Vehicle thermal management system and vehicle with same

Abstract

The utility model provides a vehicle thermal management system and a vehicle with the same, the vehicle thermal management system comprises a refrigerant compression cycle, the refrigerant compression cycle comprises a heat exchanger, the heat exchanger carries out temperature regulation on a battery pack of the vehicle through a secondary refrigerant cycle, and the vehicle thermal management system further comprises a liquid storage tank, the pipe tail end of a first out-cabin inlet and outlet pipe of the out-cabin heat exchanger, the pipe tail end of a first in-cabin inlet and outlet pipe of the in-cabin heat exchanger and the pipe tail end of a first heat exchanger inlet and outlet pipe of the heat exchanger all extend into the top space in the liquid storage tank; the height distances between the pipe tail end of the first out-cabin inlet and outlet pipe, the pipe tail end of the first in-cabin inlet and outlet pipe and the inner wall of the tank bottom of the liquid storage tank are smaller and smaller. According to the utility model, the refrigerant can preferentially enter the heat exchanger capable of cooling and regulating the temperature of the battery pack in a refrigeration mode only through the height difference of the pipe tail ends of the inlet and outlet pipes, and complicated control logic is not needed, so that the system construction cost is reduced, and the fault occurrence probability is reduced.

Description

TECHNICAL FIELD

[0001] The utility model belongs to air conditioning technical field, concretely relates to a kind of vehicle thermal management system and the vehicle with it. BACKGROUND

[0002] Currently commonly used new energy automobile battery is usually lithium battery, and its charging and discharging are the migration process of lithium ion. With the popularization of fast charging technology, energy density rises sharply in battery charging process, and good thermal management means is needed to intervene, otherwise there is a big security risk. Research shows that the most suitable working temperature range of lithium ion battery is 20 DEG C~40 DEG C, so in addition to the refrigeration demand under high temperature operating condition, battery system also has significant heating demand under low temperature operation or low temperature starting condition. The newer thermal management system now has the function of heat control and heat regulation (refrigeration / heat) to passenger cabin and battery. System mode is multiple and complex, after system mode integration, system priority needs to be considered, for example, when the temperature of passenger cabin and battery system is relatively high, refrigeration needs to be carried out to two systems at the same time, at this time, refrigeration priority of passenger cabin thermal management subsystem and battery thermal management subsystem needs to be considered, and similar priority determination problem also exists in system heating.

[0003] In order to affect the stability and life of new energy vehicle performance, first meet the battery cooling load or heat load demand, after system quickly adjusts battery temperature to suitable temperature range, adjust with temperature control of passenger cabin as core, so that normal operation of components can be ensured, and passenger's human comfort is not affected. Under normal circumstances, battery side gas-liquid mixed state refrigerant flow is adjusted (i.e. battery side electronic expansion valve opening is adjusted) to preferentially meet the cooling demand of battery, however, in actual operation process, gas-liquid mixed state refrigerant often cannot be uniformly distributed to pipeline, so that battery side electronic expansion valve opening is adjusted to maximum, and battery refrigeration demand cannot be preferentially met, in addition, for multi-cabin heat exchanger 3 flow path vehicle thermal management system, disturbance caused by gravity, pipeline cross-sectional area change, elbow pipe and the like causes uneven distribution of refrigerant, and passenger comfort is affected. UTILITY MODEL CONTENTS

[0004] Therefore, the utility model provides a kind of vehicle thermal management system and the vehicle with it, which can overcome the technical problems of related art, such as the difficulty in meeting the demand of battery priority refrigeration in vehicle thermal management system or the need for complex control logic to achieve battery priority refrigeration, resulting in high cost.

[0005] To solve the above problems, the utility model provides a kind of vehicle thermal management system, including refrigerant compression cycle, the refrigerant compression cycle includes compressor module, cabin heat exchanger, cabin heat exchanger, heat exchanger, with the first throttling element of the cabin heat exchanger corresponding arrangement and the second throttling element corresponding with the heat exchanger arrangement, the heat exchanger is cooled by refrigerant circulation to the battery pack of vehicle, the compressor module is used to compress refrigerant and drive the refrigerant circulation between the cabin heat exchanger, cabin heat exchanger and heat exchanger, the heat exchanger is connected in parallel with the cabin heat exchanger, the vehicle thermal management system further includes liquid storage tank, the pipe end of the first cabin heat exchanger of the cabin heat exchanger, the pipe end of the first cabin heat exchanger of the cabin heat exchanger and the pipe end of the first heat exchanger of the heat exchanger First heat exchanger inlet and outlet pipe all extend into the top space of the liquid storage tank, and the pipe end of the first cabin heat exchanger, the pipe end of the first cabin heat exchanger and the pipe end of the first heat exchanger First heat exchanger inlet and outlet pipe each with the height spacing between the tank bottom inner wall of the liquid storage tank is smaller and smaller, and the first throttling element is connected on the first cabin heat exchanger, and the second throttling element is connected on the first heat exchanger inlet and outlet pipe.

[0006] In some embodiments, the cabin heat exchanger has at least two, and the corresponding end of the two cabin heat exchangers is communicated with the first cabin inlet and outlet pipe.

[0007] In some embodiments, the compressor module includes a four-way reversing valve, which has a refrigeration flow path position corresponding to a refrigeration mode of the refrigerant compression cycle and a heating flow path position corresponding to a heating mode of the refrigerant compression cycle.

[0008] In some embodiments, the height difference between the pipe end of the first cabin heat exchanger and the tank bottom inner wall of the liquid storage tank is ha, the height difference between the pipe end of the first cabin heat exchanger and the tank bottom inner wall of the liquid storage tank is hb, and the height difference between the pipe end of the first heat exchanger and the tank bottom inner wall of the liquid storage tank is hc, ha=(2.5-3.5)hc, hb=(1.5-2.0)hc.

[0009] In some embodiments, the liquid storage tank is cylindrical, the cross-sectional inner diameter of the liquid storage tank is D, and the inner wall diameter of the first cabin heat exchanger, the first cabin heat exchanger and the first heat exchanger inlet and outlet pipe is d, D=(5.8-6.0)d.

[0010] In some embodiments, the cooled refrigerant circulation includes a battery pack heat exchanger and a water pump for driving the cooled refrigerant to circulate between the heat exchanger and the battery pack heat exchanger.

[0011] In some embodiments, the battery pack heat exchanger is arranged around the battery pack, and the battery pack heat exchanger has a heat exchange portion in a gap between two adjacent battery packs.

[0012] In some embodiments, the vehicle thermal management system further comprises a redundant heat exchanger in parallel with the heat exchanger, the redundant heat exchanger has a first redundant inlet and outlet pipe, a pipe end of the first redundant inlet and outlet pipe extends into a headspace in the liquid storage tank, and a height distance between the pipe end of the first redundant inlet and outlet pipe and an inner wall of a tank bottom of the liquid storage tank is greater than a height distance between a pipe end of the first heat exchanger inlet and outlet pipe and the inner wall of the tank bottom of the liquid storage tank.

[0013] The utility model also provides a vehicle comprising the vehicle thermal management system.

[0014] In some embodiments, the vehicle further comprises a cabin heat exchange cavity, an out-of-cabin heat exchange cavity, and a compression cavity, the compressor module, the liquid storage tank, and the heat exchanger are all in the compression cavity, the in-cabin heat exchanger is in the cabin heat exchange cavity, and the out-of-cabin heat exchanger is in the out-of-cabin heat exchange cavity.

[0015] The vehicle thermal management system and the vehicle provided by the utility model have the following beneficial effects:

[0016] By adding a liquid storage tank in the refrigerant compression cycle, and by layering the height distance between the pipe end of the corresponding inlet and outlet pipe of each heat exchanger and the inner wall of the tank bottom of the liquid storage tank, and by designing the height of the pipe end of the first heat exchanger inlet and outlet pipe to be the lowest, when the refrigerant compression cycle operates in the refrigeration mode, the refrigerant flowing out of the out-of-cabin heat exchanger will preferentially enter the first heat exchanger through the first heat exchanger inlet and outlet pipe with a lower height to form preferential heat exchange with the cold carrier circulating in the first heat exchanger, thereby achieving preferential heat exchange of the battery pack, effectively preventing safety hazards caused by excessively high temperature of the battery pack, improving the stability and life of the new energy vehicle performance, and at the same time, the vehicle thermal management system of the utility model can achieve that the refrigerant preferentially enters the heat exchanger capable of cooling and temperature regulating the battery pack in the refrigeration mode only by the height difference between the pipe end of each inlet and outlet pipe and the inner wall of the tank bottom of the liquid storage tank, without complex control logic, thereby reducing the system construction cost and the probability of failure.

[0017] When at least two in-cabin heat exchangers are arranged in the vehicle cabin, in the refrigeration mode, the refrigerant flowing out of the out-of-cabin heat exchanger enters a larger space through the first out-of-cabin inlet and outlet pipe with a smaller pipe diameter, and the sudden expansion of the flow area of the refrigerant will slow down the flow rate of the refrigerant, which helps to reduce the disturbance of the refrigerant after passing through the pipeline and the electronic expansion valve, thereby ensuring that the refrigerant is evenly distributed to each in-cabin heat exchanger, ensuring uniform heat exchange effect of the in-cabin heat exchanger, and improving passenger comfort.

[0018] The vehicle thermal management system in the utility model, due to the additional liquid storage tank, so when the system runs in the heating mode, the refrigerant flowing out after heat exchange in the heat exchanger in each cabin first enters the liquid storage tank, the flow rate of the refrigerant in the liquid storage tank is reduced and the resistance of the refrigerant flowing out of the heat exchanger in the cabin is increased, which can also reduce the disturbance of the refrigerant in the pipeline in the heating mode, and further ensure the uniform heat exchange effect of the heat exchanger in the cabin in the heating mode, and improve the passenger comfort;

[0019] By setting the heat exchange part capable of being inserted into the gap between the battery packs on the battery pack heat exchanger, effective temperature regulation of the inside of the battery pack can be realized, especially in the refrigeration mode, the phenomenon of excessive temperature rise caused by the aggregation of the internal temperature of the battery pack can be effectively prevented. It can be understood that the battery pack heat exchanger is correspondingly configured with a corresponding fan to accelerate the flow of the heat exchange air flow and ensure the temperature regulation efficiency of the battery pack;

[0020] The liquid storage tank, the heat exchanger and the compressor module are arranged in one chamber, which can effectively shorten the length of the first heat exchanger inlet and outlet pipe between the liquid storage tank and the heat exchanger, thereby reducing the flow resistance of the refrigerant entering the heat exchanger, and further ensuring the priority of the temperature regulation of the battery pack. BRIEF DESCRIPTION OF DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. The drawings in the following description are only exemplary, and for those skilled in the art, other implementation drawings can be derived from the provided drawings without creative labor.

[0022] Figure 1 It is the system principle diagram of the vehicle thermal management system in the utility model embodiment;

[0023] Figure 2 It is Figure 1 The refrigerant flow direction schematic diagram of the refrigerant compression cycle operation refrigeration mode in the vehicle thermal management system in

[0024] Figure 3 It is Figure 1 The refrigerant flow direction schematic diagram of the refrigerant compression cycle operation heating mode in the vehicle thermal management system in

[0025] The signs are:

[0026] 1, compressor module; 2, external heat exchanger; 21, first external inlet and outlet pipe; 22, second external inlet and outlet pipe; 3, internal heat exchanger; 31, first internal inlet and outlet pipe; 32, second internal inlet and outlet pipe; 4, heat exchanger; 41, first heat exchanger inlet and outlet pipe; 42, second heat exchanger inlet and outlet pipe; 51, first throttling element; 52, second throttling element; 6, liquid storage tank; 71, battery pack heat exchanger; 72, water pump. DETAILED DESCRIPTION

[0027] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. The description of the at least one exemplary embodiment is actually only illustrative, but not as any limitation on the present application and its application or use. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0028] In the description of the present application, it should be understood that the orientation words such as "front, back, up, down, left, right", "horizontal, vertical, perpendicular, horizontal" and "top, bottom" and the like indicate the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and in the absence of the opposite description, these orientation words do not indicate and imply that the indicated device or element must have a specific orientation or be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the scope of protection of the present application; the orientation words "inner, outer" refer to the inner and outer of the contour of each component itself.

[0029] For the convenience of description, spatial relative terms such as "above", "upper", "upper surface", "upper" and the like can be used herein to describe the spatial position relationship of one device or feature with other devices or features as shown in the drawings. It should be understood that the spatial relative terms are intended to include different orientations in use or operation in addition to the orientation of the device described in the drawings. For example, if the device in the drawings is inverted, the device described as "above" or "above" other devices or structures will be positioned "below" or "below" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90° or in other orientations), and the spatial relative description used herein is interpreted accordingly.

[0030] In addition, it needs to be explained that the use of "first", "second" and the like to define parts is only for the convenience of distinguishing the corresponding parts, and the above words have no special meaning if there is no further declaration, and therefore cannot be understood as a limitation on the protection scope of the utility model.

[0031] Referring to Figures 1 to 3 As shown in the figure, according to the embodiment of the utility model, a vehicle thermal management system is provided, comprising a refrigerant compression cycle (not marked in the figure), the refrigerant compression cycle comprising a compressor module 1, an out-cabin heat exchanger 2, an in-cabin heat exchanger 3, a heat exchanger 4 (specifically, for example, a plate heat exchanger), a first throttling element 51 (that is, used for throttling the refrigerant entering or flowing out of the in-cabin heat exchanger 3, for example, an electronic expansion valve) corresponding to the in-cabin heat exchanger 3, and a second throttling element 52 (that is, used for throttling the refrigerant entering or flowing out of the heat exchanger 4, for example, an electronic expansion valve) corresponding to the heat exchanger 4, the heat exchanger 4 being used for temperature regulating (cooling or heating according to the actual operation mode of the aforementioned refrigerant compression cycle) the battery pack (not shown in the figure) of the vehicle through a coolant circulation (the coolant being, for example, refrigerant, water, etc.), the compressor module 1 being used for compressing the refrigerant and driving the refrigerant to form a refrigerant circulation among the out-cabin heat exchanger 2, the in-cabin heat exchanger 3 and the heat exchanger 4, the heat exchanger 4 being connected in parallel with the in-cabin heat exchanger 3, the vehicle thermal management system further comprising a liquid storage tank 6, the pipe end of a first out-cabin inlet and outlet pipe 21 of the out-cabin heat exchanger 2, the pipe end of a first in-cabin inlet and outlet pipe 31 of the in-cabin heat exchanger 3 and the pipe end of a first heat exchanger inlet and outlet pipe 41 of the heat exchanger 4 all extending into the top space of the liquid storage tank 6, and the height interval between the pipe end of the first out-cabin inlet and outlet pipe 21, the pipe end of the first in-cabin inlet and outlet pipe 31 and the pipe end of the first heat exchanger inlet and outlet pipe 41 and the inner wall of the tank bottom of the liquid storage tank 6 respectively becoming smaller and smaller, it needs to be explained that, for the pipe end of each inlet and outlet pipe extending into the liquid storage tank 6, the height interval between the pipe end of the first heat exchanger inlet and outlet pipe 41 and the inner wall of the tank bottom of the liquid storage tank 6 is the smallest, that is, the other pipe ends are also above the pipe end of the first heat exchanger inlet and outlet pipe 41, and the first throttling element 51 is connected in series on the first in-cabin inlet and outlet pipe 31, and the second throttling element 52 is connected in series on the first heat exchanger inlet and outlet pipe 41.

[0032] In the technical scheme, the liquid storage tank 6 is additionally arranged in the refrigerant compression cycle, the height interval between the pipe end of each heat exchanger inlet and outlet pipe and the inner wall of the tank bottom of the liquid storage tank 6 is layered, the height of the pipe end of the first heat exchanger inlet and outlet pipe 41 is designed to be the lowest, and when the refrigerant compression cycle operates in the refrigeration mode, the refrigerant flowing out of the outboard heat exchanger 2 enters the liquid storage tank 6 first, and then enters the first heat exchanger 4 through the first heat exchanger inlet and outlet pipe 41 with a lower height to form a preferential heat exchange with the carrier fluid, thereby realizing the preferential heat exchange of the battery pack, effectively preventing the safety hazard caused by the high temperature of the battery pack, improving the stability and service life of the new energy vehicle, and simultaneously, the vehicle thermal management system can realize that the refrigerant enters the heat exchanger 4 capable of cooling and temperature regulating the battery pack in the refrigeration mode (as shown in Figure 2 ) only through the height difference between the pipe end of each inlet and outlet pipe and the inner wall of the tank bottom of the liquid storage tank 6, without complex control logic, thereby reducing the system construction cost and the probability of failure.

[0033] In some specific embodiments, the in-cabin heat exchanger 3 has at least two, and the corresponding one end of the two in-cabin heat exchangers 3 is communicated with the first in-cabin inlet and outlet pipe 31, as shown in Figure 1 , two in-cabin heat exchangers 3 are arranged in parallel in the vehicle cabin, so that the temperature adjustment rate of the vehicle cabin can be improved, and the demand of the user for rapid temperature regulation can be met.

[0034] In the technical scheme, when at least two in-cabin heat exchangers 3 are arranged in the vehicle cabin, in the refrigeration mode (as shown in Figure 2 ), the refrigerant flowing out of the outboard heat exchanger 2 enters the space with a larger capacity (the inner wall hole diameter is larger than the diameter of the first outboard inlet and outlet pipe 21) through the first outboard inlet and outlet pipe 21 with a smaller pipe diameter, and the flow area of the refrigerant is suddenly expanded, so that the flow rate of the refrigerant is slowed down, which helps to reduce the disturbance of the refrigerant after passing through the pipe (including the elbow pipe, the variable diameter pipe and the like), and the electronic expansion valve, so that the refrigerant can be uniformly distributed to each in-cabin heat exchanger 3, the heat exchange effect of the in-cabin heat exchanger 3 is uniform, and the passenger comfort is improved.

[0035] It can be understood that the aforementioned compressor module 1 at least comprises a compressor (not shown in the figure) and a gas-liquid separator on the suction port pipeline of the compressor, in order to enable the aforementioned refrigerant compression cycle to have both a refrigeration mode and a heating mode, in a specific embodiment, the compressor module 1 further comprises a four-way reversing valve (not shown in the figure), the four-way reversing valve has a refrigeration flow path position corresponding to the refrigeration mode of the refrigerant compression cycle and a heating flow path position corresponding to the heating mode of the refrigerant compression cycle, that is, the vehicle thermal management system at this time can not only run in a refrigeration mode to achieve the purpose of refrigeration and cooling of the cabin and the battery pack, but also run in a heating mode to achieve the purpose of heating and warming of the cabin and the battery pack, so that the battery pack can be effectively prevented from running at high or low temperature, so that the battery pack can run in a more suitable temperature range, and the performance and service life of the battery pack are improved.

[0036] More importantly, the vehicle thermal management system in the utility model is additionally provided with the aforementioned liquid storage tank 6, so that when the system runs in a heating mode (as shown in the figure), Figure 3 The refrigerant flowing out of the cabin heat exchanger 3 after heat exchange first enters the liquid storage tank 6, the flow rate of the refrigerant in the liquid storage tank 6 is reduced, and the resistance of the refrigerant flowing out of the cabin heat exchanger 3 is increased, which can also reduce the disturbance of the refrigerant in the pipeline in the heating mode, and further ensure the uniformity of the heat exchange effect of the cabin heat exchanger 3 in the heating mode, and improve passenger comfort.

[0037] It should be noted that the aforementioned four-way reversing valve can adopt a conventional four-way reversing valve (electromagnetic) in the air conditioning field, four ports of which are respectively connected with the exhaust port, the suction port of the aforementioned compressor, the second cabin-outlet pipe 22 of the cabin heat exchanger 2, and the second cabin-inlet pipe 32 of each parallel cabin heat exchanger 3 and the second heat exchanger-inlet pipe 42 of the heat exchanger 4, so as to realize the change of the flow direction of the refrigerant and the switching of the refrigeration mode and the heating mode by changing the communication relationship of the four ports.

[0038] In some embodiments, the height difference between the pipe end of the first cabin-outlet pipe 21 and the inner wall of the tank bottom of the liquid storage tank 6 is ha, the height difference between the pipe end of the first cabin-inlet pipe 31 and the inner wall of the tank bottom of the liquid storage tank 6 is hb, and the height difference between the pipe end of the first heat exchanger-inlet pipe 41 and the inner wall of the tank bottom of the liquid storage tank 6 is hc, ha=(2.5-3.5)hc, hb=(1.5-2.0)hc.

[0039] In the technical solution, when the relations are met, the refrigeration and heating capacities of the thermal management system are relatively high, and the liquid refrigerant is ensured to enter the heat exchanger 4 first and then enter the cabin heat exchanger 3 when refrigeration is performed, so that the battery refrigeration is ensured to be preferential; when heating is performed, the refrigerant entering the cabin heat exchanger 3 is in a gaseous state or a mixed state, and then the refrigerant entering the compressor is in a gaseous state, so that liquid hammer of the compressor is prevented and the compressor is prevented from being damaged.

[0040] In some embodiments, the liquid storage tank 6 is cylindrical, the inner diameter of the cross section of the liquid storage tank 6 is D, the inner wall diameter of the first out-of-cabin pipe 21, the first in-cabin pipe 31 and the first heat exchanger pipe 41 is d, and D=(5.8-6.0)d. It is verified by experiments that, under the proportional relationship, the liquid storage tank 6 can effectively reduce the disturbance of the pipeline to the refrigerant, ensure that the refrigerant leaving the liquid storage tank 6 is relatively uniform and slow, and then ensure that the heat exchange is complete.

[0041] In some embodiments, the secondary refrigerant cycle includes a battery pack heat exchanger 71 and a water pump 72 for driving the secondary refrigerant to circulate between the heat exchanger 4 and the battery pack heat exchanger 71.

[0042] In the technical solution, the water pump 72 is arranged to improve the rapid flow and circulation of the secondary refrigerant in the pipeline, and then the temperature adjustment efficiency of the battery pack is improved.

[0043] In a specific embodiment, the battery pack heat exchanger 71 is arranged around the battery pack, and the battery pack heat exchanger 71 has a heat exchange portion (not shown in the figure) in the gap between adjacent two battery packs. The heat exchange portion can be several U-shaped tubes protruding outward from the heat exchange core of the battery pack heat exchanger 71, and the protruding U-shaped tubes form the heat exchange portion inserted into the gap between the battery packs.

[0044] In the technical solution, the heat exchange portion inserted into the gap between the battery packs is arranged on the battery pack heat exchanger 71, so that effective temperature adjustment of the inside of the battery pack is realized, and especially in the refrigeration mode, the phenomenon of excessive temperature rise caused by temperature aggregation in the battery pack is effectively prevented. It can be understood that the battery pack heat exchanger 71 is correspondingly provided with a fan to accelerate the flow of the heat exchange air flow, so as to ensure the temperature adjustment efficiency of the battery pack.

[0045] In some embodiments, the vehicle thermal management system also includes a redundant heat exchanger (not shown in the figure) connected in parallel with the heat exchanger 4. The aforementioned redundant heat exchanger can be, for example, a heat exchanger of a motor driver, or a heat exchanger built into a vehicle seat. The redundant heat exchanger has a first redundant inlet and outlet pipe and a second redundant inlet and outlet pipe. The redundant heat exchanger forms a refrigerant parallel connection with the heat exchanger 4 through the aforementioned first redundant inlet and outlet pipe and the second redundant inlet and outlet pipe. The end of the first redundant inlet and outlet pipe extends into the top space in the liquid storage tank 6, and the height distance between the end of the first redundant inlet and outlet pipe and the inner wall of the tank bottom of the liquid storage tank 6 is greater than the height distance between the end of the first heat exchanger inlet and outlet pipe 41 and the inner wall of the tank bottom of the liquid storage tank 6, that is, the heat exchange priority of the redundant heat exchanger is also lower than the heat exchange priority of the battery pack.

[0046] The following is combined with Figure 2 and attached Figure 3 The embodiments of the present invention are further described:

[0047] See also Figure 2 As shown, both the cabin (i.e., the cabin interior, the same below) and the battery (i.e., the battery pack, the same below) have cooling needs, and when the two circuits are working at the same time, the liquid refrigerant after releasing heat through the cabin heat exchanger 2 enters the liquid storage tank 6 through the first cabin inlet and outlet pipe 21, first contacts the longest tube first heat exchanger inlet and outlet pipe 41, and enters the battery cooling circuit (i.e., the aforementioned coolant cycle, the same below). As the liquid refrigerant enters the liquid storage tank 6, the liquid level gradually rises, and then contacts the first cabin inlet and outlet pipe 31, and enters the cabin cooling circuit (i.e., the cabin heat exchanger 3, the same below), thereby realizing the battery priority cooling function, especially in the second section. When the flow element 52 is opened to the maximum and cannot meet the battery cooling demand, the liquid refrigerant flowing out of the inlet and outlet pipes 41 of the first heat exchanger becomes a mixed refrigerant under the throttling action of the second throttling element 52, enters the heat exchanger 4 to absorb the heat of the coolant and becomes a gaseous refrigerant, returns to the compressor to increase the pressure, and the condenser (that is, the aforementioned off-cabin heat exchanger 2, the same below) releases heat and then continues to circulate. For the battery side, after releasing heat in the heat exchanger 4, the coolant enters the battery pack (that is, the battery pack heat exchanger 71) to absorb heat to reduce the temperature of the battery pack, and then is driven to circulate by the electronic water pump (that is, the aforementioned water pump 72, the same below). Since the diameter of the liquid storage tank 6 is larger than that of the pipeline, the refrigerant flow path flowing into the liquid storage tank 6 becomes smaller instantly. Under the action of gravity, the liquid refrigerant flowing out of the inlet and outlet pipe 31 in the first cabin is less disturbed when passing through structures such as bends and changes in the cross-sectional area of ​​the pipeline. Therefore, the mixed refrigerant after passing through the first throttling element 51 is evenly distributed on the cross-section of the pipeline, with a moderate flow rate, and can flow evenly into the heat exchangers 3 in each cabin, ensuring that the heat exchange effect of the heat exchangers 3 in each cabin is balanced, thereby improving passenger comfort. The gaseous refrigerant after absorbing the heat of the air through the cabin heat exchanger 3 returns to the compressor for pressure increase, and the condenser releases heat to continue the cycle.

[0048] Referring to Figure 3 As shown, both the cabin and the battery have heating requirements, and when the two circuits work simultaneously, the gaseous refrigerant after being boosted by the compressor is divided into two paths: one path enters the cabin heat exchanger 3 to release heat and become liquid refrigerant, and then becomes gas-liquid mixed refrigerant through the first throttling element 51, enters the liquid storage tank 6 through the first cabin inlet and outlet pipe 31; the other path enters the heat exchanger 4 to release heat and become liquid refrigerant, and then becomes gas-liquid mixed refrigerant through the second throttling element 52, enters the liquid storage tank 6 through the first heat exchanger inlet and outlet pipe 41. For the battery side, the heat carrier absorbs heat in the heat exchanger 4, releases heat to raise the temperature of the battery pack, and then circulates through the electronic water pump. With the mixed refrigerant entering through the first cabin inlet and outlet pipe 31 and the first heat exchanger inlet and outlet pipe 41, the pressure and capacity increase, and after a certain degree, they flow out through the first cabin outlet and inlet pipe 21, enter the outdoor heat exchanger to absorb heat and become gaseous refrigerant, enter the compressor for boosting, and continue to circulate.

[0049] Through tests, when the second throttling element 52 has the maximum opening degree, the system can preferentially meet the 6kW cooling capacity requirement of the battery side under nominal refrigeration and maximum refrigeration conditions, while also meeting 80% of the cooling capacity requirement of the cabin, thereby meeting the requirements of relevant standards. Secondly, by comparing the return air temperature, supply air temperature and heat exchange capacity data of the two cabin heat exchangers 3, it can be found that the heat exchange capacities of the two cabin heat exchangers 3 are basically the same, with an error of less than 3%, thereby ensuring uniform supply air temperature and passenger comfort.

[0050] According to the embodiments of the present application, a vehicle is also provided, which comprises the vehicle thermal management system described above.

[0051] In some embodiments, the vehicle further comprises a vehicle cabin heat exchange chamber (not shown in the figure), an outdoor heat exchange chamber (not shown in the figure) and a compression chamber (not shown in the figure), the compressor module 1, the liquid storage tank 6 and the heat exchanger 4 are all located in the compression chamber, the cabin heat exchanger 3 is located in the vehicle cabin heat exchange chamber, and the outdoor heat exchanger 2 is located in the outdoor heat exchange chamber.

[0052] In the technical solution, the liquid storage tank 6, the heat exchanger 4 and the compressor module 1 are arranged in one chamber, which can effectively shorten the length of the first heat exchanger inlet and outlet pipe 41 between the liquid storage tank 6 and the heat exchanger 4, thereby reducing the flow resistance of the refrigerant entering the heat exchanger 4, and further ensuring the priority of temperature adjustment for the battery pack.

[0053] Those skilled in the art can easily understand that the advantageous technical features of the above-mentioned modes can be freely combined and superimposed without conflict.

[0054] The above merely describes preferred embodiments of the present application and is not intended to limit the present application, and any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application. The above merely describes preferred embodiments of the present application and is not intended to limit the present application, and any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A vehicle thermal management system comprising a refrigerant compression cycle, the refrigerant compression cycle comprising a compressor module (1), an off-board heat exchanger (2), an in-board heat exchanger (3), a heat exchanger (4), a first throttling element (51) arranged in correspondence of the in-board heat exchanger (3) and a second throttling element (52) arranged in correspondence of the heat exchanger (4), the heat exchanger (4) being arranged to temper a battery pack of a vehicle by means of a coolant circulation, the compressor module (1) being arranged to compress a refrigerant and to drive a refrigerant circulation between the off-board heat exchanger (2), the in-board heat exchanger (3) and the heat exchanger (4), the heat exchanger (4) being arranged in parallel to the in-board heat exchanger (3), characterized in that, The vehicle thermal management system further comprises a liquid storage tank (6), a pipe end of a first out-of-cabin inlet and outlet pipe (21) of the out-of-cabin heat exchanger (2), a pipe end of a first in-cabin inlet and outlet pipe (31) of the in-cabin heat exchanger (3) and a pipe end of a first heat exchanger inlet and outlet pipe (41) of the heat exchanger (4) all extend into a top space in the liquid storage tank (6), and the height interval between the pipe end of the first out-of-cabin inlet and outlet pipe (21), the pipe end of the first in-cabin inlet and outlet pipe (31) and the pipe end of the first heat exchanger inlet and outlet pipe (41) and the inner wall of the tank bottom of the liquid storage tank (6) respectively becomes smaller and smaller, and the first throttling element (51) is connected in series to the first in-cabin inlet and outlet pipe (31), and the second throttling element (52) is connected in series to the first heat exchanger inlet and outlet pipe (41).

2. The vehicle thermal management system of claim 1, wherein, The in-cabin heat exchanger (3) has at least two, and the corresponding one end of the two in-cabin heat exchangers (3) is communicated with the first in-cabin inlet and outlet pipe (31).

3. The vehicle thermal management system of claim 1, wherein, The compressor module (1) comprises a four-way reversing valve, the four-way reversing valve has a refrigeration flow path position corresponding to a refrigeration mode of the refrigerant compression cycle and a heating flow path position corresponding to a heating mode of the refrigerant compression cycle.

4. The vehicle thermal management system of any one of claims 1-3, wherein, The height difference between the pipe end of the first out-of-cabin inlet and outlet pipe (21) and the inner wall of the tank bottom of the liquid storage tank (6) is ha, the height difference between the pipe end of the first in-cabin inlet and outlet pipe (31) and the inner wall of the tank bottom of the liquid storage tank (6) is hb, and the height difference between the pipe end of the first heat exchanger inlet and outlet pipe (41) and the inner wall of the tank bottom of the liquid storage tank (6) is hc, ha=(2.5-3.5)hc, hb=(1.5-2.0)hc.

5. The vehicle thermal management system of claim 4, wherein, The liquid storage tank (6) is cylindrical, the inner diameter of the cross section of the liquid storage tank (6) is D, and the inner wall diameter of the first out-of-cabin inlet and outlet pipe (21), the first in-cabin inlet and outlet pipe (31) and the first heat exchanger inlet and outlet pipe (41) is d, D=(5.8-6.0)d.

6. The vehicle thermal management system of claim 1, wherein, The coolant circulation comprises a battery pack heat exchanger (71) and a water pump (72) for driving the circulation of the coolant between the heat exchanger (4) and the battery pack heat exchanger (71).

7. The vehicle thermal management system of claim 6, wherein, The battery pack heat exchanger (71) is arranged around the battery pack, and the battery pack heat exchanger (71) has a heat exchange part in the gap between adjacent two battery packs.

8. The vehicle thermal management system of claim 7, wherein, Further comprising a redundant heat exchanger connected in parallel with the heat exchanger (4), the redundant heat exchanger has a first redundant inlet and outlet pipe, the pipe end of the first redundant inlet and outlet pipe extends into the top space in the liquid storage tank (6), and the height interval between the pipe end of the first redundant inlet and outlet pipe and the inner wall of the tank bottom of the liquid storage tank (6) is greater than the height interval between the pipe end of the first heat exchanger inlet and outlet pipe (41) and the inner wall of the tank bottom of the liquid storage tank (6).

9. A vehicle characterized by comprising: The vehicle thermal management system according to any one of claims 1-8.

10. The vehicle of claim 9, wherein, It also comprises a cabin heat exchange cavity, an outside heat exchange cavity and a compression cavity, the compressor module (1), the liquid storage tank (6) and the heat exchanger (4) are all in the compression cavity, the in-cabin heat exchanger (3) is in the cabin heat exchange cavity, and the out-cabin heat exchanger (2) is in the outside heat exchange cavity.

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