeration requirements of different scenarios by using the air-conditioning loop, the coolant loop, and the power battery coolant circulation loop, improving the comfort of passengers; optimizing the energy utilization efficiency according to the requirements of different scenarios, which is beneficial to reducing the energy consumption of the vehicle, and can enhance the adaptability and reliability of the vehicle thermal management system, thereby extending the service life of the system. Description of the Drawings

[0018] Figure 1 is a schematic structural diagram of the vehicle thermal management system provided by the embodiment of the present invention;

[0019] Figure 2 is a schematic structural diagram of the vehicle thermal management system provided by the embodiment of the present invention under the refrigeration condition.

[0020] Description of the Reference Numerals

[0021] 100 - air-conditioning loop, 200 - coolant loop, 300 - power battery coolant circulation loop;

[0022] 1 - compressor, 2 - condenser, 3 - first coaxial tube, 4 - second coaxial tube, 5 - first electronic expansion valve, 6 - second electronic expansion valve, 7 - third electronic expansion valve, 8 - first evaporator, 9 - second evaporator, 10 - cooler, 11 - refrigerant side of the cooler, 12 - water side of the cooler, 13 - first electronic water pump, 14 - PTC heater, 15 - three-way valve, 16 - heater core, 17 - plate heat exchanger, 18 - hot side of the plate heat exchanger, 19 - cold side of the plate heat exchanger, 20 - power battery water jacket, 21 - second electronic water pump, 22 - heat exchange regulator, 23 - pressure sensor, 24 - pressure temperature sensor, 25 - first temperature sensor, 26 - expansion tank, 27 - second temperature sensor, 28 - condenser fan. Detailed Embodiments

[0023] The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as a limitation to the present invention.

[0024] In a first aspect, with reference to Figure 1 as shown, the present invention provides a vehicle thermal management system, including an air-conditioning circuit 100, a coolant circuit 200, and a power battery coolant circulation circuit 300, wherein:

[0025] The air-conditioning circuit 100 can cool the whole vehicle. The air-conditioning circuit 100 includes a compressor 1, a condenser 2, a first coaxial tube 3, a second coaxial tube 4, a first electronic expansion valve 5, a second electronic expansion valve 6, a third electronic expansion valve 7, a first evaporator 8, a second evaporator 9, and a cooler 10. The outlet end of the compressor 1 is communicated with the outlet end of the condenser 2. The outlet end of the condenser 2 is communicated with the inlet end of the first coaxial tube 3. The outlet end of the first coaxial tube 3 is respectively communicated with the inlet ends of the first electronic expansion valve 5, the second electronic expansion valve 6, and the third electronic expansion valve 7. The outlet end of the first electronic expansion valve 5 is communicated with the inlet end of the first evaporator 8. The outlet end of the second electronic expansion valve 6 is communicated with the inlet end of the second evaporator 9. The outlet end of the third electronic expansion valve 7 is communicated with the inlet end of the refrigerant side 11 of the cooler. The outlet ends of the first evaporator 8, the second evaporator 9, and the refrigerant side 11 of the cooler are all communicated with the inlet end of the compressor 1.

[0026] In the embodiments provided in the present application, when refrigeration is required, the compressor 1 compresses air into high-temperature and high-pressure gas. The medium-temperature and high-pressure liquid after being condensed by the condenser 2 enters the first coaxial tube 3, and then enters the first evaporator 8, the second evaporator 9, and the refrigerant side 11 of the cooler respectively from the first electronic expansion valve 5, the second electronic expansion valve 6, and the third electronic expansion valve 7 through the outer tube of the first coaxial tube 3. The first evaporator 8 is the front evaporator, and the second evaporator 9 is the rear evaporator. After the medium-temperature and high-pressure liquid becomes low-temperature and low-pressure liquid under the regulation of the first electronic expansion valve 5, the second electronic expansion valve 6, and the third electronic expansion valve 7, it enters the first evaporator 8, the second evaporator 9, and the refrigerant side 11 of the cooler. Through the heat exchange between the first evaporator 8, the second evaporator 9, and the cooler 10 and the outside, the temperature of the vehicle interior environment is reduced. The coolant flowing out from the first evaporator 8, the second evaporator 9, and the refrigerant side 11 of the cooler converges in the inner tube of the second coaxial tube 4 and then enters the compressor 1 for circulation.

[0027] In a feasible implementation manner, the air-conditioning circuit 100 further includes a heat exchange regulator 22, which is used to adjust the heat exchange amount between the condenser 2 and the outside. Preferably, it is a condenser fan 28. The condenser 2 is located on the air outlet path of the condenser fan 28, and the heat dissipation amount between the condenser 2 and the outside can be adjusted by controlling the rotation speed of the condenser fan 28.

[0028] Further, in order to understand the air pressure of the low-temperature and low-pressure liquid after condensation of the condenser 2, a pressure sensor 23 is provided on the connecting pipeline between the condenser 2 and the first coaxial tube 3. Through the monitoring of the pressure sensor 23, it can be determined whether the condensation effect of the condenser 2 reaches the required refrigeration demand, and then corresponding adjustments can be made. After the vehicle cools down, in order to judge the cooling situation, a pressure and temperature sensor 24 is provided at the outlet end of the refrigerant side 11 of the cooler. The temperature and pressure of the coolant flowing out of the refrigerant side 11 of the cooler are monitored by the pressure and temperature sensor 24, and then the cooling situation can be judged.

[0029] The coolant circuit 200 is used to heat the passenger compartment and the power battery water jacket 20. The coolant circuit 200 includes a first electronic water pump 13, a PTC heater 14, a three-way valve 15, a heater core 16, a plate heat exchanger 17, and a power battery water jacket 20. The outlet end of the first electronic water pump 13 is communicated with the inlet end of the PTC heater 14. The outlet end of the PTC heater 14 is communicated with the first port of the three-way valve 15. The second port of the three-way valve 15 is communicated with the inlet end of the heater core 16. The outlet end of the heater core 16 is communicated with the inlet end of the first electronic water pump 13. The third port of the three-way valve 15 is communicated with the inlet end of the hot side 18 of the plate heat exchanger. The outlet end of the cold side 19 of the plate heat exchanger is communicated with the inlet end of the power battery water jacket 20. The outlet end of the power battery water jacket 20 is respectively communicated with the inlet end of the cold side 19 of the plate heat exchanger and the inlet end of the first electronic water pump 13.

[0030] In the embodiments provided by the present application, when the passenger compartment needs to be heated, the coolant flows to the PTC heater 14 under the action of the first electronic water pump 13. After being heated by the PTC heater 14, it becomes high-temperature coolant and enters the heater core 16 through the first port and the second port of the three-way valve 15, thereby realizing the temperature increase of the passenger compartment. A part of the high-temperature coolant flowing in from the first port of the three-way valve 15 enters the hot side 18 of the plate heat exchanger through the third port of the three-way valve 15. The hot side 18 of the plate heat exchanger transfers the heat to the cold side 19 of the plate heat exchanger, and the heat is transferred to the power battery water jacket 20 through the cold side 19 of the plate heat exchanger, thereby heating the power battery water jacket 20.

[0031] When the temperature of the power battery water jacket 20 is relatively high and needs to be cooled down, it can be achieved through the cooler 10. Therefore, the cooler 10 is also connected in series on the coolant circuit 200. The cooler 10 is connected in series between the power battery water jacket 20 and the plate heat exchanger 17. The outlet end of the power battery water jacket 20 is communicated with the inlet end of the water side 12 of the cooler, and the outlet end of the water side 12 of the cooler is communicated with the inlet end of the cold side 19 of the plate heat exchanger. When the power battery water jacket 20 is heated, there is no coolant flowing in the refrigerant side 11 of the cooler. When the power battery water jacket 20 is cooled down, there is no coolant flowing in the cold side 19 of the plate heat exchanger.

[0032] To meet the heating effect and achieve precise control, a first temperature sensor 25 is provided at the outlet end of the PTC heater 14. The first temperature sensor 25 can monitor the temperature of the coolant heated by the PTC heater 14. Through the monitoring results, it can be determined whether the heating requirements are met, and corresponding adjustments can be made for the cases where the heating requirements are not met.

[0033] The power battery coolant circulation circuit 300 is used to cool down the power battery water jacket 20. The power battery coolant circulation circuit 300 includes a second electronic water pump 21, a power battery water jacket 20, a cooler 10, and a plate heat exchanger 17. The outlet end of the second electronic water pump 21 is communicated with the inlet end of the power battery water jacket 20. The outlet end of the power battery water jacket 20 is communicated with the inlet end of the water side 12 of the cooler. The outlet end of the water side 12 of the cooler is communicated with the inlet end of the cold side 19 of the plate heat exchanger. The outlet end of the cold side 19 of the plate heat exchanger is communicated with the inlet end of the second electronic water pump 21.

[0034] In the embodiments provided in the present application, the high-temperature coolant flowing through the power battery water jacket 20 can become low-temperature coolant after passing through the water side 12 of the cooler and the cold side 19 of the plate heat exchanger. Under the action of the second electronic water pump 21, the low-temperature coolant flows through the power battery water jacket 20 again to cool down the power battery water jacket 20. <s

[0035] To make the pressure of the power battery coolant circulation circuit 300 stable, an expansion tank 26 is provided between the plate heat exchanger 17 and the second electronic water pump 21. The inlet end of the expansion tank 26 is communicated with the outlet end of the cold side 19 of the plate heat exchanger. The outlet end of the expansion tank 26 is communicated with the inlet end of the second electronic water pump 21. The gas generated when the high-temperature coolant exchanges heat through the plate heat exchanger 17 can enter the expansion tank 26 through the gas removal pipe. After being cooled down in the expansion tank 26, it enters the power battery water jacket 20 under the action of the second electronic water pump 21 to further cool down the power battery water jacket 20.

[0036] In a feasible implementation, a second temperature sensor 27 is provided at the inlet end of the power battery water jacket 20. The second temperature sensor 27 can monitor the temperature of the coolant entering the power battery water jacket 20, and then determine whether the temperature of the coolant meets the requirement for cooling the power battery water jacket 20. When the requirement is not met, corresponding adjustments can be made.

[0037] Based on the above embodiments, when the vehicle thermal management system is in the refrigeration mode, refer to Figure 2 As shown, the air-conditioning circuit 100 and the power battery coolant circuit 200 operate normally. In the refrigeration mode, for the following multiple scenarios, different strategies can be adopted for precise control.

[0038] 1. High-temperature and high-load driving scenario

[0039] Strategy: Increase the speed of the compressor 1 to 100% of the maximum value, increase the speed of the condenser fan 28, and optimize the opening of the electronic expansion valve to 100 to enhance the refrigeration effect and ensure rapid cooling inside the vehicle. The speed of the compressor 1, the speed of the condenser fan 28, and the openings of the first electronic expansion valve 5, the second electronic expansion valve 6, and the third electronic expansion valve 7 can be adjusted according to the actual high-temperature and high-load driving conditions.

[0040] 2. Frequent start-stop scenario in urban congestion

[0041] [[ID=I7]]Strategy: Adopt intelligent start-stop control. When the vehicle is stationary, moderately reduce the power of the compressor 1 to reduce unnecessary energy consumption while maintaining a stable temperature inside the vehicle.

[0042] 3. High-speed long-distance driving scenario

[0043] Strategy: Dynamically adjust the speed of the compressor 1 and the speed of the condenser fan 28 according to the vehicle speed, optimize the refrigeration efficiency, reduce energy consumption, and maintain a comfortable environment inside the vehicle.

[0044] 4. Scenario of strong sunlight direct irradiation

[0045] Strategy: Enhance the air circulation inside the vehicle, increase the refrigeration output, and at the same time adjust the heat insulation parameters of the window glass to reduce heat transfer.

[0046] 5. Full-load passenger scenario

[0047] Strategy: Optimize the air duct distribution according to the number and distribution of passengers inside the vehicle to ensure that each passenger area can obtain sufficient cooling capacity.

[0048] 6. Climbing driving scenario

[0049] Strategy: Monitor the engine temperature, and on the premise of ensuring engine heat dissipation, reasonably distribute the refrigeration power to avoid affecting the vehicle's power performance.

[0050] 7. Refrigeration demand scenario in low-temperature environment

[0051] Strategy: Fine-tune the parameters of the refrigeration system to avoid energy waste and a decrease in in-vehicle comfort caused by excessive refrigeration.

[0052] 8. Scenario of rapid refrigeration demand

[0053] Strategy: Activate the maximum power refrigeration mode, and at the same time close some non-essential vents to concentrate the cold air supply to the main areas and quickly reduce the in-vehicle temperature.

[0054] In a second aspect, the present utility model provides a vehicle, including the aforementioned vehicle thermal management system. Through the vehicle thermal management system, the vehicle can have good refrigeration effects and energy utilization efficiency under various working conditions, thereby ensuring the comfort and reliability of the vehicle.

[0055] The structure, features and effects of the present utility model have been described in detail based on the embodiments shown in the drawings above. The above are only the preferred embodiments of the present utility model, but the present utility model is not limited to the implementation scope shown in the drawings. Any changes made in accordance with the concept of the present utility model, or modified into equivalent embodiments with equivalent changes, should still be within the protection scope of the present utility model when they do not exceed the spirit covered by the description and the drawings.

Claims

1. A vehicle thermal management system, characterized in that, Including: An air-conditioning circuit for cooling the whole vehicle. The air-conditioning circuit includes a compressor, a condenser, a first coaxial tube, a second coaxial tube, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a first evaporator, a second evaporator, and a cooler. The outlet end of the compressor is communicated with the outlet end of the condenser. The outlet end of the condenser is communicated with the inlet end of the first coaxial tube. The outlet end of the first coaxial tube is respectively communicated with the inlet end of the first electronic expansion valve, the inlet end of the second electronic expansion valve, and the inlet end of the third electronic expansion valve. The outlet end of the first electronic expansion valve is communicated with the inlet end of the first evaporator. The outlet end of the second electronic expansion valve is communicated with the inlet end of the second evaporator. The outlet end of the third electronic expansion valve is communicated with the inlet end of the refrigerant side of the cooler. The outlet ends of the first evaporator, the second evaporator, and the refrigerant side outlet end of the cooler are all communicated with the inlet end of the compressor; A coolant circuit for heating the passenger compartment and the power battery water jacket. The coolant circuit includes a first electronic water pump, a PTC heater, a three-way valve, a heater core, a plate heat exchanger, and a power battery water jacket. The outlet end of the first electronic water pump is communicated with the inlet end of the PTC heater. The outlet end of the PTC heater is communicated with the first port of the three-way valve. The second port of the three-way valve is communicated with the inlet end of the heater core. The outlet end of the heater core is communicated with the inlet end of the first electronic water pump. The third port of the three-way valve is communicated with the inlet end of the hot side of the plate heat exchanger. The outlet end of the cold side of the plate heat exchanger is communicated with the inlet end of the power battery water jacket. The outlet end of the power battery water jacket is respectively communicated with the inlet end of the cold side of the plate heat exchanger and the inlet end of the first electronic water pump; A power battery coolant circulation circuit for cooling the power battery water jacket. The power battery coolant circulation circuit includes a second electronic water pump, a power battery water jacket, a cooler, and a plate heat exchanger. The outlet end of the second electronic water pump is communicated with the inlet end of the power battery water jacket. The outlet end of the power battery water jacket is communicated with the inlet end of the water side of the cooler. The outlet end of the water side of the cooler is communicated with the inlet end of the cold side of the plate heat exchanger. The outlet end of the cold side of the plate heat exchanger is communicated with the inlet end of the second electronic water pump.

2. The vehicle thermal management system according to claim 1, characterized in that, The air-conditioning circuit further includes a heat exchange regulator for regulating the heat exchange amount between the condenser and the outside.

3. The vehicle thermal management system according to claim 2, wherein, The heat exchange regulator is a condenser fan, and the condenser is located on the air outlet path of the condenser fan.

4. The vehicle thermal management system according to claim 1, wherein A pressure sensor is provided on the connecting pipeline between the condenser and the first coaxial tube.

5. The vehicle thermal management system according to claim 1, wherein A pressure and temperature sensor is provided at the outlet end of the refrigerant side of the cooler.

6. The vehicle thermal management system according to claim 1, characterized in that, The coolant circuit is also connected in series with the cooler, which is connected in series between the power battery water jacket and the plate heat exchanger. The outlet end of the power battery water jacket is communicated with the inlet end of the water side of the cooler, and the outlet end of the water side of the cooler is communicated with the inlet end of the cold side of the plate heat exchanger.

7. The vehicle thermal management system according to claim 1, characterized in that, A first temperature sensor is provided at the outlet end of the PTC heater.

8. The vehicle thermal management system according to claim 1, characterized in that, The power battery coolant circulation circuit further includes an expansion tank. The outlet end of the cold side of the plate heat exchanger is communicated with the inlet end of the expansion tank, and the outlet end of the expansion tank is communicated with the inlet end of the second electronic water pump.

9. The vehicle thermal management system according to claim 1 or 8, characterized in that, A second temperature sensor is provided at the inlet end of the power battery water jacket.

10. A vehicle, characterized in that, It includes the vehicle thermal management system according to any one of claims 1 to 9.

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