Thermal management system and vehicle
By designing a thermal management system with parallel refrigerant branches and heat exchangers, the problems of complex structure and high cost of existing thermal management systems were solved. This enabled flexible temperature adjustment and multiple operating modes for the battery and electric drive modules, simplifying the system structure and reducing costs.
Patent Information
- Application Number
- CN202520136628.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-01-20
- Publication Date
- 2026-01-02
- Estimated Expiration
- 2035-01-20
AI Technical Summary
Existing thermal management systems lack comprehensive consideration in their design, resulting in poor component versatility, high costs, and complex structures, making it difficult to effectively manage and distribute heat.
A thermal management system including a crew compartment circuit, a battery water circuit, and an electric drive water circuit was designed. By setting up parallel refrigerant branches and heat exchangers, multiple heat exchange modes are realized, simplifying the structure and improving thermal management efficiency.
It enables flexible temperature adjustment of the battery and electric drive module, simplifies the structure of the thermal management system, reduces costs, and supports multiple operating modes to meet different needs.
Smart Images
Figure CN223750601U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The application belongs to the technical field of vehicle thermal management, and particularly relates to a thermal management system and a vehicle. BACKGROUND
[0002] At present, the design of the thermal management system usually lacks comprehensive consideration, rarely considers the needs of different configurations, and thus leads to poor universality of air conditioning system parts, increases part cost and management difficulty, and leads to a very complex structure of the thermal management system, which is not convenient for heat management and distribution of the thermal management system. CONTENT OF THE UTILITY MODEL
[0003] The application aims to provide a thermal management system and a vehicle, which not only simplifies the structure of the thermal management system, but also saves cost.
[0004] The first aspect of the application discloses a thermal management system, comprising: a passenger cabin loop, the passenger cabin loop comprising a refrigerant main pipe, a first refrigerant branch and a second refrigerant branch, the first refrigerant branch and the second refrigerant branch being connected in parallel between an inlet and an outlet of the refrigerant main pipe, the refrigerant main pipe comprising a refrigerant side of a first heat exchanger and a compressor connected in series, the first refrigerant branch comprising an internal cooling condenser and a non-subcooling condenser connected in series, and the second refrigerant branch comprising a refrigerant side of a second heat exchanger; a battery water loop, the battery water loop comprising a battery pack main loop, and a first battery pack branch and a second battery pack branch, the battery pack main loop being connected with a first valve port of a communication valve; one end of the first battery pack branch being connected with a second valve port of the communication valve, and the other end of the first battery pack branch being connected with a water side of the second heat exchanger; one end of the second battery pack branch being connected with the water side of the second heat exchanger, and the other end of the second battery pack branch being connected with the battery pack main loop; an electric drive water loop, the electric drive water loop being connected with a third valve port and a fourth valve port of the communication valve; a first heat exchange pipe, one end of the first heat exchange pipe being connected to a fifth valve port of the communication valve, and the other end of the first heat exchange pipe being connected to a water side of the first heat exchanger; and a second heat exchange pipe, one end of the second heat exchange pipe being connected to a sixth valve port of the communication valve, and the other end of the second heat exchange pipe being connected to the water side of the first heat exchanger.
[0005] In an exemplary embodiment of the application, the electric drive water loop comprises an electric drive main loop and an electric drive branch, the electric drive main loop comprising an electric drive module, the third valve port of the communication valve, the fourth valve port of the communication valve and a low-temperature radiator connected in series; one end of the electric drive branch being connected with a seventh valve port of the communication valve, and the other end of the electric drive branch being connected between the low-temperature radiator and an inlet of the electric drive module.
[0006] In an example embodiment of the present application, the battery pack main circuit comprises a battery module, a three-way valve, a first battery pack pipe, a second battery pack pipe and a third battery pack pipe, the first battery pack pipe is connected between a liquid outlet of the battery module and a first port of the three-way valve, the second battery pack pipe is connected between a second port of the three-way valve and the third battery pack pipe, and the third battery pack pipe is connected to a liquid inlet of the battery module; a third port of the three-way valve is connected to a first valve port of the communication valve; and the second battery pack branch is connected between the second battery pack pipe and the third battery pack pipe.
[0007] In an example embodiment of the present application, the first refrigerant branch comprises a first refrigerant pipe, a second refrigerant pipe and a third refrigerant pipe, the first refrigerant pipe is connected to an outlet of the refrigerant main pipe, the second refrigerant pipe and the third refrigerant pipe are connected in parallel between the first refrigerant pipe and an inlet of the refrigerant main pipe; the inner-cooling condenser is connected to the first refrigerant pipe; and the non-subcooling condenser is connected to the second refrigerant pipe.
[0008] In an example embodiment of the present application, the passenger cabin circuit further comprises a first evaporator, the compressor, the inner-cooling condenser, the non-subcooling condenser and the first evaporator are connected in series to form a refrigeration cycle circuit.
[0009] In an example embodiment of the present application, the passenger cabin circuit further comprises a bypass pipe, the compressor and the refrigerant side of the first heat exchanger are connected in series to form a heat cycle circuit through the bypass pipe.
[0010] In an example embodiment of the present application, the refrigerant main pipe further comprises a first coaxial pipe and a second coaxial pipe, the first coaxial pipe is arranged between an inlet of the refrigerant side of the first heat exchanger and an inlet of the compressor, and the second coaxial pipe is arranged between an outlet of the refrigerant side of the first heat exchanger and the inlet of the compressor.
[0011] In an example embodiment of the present application, the thermal management system further comprises a liquid storage drying bottle and a water storage bottle, the liquid storage drying bottle is arranged in the refrigerant main pipe, and the water storage bottle is arranged in the electric drive water circuit.
[0012] In an example embodiment of the present application, the thermal management system further comprises a plurality of temperature and pressure sensors and a plurality of temperature sensors, the plurality of temperature and pressure sensors are connected to the passenger cabin circuit, and the plurality of temperature sensors are respectively arranged in the battery water circuit and the electric drive water circuit.
[0013] The second aspect of the present application discloses a vehicle comprising a vehicle body and the above-mentioned thermal management system, and the thermal management system is connected to the vehicle body.
[0014] The application scheme has the following beneficial effects:
[0015] In the embodiment of the application, after the first battery pack branch and the second battery pack branch are set, the coolant of the battery pack main loop can pass through the first battery pack branch to enter the water side of the second heat exchanger and exchange heat with the refrigerant side of the second heat exchanger, and then return to the battery pack main loop through the second battery pack branch, thereby the coolant of the battery pack main loop can be heated by the refrigerant, and the temperature of the battery module is further increased; at the same time, through the setting of the communication valve, the first heat exchange pipeline and the second heat exchange pipeline, the coolant in the battery water loop or the electric drive water loop can flow into the water side of the first heat exchanger, and then exchange heat with the refrigerant in the refrigerant side of the second heat exchanger, thereby the temperature of the battery module is increased or decreased; or the temperature of the electric drive module is increased or decreased.
[0016] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the application. BRIEF DESCRIPTION OF DRAWINGS
[0017] The drawings incorporated into the specification and forming part of the specification, show embodiments consistent with the application, and together with the specification, serve to explain the principles of the application. Obviously, the drawings in the following description are only some embodiments of the application, and those skilled in the art can obtain other drawings from these drawings without creative labor. Here, the drawings are used to represent the utility model concept of the application, and are not exactly the same as the structure of the actual product protected by the application.
[0018] Figure 1 The structure of the heat management system in the embodiment of the application is shown.
[0019] Figure 2 The working schematic diagram of the passenger cabin refrigeration mode of the heat management system in the embodiment of the application is shown.
[0020] Figure 3 The working schematic diagram of the single battery refrigeration mode of the heat management system in the embodiment of the application is shown.
[0021] Figure 4 The working schematic diagram of the passenger cabin + battery refrigeration mode of the heat management system in the embodiment of the application is shown.
[0022] Figure 5 The working schematic diagram of the ordinary dehumidification mode of the heat management system in the embodiment of the application is shown.
[0023] Figure 6 The working schematic diagram of the heat pump dehumidification mode of the heat management system in the embodiment of the application is shown.
[0024] Figure 7 A working schematic diagram of a first heat pump mode of the thermal management system in the embodiment of the present application is shown.
[0025] Figure 8 A working schematic diagram of a second heat pump mode of the thermal management system in the embodiment of the present application is shown.
[0026] Figure 9 A working schematic diagram of a third heat pump mode of the thermal management system in the embodiment of the present application is shown.
[0027] Figure 10 A working schematic diagram of a fourth heat pump mode of the thermal management system in the embodiment of the present application is shown.
[0028] Figure 11 A working schematic diagram of a fifth heat pump mode of the thermal management system in the embodiment of the present application is shown.
[0029] Figure 12 A working schematic diagram of a battery air cooling mode of the thermal management system in the embodiment of the present application is shown.
[0030] BRIEF DESCRIPTION OF DRAWINGS
[0031] 11, compressor; 12, internal cooling condenser; 13, non-subcooling condenser; 14, liquid storage drying bottle; 15, first coaxial pipe; 16, first heat exchanger; 17, second coaxial pipe; 18, second heat exchanger; 19, first evaporator; 21, first electronic expansion valve; 22, second electronic expansion valve; 23, third electronic expansion valve; 24, fourth electronic expansion valve; 25, fifth electronic expansion valve; 26, first electromagnetic control valve; 27, second electromagnetic control valve; 28, second evaporator; 29, air heating heater; 31, sixth electronic expansion valve; 32, electric drive module; 33, electric drive branch; 34, low-temperature radiator; 35, water storage bottle; 41, battery module; 42, three-way valve; 43, communication valve; L1, first heat exchange pipeline; L2, second heat exchange pipeline; L3, first battery pack pipeline; L4, second battery pack pipeline; L5, third battery pack pipeline; L6, second battery pack branch; L7, third battery pack branch; L8, third refrigerant pipeline. DETAILED DESCRIPTION
[0032] Example implementations will now be described more fully with reference to the accompanying drawings. Example implementations can be implemented in any
[0033] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.
[0034] The present application will now be described in further detail with reference to the accompanying drawings and specific embodiments. It should be noted that the technical features involved in the various embodiments described below can be combined with each other as long as they do not conflict with each other. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present application, and should not be construed as limiting the present application.
[0035] like Figures 1 to 12 As shown, this embodiment provides a thermal management system, which includes a crew compartment circuit. The crew compartment circuit includes a main refrigerant line, a first refrigerant branch, and a second refrigerant branch. The first and second refrigerant branches are connected in parallel between the inlet and outlet of the main refrigerant line. The main refrigerant line includes the refrigerant side of a first heat exchanger 16 and a compressor 11 connected in series. The first refrigerant branch includes an internal cooling condenser 12 and a non-subcooled condenser 13 connected in series. The second refrigerant branch includes the refrigerant side of a second heat exchanger 18. The main refrigerant line also includes a second electronic expansion valve 22 for controlling the refrigerant flow into the first heat exchanger 16. The second refrigerant branch also includes a fourth electronic expansion valve 24 for controlling the refrigerant flow into the second heat exchanger 18.
[0036] In an exemplary embodiment of this application, the first refrigerant branch and the second refrigerant branch are connected in parallel between the inlet and outlet of the main refrigerant line. After the refrigerant flows out of the outlet of the main refrigerant line, it can simultaneously flow into the first refrigerant branch and the second refrigerant branch, and then converge at the inlet of the main refrigerant line, thus circulating. Specifically, when the refrigerant flows through the first refrigerant branch, it first passes through the internal cooling condenser 12, and then through the non-subcooling condenser 13.
[0037] It should be understood that the main function of the non-subcooled condenser 13 is to release the heat absorbed from the evaporator into the air, causing a change in the state of the refrigerant, thereby achieving a cooling effect. The non-subcooled condenser 13 is relatively simpler and has a more common construction. It cools the refrigerant into a liquid state by allowing it to release heat within it, making it ready for the next cycle.
[0038] The thermal management system further comprises a battery water circuit, the battery water circuit comprising a battery pack main circuit (the battery pack main circuit comprising the battery module 41, the three-way valve 42, a first battery pack pipe L3, a second battery pack pipe L4, and a third battery pack pipe L5), and a first battery pack branch L6 and a second battery pack branch L7, the battery pack main circuit being connected with the first valve port of the communication valve 43; one end of the first battery pack branch L6 being connected with the second valve port of the communication valve 43, and the other end of the first battery pack branch L6 being connected with the water side of the second heat exchanger 18; one end of the second battery pack branch L7 being connected with the water side of the second heat exchanger 18, and the other end of the second battery pack branch L7 being connected with the battery pack main circuit.
[0039] It should be understood that, after the first battery pack branch L6 and the second battery pack branch L7 are arranged, the coolant in the battery pack main circuit can flow into the water side of the second heat exchanger 18 through the first battery pack branch L6, exchange heat with the refrigerant side of the second heat exchanger 18, and then flow back to the battery pack main circuit through the second battery pack branch L7, so that the coolant in the battery pack main circuit can be heated by the refrigerant to increase the temperature of the battery module 41.
[0040] In an example embodiment of the present application, the circulating flow path of the coolant in the battery water circuit is: the coolant flows out of the battery pack main circuit, then flows into the communication valve 43 through the first valve port of the communication valve 43, then flows into the first battery pack branch L6 from the second valve port of the communication valve 43, then flows into the second battery pack branch L7 through the water side of the second heat exchanger 18, and finally flows back to the battery pack main circuit through the second battery pack branch L7. Since the battery pack main circuit is a circulating loop, when the first valve port and the second valve port of the communication valve 43 are closed, the circulating flow path of the coolant in the battery water circuit can also be only circulating in the battery pack main circuit.
[0041] As shown in FIG. 1, Figure 8 The thermal management system further comprises an electric drive water circuit, the electric drive water circuit being connected with the third valve port and the fourth valve port of the communication valve 43, i.e., when the electric drive water circuit circulates the coolant, the coolant can flow into the communication valve 43 through the fourth valve port of the communication valve 43 and flow back to the electric drive water circuit through the third valve port of the communication valve 43 to circulate.
[0042] It should be understood that the "water circuit" in the electric drive water circuit, and the "water circuit" appearing below, is not limited to only water flowing in the "water circuit", but also includes other liquids except the refrigerant flowing in the "water circuit".
[0043] The thermal management system further comprises a first heat exchange pipe L1, one end of the first heat exchange pipe L1 being connected with the fifth valve port of the communication valve 43, and the other end of the first heat exchange pipe L1 being connected with the water side of the first heat exchanger 16.
[0044] The heat management system further comprises a second heat exchange pipeline L2, one end of the second heat exchange pipeline L2 is connected to the sixth valve port of the communication valve 43, and the other end is connected to the water side of the first heat exchanger 16.
[0045] It should be understood that, through the arrangement of the communication valve 43, the first heat exchange pipeline L1 and the second heat exchange pipeline L2, the coolant in the battery water circuit or the electric drive water circuit can flow into the water side of the first heat exchanger 16, and then exchange heat with the refrigerant in the refrigerant side of the first heat exchanger 16, so as to increase or decrease the temperature of the battery module 41; or, increase or decrease the temperature of the electric drive module 32.
[0046] The electric drive water circuit comprises an electric drive main circuit and an electric drive branch circuit 33, the electric drive main circuit comprises the electric drive module 32, the third valve port of the communication valve 43, the fourth valve port of the communication valve 43 and the low-temperature radiator 34 connected in series; one end of the electric drive branch circuit 33 is connected to the seventh valve port of the communication valve 43, and the other end of the electric drive branch circuit 33 is connected between the low-temperature radiator 34 and the inlet of the electric drive module 32.
[0047] The electric drive module 32 can comprise a DCDC (Direct Current-Direct Current Converter) module, an OBC (On-Board Charger) module and an MDC (Intelligent Driving Computing Platform) module, and a front motor three-in-one module and / or a rear motor three-in-one module.
[0048] It should be understood that the DCDC module is used to convert a direct current power supply of a certain voltage level into a direct current power supply of other voltage levels. The OBC module is used to facilitate the charging of digital products at any time and anywhere by the on-board power supply. The MDC module comprises standardized series of hardware products, an intelligent driving operating system and a supporting tool chain and vehicle-road cloud collaborative service, supports component service, interface standardization and development toolization, and meets the requirements of vehicle-level safety.
[0049] In an example embodiment of the present application, the electric drive main circuit comprises a first electric drive pipeline, a second electric drive pipeline and a third electric drive pipeline, the first electric drive pipeline is connected between the electric drive module 32 and the third valve port of the communication valve 43, the second electric drive pipeline is connected between the fourth valve port of the communication valve 43 and the low-temperature radiator 34, and the third electric drive pipeline is connected between the low-temperature radiator 34 and the electric drive module 32. One end of the electric drive branch circuit 33 is connected to the seventh valve port of the communication valve 43, and the other end of the electric drive branch circuit 33 is connected to the third electric drive pipeline.
[0050] It should be understood that, after the fourth valve port of the communication valve 43 is closed and the third valve port of the communication valve 43 and the seventh valve port of the communication valve 43 are communicated, the motor can be blocked to make the coolant of the electric drive water circuit only circulate between the first electric drive pipeline, the electric drive branch circuit 33, part of the third electric drive pipeline and the electric drive module 32, so as to quickly increase the temperature of the electric drive module 32 or facilitate the use of the heat of the electric drive module 32.
[0051] As shown in Figure 1 The battery pack main circuit includes the battery module 41, the three-way valve 42, the first battery pack circuit L3, the second battery pack circuit L4, and the third battery pack circuit L5. The first battery pack circuit L3 is connected between the liquid outlet of the battery module 41 and the first port of the three-way valve 42. The second battery pack circuit L4 is connected between the second port of the three-way valve 42 and the third battery pack circuit L5. The third battery pack circuit L5 is connected to the liquid inlet of the battery module 41. The third port of the three-way valve 42 is connected to the first valve port of the communication valve 43. The second battery pack branch L7 is connected between the second battery pack circuit L4 and the third battery pack circuit L5.
[0052] In an example embodiment of the present application, during the circulation of the cooling liquid in the battery water circuit, a part of the cooling liquid can flow into the battery module 41 through the third battery pack circuit L5 after flowing into the second battery pack branch L7, and another part of the cooling liquid can directly flow into the communication valve 43 through the second battery pack circuit L4 after the third port of the three-way valve 42 is opened, thereby adjusting the flow of the cooling liquid flowing into the battery module 41.
[0053] The first refrigerant branch includes the first refrigerant circuit, the second refrigerant circuit, and the third refrigerant circuit L8. The first refrigerant circuit is connected to the outlet of the refrigerant main circuit. The second refrigerant circuit is connected in parallel with the third refrigerant circuit L8 between the first refrigerant circuit and the inlet of the refrigerant main circuit. The inner cooling condenser 12 is connected to the first refrigerant circuit. The non-subcooling condenser 13 is connected to the second refrigerant circuit. The third refrigerant circuit L8 is provided to enable the refrigerant to flow out of the inner cooling condenser 12, directly pass through the third refrigerant circuit L8, and then enter the compressor 11 for circulation without passing through the non-subcooling condenser 13, thereby enabling the thermal management system to implement dehumidification and heat pump modes.
[0054] In an example embodiment of the present application, the first refrigerant circuit includes a pipeline and a first electromagnetic control valve 26 arranged in the pipeline. The third refrigerant circuit L8 includes a pipeline and a second electromagnetic control valve 27 arranged in the pipeline. The second refrigerant circuit includes a pipeline and a third electronic expansion valve 23 arranged in the pipeline.
[0055] The passenger compartment circuit further includes the first evaporator 19, the compressor 11, the inner cooling condenser 12, and the non-subcooling condenser 13, which are connected in series to form a refrigeration cycle circuit, thereby realizing a refrigeration mode of the passenger compartment.
[0056] In an example embodiment of the present application, the refrigeration cycle circuit further includes a first electronic expansion valve 21 for controlling the refrigerant entering the first evaporator 19.
[0057] The passenger cabin loop further comprises a second evaporator 28 of the thermal management system and a warm air heater 29, so as to realize multi-zone refrigeration or heating of the passenger cabin. Correspondingly, the thermal management system further comprises a sixth electronic expansion valve 31 for controlling the refrigerant.
[0058] The passenger cabin loop further comprises a bypass pipe L9, through which the compressor 11 is connected in series with the refrigerant side of the first heat exchanger 16 to form a heat circulation loop, so as to realize a hot gas bypass mode of the thermal management system. The bypass pipe L9 further comprises a fifth electronic expansion valve 25 for controlling the refrigerant.
[0059] The refrigerant main pipe further comprises a first coaxial pipe 15 and a second coaxial pipe 17, the first coaxial pipe 15 being arranged between the inlet of the refrigerant side of the first heat exchanger 16 and the outlet of the compressor 11, and the second coaxial pipe 17 being arranged between the outlet of the refrigerant side of the first heat exchanger 16 and the inlet of the compressor 11, so as to ensure sufficient energy exchange of the refrigerant when circulating in the passenger cabin loop.
[0060] The thermal management system further comprises a liquid storage and drying bottle 14 and a water storage bottle 35, the liquid storage and drying bottle 14 being arranged in the refrigerant main pipe, and the water storage bottle 35 being arranged in the electric drive water loop and used for supplementing the coolant in the electric drive water loop.
[0061] It should be understood that the main function of the liquid storage and drying bottle 14 is to store a certain amount of coolant, so as to reduce the loss of the coolant and help maintain the normal operation of the cooling system. The liquid storage and drying bottle 14 is also called a high-pressure liquid accumulator, which is distinguished from a low-pressure liquid accumulator (gas-liquid separator) arranged in front of the compressor 11. In an automobile, the liquid storage and drying bottle 14 can effectively reduce the loss of the coolant, so as to make the cooling system more efficient. It not only prevents water from freezing, but also reduces the wear of the water pump impeller and improves the heat dissipation capacity.
[0062] In an exemplary embodiment of the present application, the thermal management system further comprises a plurality of temperature and pressure sensors connected to the passenger cabin loop, so as to adjust the flow rate and flow speed of the refrigerant, and a plurality of temperature sensors arranged in the battery water loop and the electric drive water loop, respectively, so as to adjust the flow rate and flow speed of the coolant.
[0063] In an exemplary embodiment of the present application, the electric drive water loop and the battery water loop are respectively provided with water pumps (Pump1 and Pump2) to provide circulating power for the coolant or refrigerant of each loop.
[0064] The flow paths of the coolant or refrigerant and the working principles of each working mode of the thermal management system of the present application are described in detail as follows:
[0065] Passenger cabin refrigeration mode:
[0066] For example,Figure 2 As shown, the first electronic expansion valve 21, the third electronic expansion valve 23, and the first solenoid control valve 26 are opened, while other valves are closed. The refrigerant circulation path and working principle are as follows: After passing through the compressor 11, the refrigerant forms a high-temperature, high-pressure refrigerant. It then passes through the high-pressure PT1 sensor (temperature and pressure sensor), the internal cooling condenser 12 (not working), and the third electronic expansion valve 23 (large diameter), before entering the non-subcooled condenser 13 for heat dissipation and cooling. Next, it passes through a one-way valve and is dried in the liquid receiver-dryer bottle 14 before entering the first coaxial tube 15 for further heat exchange and cooling. Finally, it enters the first electronic expansion valve 21 to depressurize and absorb heat, allowing the low-temperature, low-pressure refrigerant to enter the first evaporator 19, where it evaporates and absorbs nearby heat, thus reducing the temperature of the passenger compartment. Subsequently, under the action of the one-way valve, it enters the second coaxial tube 17 for heat exchange and temperature and pressure increase, and then returns to the compressor 11 after passing through the PT2 sensor (temperature and pressure sensor).
[0067] Single-battery cooling mode
[0068] like Figure 3 As shown, the first electromagnetic control valve 26, the second electronic expansion valve 22, and the third electronic expansion valve 23 are opened, while other electromagnetic control valves and electronic expansion valves are closed. The first and second ports of the three-way valve 42 are connected, and the third port of the three-way valve 42 is closed. The sixth and second ports of the connecting valve 43 are connected, as are the first and fifth ports of the connecting valve 43. The other ports of the connecting valve 43 are closed. This ensures that the refrigerant circulation path is as follows: the refrigerant first passes through the compressor 11 to form a high-temperature and high-pressure refrigerant, then passes through the high-pressure PT1 sensor (temperature and pressure sensor), the internal cooling condenser 12 (not working), and the third electronic expansion valve 23 (large diameter), and then enters the non-subcooled condenser 13 for heat dissipation and cooling. Next, it passes through the check valve, and after drying in the liquid receiver drying bottle 14, it enters the first coaxial tube 15 for further heat exchange and cooling. Finally, after the second electronic expansion valve 22 depressurizes and absorbs heat, the refrigerant enters the refrigerant side of the first heat exchanger 16, and then returns to the compressor 11 after passing through the PT2 sensor. Meanwhile, the circulation path of the battery water circuit is as follows: under the action of Pump2 (water pump), the coolant flows from the first battery pack branch L6 through the water side of the second heat exchanger 16 to exchange heat with the refrigerant, and then flows into the battery module 41 through the second battery pack branch L7 and the third battery pack pipeline L5 to remove the heat from the battery. Then, it flows through the first battery pack pipeline L3, the first and second ports of the connecting three-way valve 42, the first and fifth valve ports of the connecting valve 43, and then enters the water side of the first heat exchanger 16 through the first heat exchange pipeline L1 to exchange heat with the refrigerant. Then, it flows through the second heat exchange pipeline L2 to the sixth valve port of the connecting valve 43, and then from the second valve port of the connecting valve 43 to Pump2 (water pump), thus realizing the circulation of the battery water circuit.
[0069] Crew cabin + battery cooling mode
[0070] like Figure 4 As shown, in single-battery cooling mode, the first electronic expansion valve 21 can be opened. This causes a portion of the refrigerant to flow to the refrigerant side of the first heat exchanger 16 to exchange heat with the coolant on the water side of the first heat exchanger 16 to cool the battery module 41 before returning to the compressor 11. The other portion passes through the first evaporator 19, causing the refrigerant to evaporate and absorb heat from the vicinity, reducing the temperature of the passenger compartment. Subsequently, under the action of the one-way valve, it returns to the compressor 11.
[0071] Normal dehumidification mode
[0072] like Figure 5 As shown, in the occupant cabin cooling mode, the non-subcooled condenser 13 can be operated without being turned on. Specifically: the first evaporator 19 absorbs heat from the air in the occupant cabin, and then the refrigerant, after passing through the compressor 11, forms a high-temperature and high-pressure refrigerant. After passing through the high-pressure PT1 sensor (temperature and pressure sensor), it enters the internal cooling condenser 12, where heat is released, thereby completing dehumidification.
[0073] Heat pump dehumidification mode
[0074] like Figure 6 As shown, the first electromagnetic control valve 26, the second electromagnetic control valve 27, the first electronic expansion valve 21, and the second electronic expansion valve 22 are opened, while other electromagnetic control valves and electronic expansion valves are closed. The fourth and fifth valve ports of the connecting valve 43 are connected, as are the sixth and third valve ports. At this time, the heat from the air in the passenger compartment can be absorbed through the first evaporator 19. Subsequently, the refrigerant will form a high-temperature and high-pressure refrigerant after passing through the compressor 11. Then, after passing through the high-pressure PT1 sensor (temperature and pressure sensor), it enters the internal cooling condenser 12 and provides heat to the passenger compartment under the operation of the internal cooling condenser 12. At the same time, the refrigerant exchanges heat with the coolant in the electric drive water circuit on the refrigerant side of the first heat exchanger 16 (using the waste heat of the electric drive module 32) to increase the temperature of the refrigerant. This allows the refrigerant to absorb heat in the first evaporator 19 and release heat in the internal cooling condenser 12 to complete dehumidification and heating.
[0075] First heat pump mode
[0076] like Figure 7As shown, the first electromagnetic control valve 26, the second electronic expansion valve 22, and the third electronic expansion valve 23 are opened, while other electromagnetic control valves and electronic expansion valves are closed. The fifth and fourth valve ports, and the seventh and sixth valve ports of the connecting valve 43 are connected. This ensures that the refrigerant circulation path is as follows: the refrigerant first passes through the compressor 11, forming a high-temperature and high-pressure refrigerant. Then, it passes through the high-pressure PT1 sensor (temperature and pressure sensor), the internal cooling condenser 12, and the third electronic expansion valve 23 (large diameter). It then enters the non-subcooled condenser 13 for heat dissipation and cooling. Next, it passes through the check valve and is dried in the liquid receiver drying bottle 14 before entering the first coaxial tube 15 for further heat exchange and cooling. Finally, it passes through the second electronic expansion valve 22 and enters the refrigerant side of the first heat exchanger 16. After passing through the PT2 sensor, it returns to the compressor 11. Meanwhile, the circulation path of the coolant in the electric drive water circuit is as follows: driven by Pump1 (water pump), the coolant passes through the electric drive module 32, the fourth and fifth valve ports of the connecting valve 43 and the first heat exchange pipeline L1, and then enters the water side of the first heat exchanger 16. The refrigerant in the refrigerant side of the first heat exchanger 16 undergoes heat exchange to increase the temperature of the refrigerant, thereby improving the heating capacity of the crew cabin.
[0077] It should be understood that in the first heat pump mode, the waste heat from the electric drive module 32 can be used to heat the coolant in the electric drive water circuit, and then heat exchange occurs between the water side and the refrigerant side of the first heat exchange pipe L1, thereby increasing the temperature of the refrigerant and achieving rapid heating of the passenger compartment. Notably, the coolant in the electric drive water circuit does not need to be cooled by the low-temperature radiator 34, reducing energy consumption.
[0078] Second heat pump mode
[0079] like Figure 8 As shown, the first electromagnetic control valve 26, the second electromagnetic control valve 27, the second electronic expansion valve 22, the third electronic expansion valve 23, and the fourth electronic expansion valve 24 are opened, while the other electronic expansion valves and electromagnetic control valves are closed. The first and second ports of the three-way valve 42 are opened, and the third port of the three-way valve 42 is closed. The fourth and fifth ports of the connecting valve 43 and the sixth and third ports of the connecting valve 43 are connected. This ensures that the refrigerant circulation path is as follows: the refrigerant first passes through the compressor 11 and forms a high-temperature, high-pressure refrigerant. Then, after passing through the high-pressure PT1 sensor (temperature and pressure sensor), a portion enters the internal cooling condenser 12 and then the refrigerant side of the first heat exchanger 16, where it exchanges heat with the coolant in the electric drive water circuit, thereby increasing the refrigerant temperature. The other portion enters the refrigerant side of the second heat exchanger 18 and exchanges heat with the coolant in the battery water circuit, further increasing the refrigerant temperature. Finally, it flows back to the compressor 11.
[0080] It should be understood that in the second heat pump mode, the coolant in the electric drive water circuit can be heated by the waste heat of the electric drive module 32, and then exchanged with the refrigerant on the water side of the first heat exchanger 16. Similarly, the coolant in the battery water circuit can be heated by the waste heat of the battery module 41, and then exchanged with the refrigerant on the water side of the second heat exchanger 18.
[0081] Third heat pump mode
[0082] like Figure 9 As shown, the first electromagnetic control valve 26, the second electromagnetic control valve 27, and the second electronic expansion valve 22 are opened, and the electromagnetic control valve and the electronic expansion valve are closed. The first and second ports of the three-way valve 42 are connected, as are the fourth and second ports of the connecting valve 43, the first and fifth ports of the connecting valve 43, and the sixth and seventh ports of the connecting valve 43. This ensures the refrigerant circulation path is as follows: the refrigerant first passes through the compressor 11, forming a high-temperature, high-pressure refrigerant. Then, after passing through the high-pressure PT1 sensor (temperature and pressure sensor), it enters the internal cooling condenser 12, then the refrigerant side of the first heat exchanger 16. After passing through the PT2 sensor, it returns to the compressor 11 and exchanges heat with the coolant in the electric drive water circuit to raise the refrigerant temperature. The coolant in the electric drive water circuit does not need to pass through the low-temperature radiator 34 and instead passes through the battery water circuit, thus carrying away heat from the battery module 41 and raising the temperature of the coolant in the electric drive water circuit.
[0083] It should be understood that in the third heat pump mode, the waste heat of the electric drive module 32 can be used to heat up the coolant in the electric drive water circuit, and then flow into the battery water circuit to carry away the heat of the battery module 41, thereby further heating up the coolant. Finally, the coolant on the water side of the first heat exchanger 16 exchanges heat with the refrigerant on the refrigerant side, thereby increasing the temperature of the refrigerant and achieving rapid heating of the crew cabin.
[0084] Fourth heat pump mode
[0085] like Figure 10As shown, the first electromagnetic control valve 26, the second electromagnetic control valve 27, the second electronic expansion valve 22, the fourth electronic expansion valve 24, and the fifth electronic expansion valve 25 are opened, connecting the first and second ports of the three-way valve 42, the first and second valve ports of the connecting valve 43, the fourth and fifth valve ports of the connecting valve 43, and the sixth and third valve ports of the connecting valve 43. This allows the refrigerant to not only exchange heat with the coolant in the battery water circuit in the second heat exchanger 18, but also to be directly transported to the first heat exchanger 16 through the bypass pipe L9, so that it can merge with the refrigerant that has passed through the internal cooling condenser 12 and exchange heat with the coolant in the electric drive water circuit. Compared to the refrigerant directly passing through the internal cooling condenser 12 and then entering the first heat exchanger 16 to exchange heat with the coolant in the electric drive water circuit, this can prevent the adverse effects of frequent compressor 11 starts.
[0086] Fifth heat pump mode
[0087] like Figure 11 The system opens the first electromagnetic control valve 26, the second electromagnetic control valve 27, the second electronic expansion valve 22, the fourth electronic expansion valve 24, and the fifth electronic expansion valve 25, connecting the first and second ports of the three-way valve 42, the first and second ports of the connecting valve 43, the fourth, third, and seventh ports of the connecting valve 43, and the first and second ports of the connecting valve 43. This allows the refrigerant, after flowing out of the compressor 11, to have a portion enter the second heat exchanger 18 to exchange heat with the coolant in the battery water circuit before returning to the compressor 11, a portion return to the compressor 11 after passing through the internal cooling condenser 12, and another portion return to the compressor 11 after passing through the bypass pipe L9. This ensures that while maintaining the temperature of the crew compartment and the battery, it also prevents the adverse effects of frequent compressor 11 starts.
[0088] Battery air cooling mode
[0089] like Figure 12 As shown, the electromagnetic control valve and all electronic expansion valves are closed, and the first and second ports of the three-way valve 42 are connected, as are the first and fifth ports of the connecting valve 43, the sixth and third ports of the connecting valve 43, and the fourth and second ports of the connecting valve 43. This prevents the refrigerant from working and allows the coolant in the electric drive water circuit to enter the battery water circuit and carry away the heat generated by the battery module 41, thereby achieving the battery air-cooling mode.
[0090] In summary, after the first battery pack branch L6 and the second battery pack branch L7 are arranged, the coolant of the battery pack main loop can pass through the first battery pack branch L6, enter the water side of the second heat exchanger 18, and exchange heat with the refrigerant side of the second heat exchanger 18, and then return to the battery pack main loop through the second battery pack branch L7, so as to heat the coolant of the battery pack main loop, and further improve the temperature of the battery module 41; meanwhile, through the arrangement of the communication valve 43, the first heat exchange pipeline L1 and the second heat exchange pipeline L2, the coolant in the battery water loop or the electric drive water loop can flow into the water side of the first heat exchanger 16, and then exchange heat with the refrigerant in the refrigerant side of the second heat exchanger 18, so as to improve or reduce the temperature of the battery module 41; or, improve or reduce the temperature of the electric drive module 32; and through the cooperation of each valve port of the communication valve 43 and each component, at least a plurality of working modes such as summer refrigeration mode, single battery refrigeration mode, passenger compartment + battery refrigeration mode, ordinary dehumidification mode, heat pump dehumidification mode, first to fifth heat pump modes and battery air cooling mode are provided, so as to simplify the structure of the thermal management system and save the cost.
[0091] In the present application, unless otherwise explicitly specified and limited, the terms "assembly", "connection" and the like should be understood in a broad sense, for example, can be fixedly connected, or can be detachably connected, or can be integrated; can be mechanically connected, or can be electrically connected; can be directly connected, or can be indirectly connected through an intermediate medium; can be the communication inside two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.
[0092] In addition, the terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" can explicitly or implicitly include one or more of the features. The meaning of "plurality" is two or more, unless otherwise explicitly specified and limited. And the description of the terms "some embodiments", "exemplarily" and the like means that the specific features, structures, materials or characteristics described in conjunction with the embodiments or examples are included in at least one embodiment or example of the present application.
[0093] The illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine the different embodiments or examples described in the specification and the features of the different embodiments or examples without contradiction.
[0094] Although the embodiments of the present application have been shown and described above, it should be understood by those ordinary skilled in the art that the above embodiments are exemplary and cannot be understood as limiting the present application, and those ordinary skilled in the art can make changes, modifications, replacements and variations to the above embodiments within the scope of the present application, and any changes or modifications made according to the claims and the specification of the present application shall be within the scope of the present application.
Claims
1. A thermal management system, characterized in that, include: The crew compartment circuit includes a main refrigerant line, a first refrigerant branch line, and a second refrigerant branch line. The first refrigerant branch line and the second refrigerant branch line are connected in parallel between the liquid inlet and the liquid outlet of the main refrigerant line. The main refrigerant line includes the refrigerant side of a first heat exchanger and a compressor connected in series. The first refrigerant branch line includes an internal cooling condenser and a non-subcooled condenser connected in series. The second refrigerant branch line includes the refrigerant side of a second heat exchanger. The battery water circuit includes a main battery pack circuit, a first battery pack branch, and a second battery pack branch. The main battery pack circuit is connected to the first port of a connecting valve. One end of the first battery pack branch is connected to the second port of the connecting valve, and the other end of the first battery pack branch is connected to the water side of the second heat exchanger. One end of the second battery pack branch is connected to the water side of the second heat exchanger, and the other end of the second battery pack branch is connected to the main battery pack circuit. An electric water circuit is provided, wherein the electric water circuit is connected to the third and fourth valve ports of the connecting valve; The first heat exchange pipeline has one end connected to the fifth valve port of the connecting valve and the other end connected to the water side of the first heat exchanger. The second heat exchange pipeline has one end connected to the sixth valve port of the connecting valve and the other end connected to the water side of the first heat exchanger.
2. The thermal management system according to claim 1, characterized in that, The electric drive water circuit includes an electric drive main circuit and an electric drive branch circuit. The electric drive main circuit includes an electric drive module connected in series, the third valve port of the connecting valve, the fourth valve port of the connecting valve, and a low-temperature radiator. One end of the electric drive branch circuit is connected to the seventh valve port of the connecting valve, and the other end of the electric drive branch circuit is connected between the low-temperature radiator and the inlet of the electric drive module.
3. The thermal management system according to claim 1, characterized in that, The main circuit of the battery pack includes a battery module, a three-way valve, a first battery pack pipeline, a second battery pack pipeline, and a third battery pack pipeline. The first battery pack pipeline is connected to the liquid outlet of the battery module and the first valve of the three-way valve. Between the ports, the second battery pack pipeline is connected between the second port of the three-way valve and the third battery pack pipeline, and the third battery pack pipeline is connected to the liquid inlet of the battery module; The third port of the three-way valve is connected to the first valve port of the connecting valve; The second battery pack branch is connected between the second battery pack pipeline and the third battery pack pipeline.
4. The thermal management system according to claim 1, characterized in that, The first refrigerant branch includes a first refrigerant pipe, a second refrigerant pipe, and a third refrigerant pipe. The first refrigerant pipe is connected to the outlet of the main refrigerant pipe, and the second and third refrigerant pipes are connected in parallel between the first refrigerant pipe and the inlet of the main refrigerant pipe. The internal cooling condenser is connected to the first refrigerant pipeline; The non-subcooled condenser is connected to the second refrigerant pipeline.
5. The thermal management system according to claim 1, characterized in that, The crew compartment circuit also includes a first evaporator, the compressor, the internal cooling condenser, and the non-subcooled condenser, with the first evaporator connected in series to form a refrigeration cycle circuit.
6. The thermal management system according to claim 1, characterized in that, The crew compartment circuit also includes a bypass pipeline, through which the compressor is connected in series with the refrigerant side of the first heat exchanger to form a heat circulation circuit.
7. The thermal management system according to claim 1, characterized in that, The refrigerant main pipeline also includes a first coaxial pipe and a second coaxial pipe. The first coaxial pipe is located between the refrigerant inlet of the first heat exchanger and the inlet of the compressor, and the second coaxial pipe is located between the refrigerant outlet of the first heat exchanger and the inlet of the compressor.
8. The thermal management system according to claim 1, characterized in that, The thermal management system further includes a liquid storage drying bottle and a water storage bottle, wherein the liquid storage drying bottle is located in the main refrigerant pipeline; and the water storage bottle is located in the electric water circuit.
9. The thermal management system according to claim 1, characterized in that, The thermal management system also includes multiple temperature and pressure sensors and multiple temperature sensors. The multiple temperature and pressure sensors are connected to the crew compartment circuit, and the multiple temperature sensors are respectively located in the battery water circuit and the electric drive water circuit.
10. A vehicle, characterized in that, It includes a vehicle body and a thermal management system as described in any one of claims 1-9, wherein the thermal management system is connected to the vehicle body.