Automobile thermal management system and automobile

Abstract

The utility model relates to the field of automobile thermal management technology especially, and more particularly to a kind of automobile thermal management system and car.The automobile thermal management system includes refrigerant circuit system and water circuit system.Refrigerant circuit system includes compressor, condenser, gas-liquid separator integrated coaxial pipe device, first vortex pipe, second vortex pipe, evaporator, battery cooler and energy recovery device;Gas-liquid separator integrated coaxial pipe device's export end is connected with first vortex pipe and second vortex pipe respectively, and the low-temperature refrigerant export of first vortex pipe is communicated with evaporator, and the low-temperature refrigerant export of second vortex pipe is communicated with battery cooler, and the high-temperature refrigerant export of first vortex pipe and the high-temperature refrigerant export of second vortex pipe are all communicated with energy recovery device, and the export of energy recovery device is communicated with the suction port of compressor by gas-liquid separator integrated coaxial pipe device.The automobile thermal management system can reduce energy loss in throttling process, improve refrigeration and heating performance.

Description

Technical Field

[0001] This utility model relates to the field of automotive thermal management technology, and in particular to an automotive thermal management system and an automobile. Background Technology

[0002] With the continuous development of automotive thermal management technology, the environmental friendliness and system performance of air conditioning refrigerants have always been the core directions of technological development. Carbon dioxide refrigerant (R744), as a mainstream natural and environmentally friendly refrigerant, is considered a relatively ideal refrigerant due to its zero ozone layer depletion potential and low global warming potential.

[0003] However, the expansion valves in current automotive thermal management systems cannot effectively recover energy losses during the throttling process in the R744 transcritical cycle, thus reducing the overall efficiency of the automotive thermal management system. At the same time, current automotive thermal management systems have insufficient cooling performance under high-temperature conditions, making it difficult to meet the heat dissipation requirements of the passenger compartment and battery.

[0004] Therefore, there is an urgent need to design an automotive thermal management system and an automotive vehicle to solve the above technical problems. Utility Model Content

[0005] The purpose of this invention is to propose an automotive thermal management system and an automotive vehicle that can reduce energy loss during throttling and improve cooling and heating performance.

[0006] To achieve this objective, the present invention adopts the following technical solution:

[0007] On the one hand, this utility model provides an automotive thermal management system, comprising:

[0008] A refrigerant circuit system includes a compressor, a condenser, a gas-liquid separator integrated coaxial tube device, a first vortex tube, a second vortex tube, an evaporator, a battery cooler, and an energy recovery unit. The compressor, condenser, and gas-liquid separator integrated coaxial tube device are sequentially connected. The outlet of the gas-liquid separator integrated coaxial tube device is connected to the first vortex tube and the second vortex tube, respectively. The low-temperature refrigerant outlet of the first vortex tube is connected to the evaporator, and the low-temperature refrigerant outlet of the second vortex tube is connected to the battery cooler. The high-temperature refrigerant outlets of both the first and second vortex tubes are connected to the energy recovery unit. The outlet of the energy recovery unit is connected to the compressor's suction port via the gas-liquid separator integrated coaxial tube device.

[0009] The water circuit system exchanges heat with the refrigerant circuit system through the evaporator, the battery cooler, and the condenser.

[0010] As an optional technical solution for an automotive thermal management system, the gas-liquid separator integrated coaxial tube device has a first inlet, a first outlet, a second inlet, and a second outlet; the first inlet is connected to the outlet end of the condenser, the first outlet is connected in parallel to the inlet ends of the first vortex tube and the second vortex tube, the low-temperature refrigerant outlet of the first vortex tube is connected to the inlet end of the evaporator, the low-temperature refrigerant outlet of the second vortex tube is connected to the inlet end of the battery cooler, the outlet ends of the evaporator, the battery cooler, and the energy recovery unit are all connected to the second inlet of the gas-liquid separator integrated coaxial tube device, and the second outlet is connected to the suction port of the compressor.

[0011] As an optional technical solution for an automotive thermal management system, the automotive thermal management system includes a cooling mode and a heating mode.

[0012] As an optional technical solution for automotive thermal management systems, the refrigerant circuit system also includes a blower, which is located on one side of the evaporator. In the cooling mode, the blower is used to generate flowing air and exchange heat with the evaporator to deliver the cooling capacity generated by the evaporator to the passenger compartment.

[0013] As an optional technical solution for an automotive thermal management system, the water circuit system includes a three-way valve, a second five-way valve, a low-temperature radiator, a motor assembly, a first water pump, a first five-way valve, and a second water pump;

[0014] In the cooling mode, the water-side outlet of the condenser is sequentially connected to the three-way valve, the second five-way valve, the low-temperature heat dissipation water tank, the motor assembly, the first water pump, the first five-way valve and the second water pump. The second water pump is sequentially connected to the energy recovery unit and the water-side inlet of the condenser to form a first cooling circuit.

[0015] As an optional technical solution for automotive thermal management systems, the water circuit system also includes a fan, which is located on one side of the low-temperature radiator and configured to dissipate heat from the low-temperature radiator.

[0016] As an optional technical solution for an automotive thermal management system, the water circuit system includes a battery pack assembly, a first five-way valve, a heater, a second five-way valve, and a third water pump;

[0017] In the cooling mode, the outlet of the battery pack assembly is sequentially connected to the first five-way valve, the heater, the battery cooler, the second five-way valve, and the third water pump, and the third water pump is connected to the inlet of the battery pack assembly to form a second cooling circuit.

[0018] As an optional technical solution for an automotive thermal management system, the water circuit system includes a three-way valve, a heater core, a second water pump, a second five-way valve, a third water pump, a battery pack assembly, and a first five-way valve;

[0019] In the heating mode, the water-side outlet of the condenser is connected to the three-way valve. One outlet of the three-way valve is sequentially connected to the heater core, the second water pump, and the energy recovery unit. The outlet of the energy recovery unit is connected to the water-side inlet of the condenser. The other outlet of the three-way valve is sequentially connected to the second five-way valve, the third water pump, the battery pack assembly, the first five-way valve, and the second water pump, so that the medium flowing out of the first five-way valve and the medium flowing out of the heater core are combined and driven by the second water pump to the energy recovery unit to form the first heating circuit.

[0020] As an optional technical solution for an automotive thermal management system, the water circuit system includes a second five-way valve, a low-temperature radiator, a motor assembly, a first water pump, a first five-way valve, and a heater;

[0021] In the heating mode, the outlet of the battery cooler is sequentially connected to the second five-way valve, the low-temperature heat dissipation water tank, the motor assembly, the first water pump, the first five-way valve, and the heater. The heater is connected to the inlet of the battery cooler to form a second heating circuit.

[0022] On the other hand, this utility model also provides an automobile, which includes the automobile thermal management system described above.

[0023] The beneficial effects of this utility model include at least the following:

[0024] This invention provides an automotive thermal management system, comprising a refrigerant circuit system and a water circuit system. The refrigerant circuit system includes a compressor, a condenser, a gas-liquid separator integrated coaxial tube device, a first vortex tube, a second vortex tube, an evaporator, a battery cooler, and an energy recovery unit. The compressor, condenser, and gas-liquid separator integrated coaxial tube device are sequentially connected. The outlet of the gas-liquid separator integrated coaxial tube device is connected to the first and second vortex tubes, respectively. The low-temperature refrigerant outlet of the first vortex tube is connected to the evaporator, and the low-temperature refrigerant outlet of the second vortex tube is connected to the battery cooler. The high-temperature refrigerant outlets of both the first and second vortex tubes are connected to the energy recovery unit. The outlet of the energy recovery unit is connected to the compressor's intake port via the gas-liquid separator integrated coaxial tube device. The water circuit system and the refrigerant circuit system exchange heat through the evaporator, battery cooler, and condenser.

[0025] In summary, the automotive thermal management system of this invention effectively recovers energy losses during the throttling process by employing a first vortex tube and a second vortex tube, reducing irreversible losses and improving operational efficiency. The first and second vortex tubes separate the refrigerant into high-temperature refrigerant, low-temperature saturated gaseous refrigerant, and low-temperature saturated liquid refrigerant. The low-temperature saturated gaseous and liquid refrigerants evaporate and absorb heat in the evaporator and battery cooler, respectively, achieving cooling of the passenger compartment and the battery. The high-temperature refrigerant recovers heat in the energy recovery unit, enabling energy reuse and thus improving the cooling and heating performance of the automotive thermal management system.

[0026] This utility model also provides a car with high energy utilization efficiency, which can improve cooling and heating performance, reduce energy consumption, and achieve energy-saving operation of the car. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments of this utility model will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of this utility model and these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of the refrigerant circuit system provided in this embodiment of the utility model;

[0029] Figure 2 This is a schematic diagram of the automotive thermal management system provided in the embodiment of the present invention in cooling mode;

[0030] Figure 3 This is a schematic diagram of the automotive thermal management system provided in the embodiment of the present invention in heating mode.

[0031] Figure Labels

[0032] 1. Compressor; 2. Condenser; 3. Gas-liquid separator integrated coaxial tube device; 4. First vortex tube; 5. Battery cooler; 6. Second vortex tube; 7. Evaporator; 8. Energy recovery unit; 9. Heater core; 10. First water pump; 11. Battery pack assembly; 12. Heater; 13. First five-way valve; 14. Second five-way valve; 15. Second water pump; 16. Third water pump; 17. Three-way valve; 18. Motor assembly; 19. Fan; 20. Low-temperature cooling water tank. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0034] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0035] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0036] In the description of this utility model, it should be noted that the terms "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this utility model is in use. They are used only for the convenience of describing this utility model and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first," "second," and "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0037] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0038] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0039] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0040] This embodiment provides an automotive thermal management system and an automotive vehicle, which can reduce energy loss during throttling and improve cooling and heating performance.

[0041] like Figures 1-3 As shown, the automotive thermal management system mainly includes a refrigerant circuit system and a water circuit system. The refrigerant circuit system includes a compressor 1, a condenser 2, a gas-liquid separator integrated coaxial tube device 3, a first vortex tube 4, a second vortex tube 6, an evaporator 7, a battery cooler 5, and an energy recovery unit 8. The compressor 1, condenser 2, and gas-liquid separator integrated coaxial tube device 3 are connected sequentially. The outlet of the gas-liquid separator integrated coaxial tube device 3 is connected to the first vortex tube 4 and the second vortex tube 6, respectively. The low-temperature refrigerant outlet of the first vortex tube 4 is connected to the evaporator 7, and the low-temperature refrigerant outlet of the second vortex tube 6 is connected to the battery cooler 5. The high-temperature refrigerant outlets of both the first vortex tube 4 and the second vortex tube 6 are connected to the energy recovery unit 8. The outlet of the energy recovery unit 8 is connected to the suction port of the compressor 1 through the gas-liquid separator integrated coaxial tube device 3. The water circuit system and the refrigerant circuit system exchange heat through the evaporator 7, battery cooler 5, and condenser 2.

[0042] Based on the above design, in this embodiment, the low-temperature saturated gaseous refrigerant is drawn in from the suction port of compressor 1, compressed, and discharged as a high-temperature, high-pressure gaseous refrigerant. The high-temperature, high-pressure gaseous refrigerant enters condenser 2, where it exchanges heat with the cooling medium in the external environment or water circuit system. Part of the high-temperature, high-pressure gaseous refrigerant releases heat and condenses into a high-temperature, high-pressure liquid refrigerant. After flowing out of condenser 2, the refrigerant enters the gas-liquid separator integrated coaxial tube device 3, which separates the gaseous and liquid refrigerants, ensuring that subsequent components receive refrigerant in the appropriate state. The separated refrigerant enters the first vortex tube 4 and the second vortex tube 6, where it is separated into three parts due to centrifugal force and pressure difference: a high-temperature refrigerant, a low-temperature saturated gaseous refrigerant, and a low-temperature saturated liquid refrigerant. The low-temperature refrigerant (low-temperature saturated gaseous refrigerant and low-temperature saturated liquid refrigerant) has a lower temperature, enabling it to absorb more heat during subsequent evaporation, thus improving the cooling effect.

[0043] Specifically, low-temperature saturated gaseous refrigerant and low-temperature saturated liquid refrigerant flow into evaporator 7 and battery cooler 5, respectively. In evaporator 7, the low-temperature saturated gaseous refrigerant absorbs heat from the air inside the passenger compartment and evaporates into a low-temperature, low-pressure gaseous refrigerant, thereby cooling the passenger compartment. In battery cooler 5, the low-temperature saturated liquid refrigerant absorbs heat from the battery and also evaporates into a low-temperature, low-pressure gaseous refrigerant, thereby cooling the battery.

[0044] The high-temperature refrigerant separated from the first vortex tube 4 and the second vortex tube 6 both flow into the energy recovery unit 8. In the energy recovery unit 8, it exchanges heat with the medium in the water loop system, transferring heat to the medium (water or antifreeze) in the water loop system, thus realizing heat recovery and utilization. After heat recovery, the temperature of the high-temperature refrigerant decreases, becoming a low-temperature, low-pressure gaseous refrigerant.

[0045] The three parts of low-temperature, low-pressure gaseous refrigerant, after passing through the evaporator 7, battery cooler 5, and energy recovery unit 8, converge and enter the suction port of compressor 1 after passing through the gas-liquid separator integrated coaxial tube device 3, thus completing the refrigerant cycle.

[0046] Compared with existing technologies, the automotive thermal management system in this embodiment effectively recovers energy losses during the throttling process by employing a first vortex tube 4 and a second vortex tube 6, reducing irreversible losses and improving operating efficiency. The first vortex tube 4 and the second vortex tube 6 separate the refrigerant into high-temperature refrigerant, low-temperature saturated gaseous refrigerant, and low-temperature saturated liquid refrigerant. The low-temperature saturated gaseous refrigerant and low-temperature saturated liquid refrigerant evaporate and absorb heat in the evaporator 7 and battery cooler 5, respectively, achieving cooling of the passenger compartment and the battery. The high-temperature refrigerant recovers heat in the energy recovery unit 8, enabling energy reuse and thus improving the cooling and heating performance of the automotive thermal management system.

[0047] Optionally, the medium flowing through the water circuit system in this embodiment can be water, antifreeze, or coolant, etc.

[0048] In this embodiment, the medium circulating in the refrigerant circuit system is set as carbon dioxide refrigerant (R744).

[0049] In this embodiment, the gas-liquid separator integrated coaxial tube device 3 has a first inlet, a first outlet, a second inlet, and a second outlet. The first inlet is connected to the outlet end of the condenser 2, and the first outlet is connected in parallel to the inlet end of the first vortex tube 4 and the inlet end of the second vortex tube 6. The low-temperature refrigerant outlet of the first vortex tube 4 is connected to the inlet end of the evaporator 7, and the low-temperature refrigerant outlet of the second vortex tube 6 is connected to the inlet end of the battery cooler 5. The outlet ends of the evaporator 7, the battery cooler 5, and the energy recovery unit 8 are all connected to the second inlet of the gas-liquid separator integrated coaxial tube device 3, and the second outlet is connected to the suction port of the compressor 1.

[0050] The gas-liquid separator integrated coaxial tube device 3, through the rational design of the first inlet, first outlet, second inlet, and second outlet, clearly defines the flow direction of the refrigerant, ensuring the orderly flow of the refrigerant among various components and improving the stability and reliability of the automotive thermal management system. The first outlet is connected in parallel with the first vortex tube 4 and the second vortex tube 6, allowing the refrigerant to simultaneously enter the first vortex tube 4 and the second vortex tube 6 for energy separation, improving the cooling and heating efficiency of the automotive thermal management system. The outlets of the evaporator 7, battery cooler 5, and energy recovery unit 8 are all connected to the second inlet of the gas-liquid separator integrated coaxial tube device 3, achieving centralized refrigerant recovery, ensuring the refrigerant can be fully recycled, and improving the operating efficiency of the automotive thermal management system.

[0051] It should be noted that the gas-liquid separator integrated coaxial tube device 3, the first vortex tube 4, and the second vortex tube 6 in this embodiment are all common components on the market. Therefore, the specific structure and working principle of the three will not be described in detail in this embodiment.

[0052] like Figures 2-3 As shown, the automotive thermal management system in this embodiment includes a cooling mode and a heating mode. The cooling and heating modes can meet the thermal management needs of the vehicle under different seasons and ambient temperatures, improving passenger cabin comfort and the operating efficiency of components such as the battery and motor.

[0053] Specifically, the refrigerant circuit system also includes a blower, which is located on one side of the evaporator 7. In cooling mode, the blower generates flowing air and exchanges heat with the evaporator 7 to deliver the cooling capacity produced by the evaporator 7 to the passenger compartment. The flowing air generated by the blower exchanges heat with the evaporator 7, efficiently delivering the cooling capacity to the passenger compartment, improving the cooling effect of the passenger compartment, rapidly lowering the temperature inside the passenger compartment, and enhancing passenger comfort. The blower also promotes air circulation within the passenger compartment, ensuring that cool air is evenly distributed throughout the entire passenger compartment, preventing localized excessively high or low temperatures, and improving the temperature uniformity of the passenger compartment.

[0054] like Figure 2 As shown, the water circuit system includes a three-way valve 17, a second five-way valve 14, a low-temperature heat dissipation water tank 20, a motor assembly 18, a first water pump 10, a first five-way valve 13, and a second water pump 15. In cooling mode, the water-side outlet of the condenser 2 is sequentially connected to the three-way valve 17, the second five-way valve 14, the low-temperature heat dissipation water tank 20, the motor assembly 18, the first water pump 10, the first five-way valve 13, and the second water pump 15. The second water pump 15 is sequentially connected to the energy recovery unit 8 and the water-side inlet of the condenser 2 to form the first cooling circuit. The first cooling circuit is mainly used to dissipate heat from the motor and simultaneously recover waste heat.

[0055] The high-temperature coolant from condenser 2 flows sequentially through three-way valve 17, second five-way valve 14, low-temperature cooling water tank 20, motor assembly 18, first water pump 10, first five-way valve 13, and second water pump 15, finally returning to condenser 2. The low-temperature cooling water tank 20 dissipates heat from the coolant. The cooled coolant flows into the motor assembly 18, effectively cooling it and ensuring stable operation under high-temperature conditions. The second water pump 15 delivers the coolant to the energy recovery unit 8, where it exchanges heat with the high-temperature refrigerant in the refrigerant circuit, absorbing heat from the refrigerant and thus recovering waste heat and improving system energy utilization efficiency.

[0056] Furthermore, the water circuit system also includes a fan 19, which is located on one side of the low-temperature radiator 20 and configured to dissipate heat from the low-temperature radiator 20. The fan 19 provides forced convection cooling to the low-temperature radiator 20, accelerating the dissipation of heat from the coolant inside the radiator into the environment, improving the heat dissipation efficiency of the low-temperature radiator 20, ensuring rapid cooling of the coolant, and thus more effectively cooling the motor assembly 18 and the condenser 2, enhancing the heat dissipation performance of the vehicle's thermal management system.

[0057] like Figure 2As shown, the water circuit system in this embodiment also includes a battery pack assembly 11, a first five-way valve 13, a heater 12, a second five-way valve 14, and a third water pump 16. In cooling mode, the outlet of the battery pack assembly 11 is sequentially connected to the first five-way valve 13, the heater 12, the battery cooler 5, the second five-way valve 14, and the third water pump 16. The third water pump 16 is connected to the inlet of the battery pack assembly 11 to form a second cooling circuit. The second cooling circuit is mainly used to dissipate heat from the battery pack assembly 11 and simultaneously recover waste heat.

[0058] Specifically, after the high-temperature coolant of the battery pack assembly 11 flows out, it passes through the first five-way valve 13, the heater 12 and the battery cooler 5 in sequence. The coolant exchanges heat with the refrigerant in the battery cooler 5. The refrigerant evaporates and absorbs heat, which lowers the temperature of the coolant and dissipates heat from the battery pack assembly 11. This ensures that the battery works at a suitable temperature and improves battery performance and lifespan.

[0059] It should be noted that the heater 12 does not work when the vehicle's thermal management system is in cooling mode.

[0060] like Figure 3 As shown, the water circuit system in this embodiment includes a three-way valve 17, a heater core 9, a second water pump 15, a second five-way valve 14, a third water pump 16, a battery pack assembly 11, and a first five-way valve 13. In heating mode, the water-side outlet of the condenser 2 is connected to the three-way valve 17. One outlet of the three-way valve 17 is sequentially connected to the heater core 9, the second water pump 15, and the energy recovery unit 8. The outlet of the energy recovery unit 8 is connected to the water-side inlet of the condenser 2. The other outlet of the three-way valve 17 is sequentially connected to the second five-way valve 14, the third water pump 16, the battery pack assembly 11, the first five-way valve 13, and the second water pump 15, so that the medium flowing out of the first five-way valve 13 and the medium flowing out of the heater core 9 are combined and driven by the second water pump 15 to the energy recovery unit 8 to form the first heating circuit. The first heating circuit is mainly used to meet the heating needs of the passenger compartment and the heating needs of the battery pack assembly 11.

[0061] Specifically, the high-temperature coolant in condenser 2 is divided into two parts after passing through three-way valve 17: one part of the high-temperature coolant returns to condenser 2 after passing through heater core 9, second water pump 15, and energy recovery unit 8. The high-temperature coolant in heater core 9 transfers heat to the air in the passenger compartment, achieving passenger compartment heating and improving passenger comfort. The other part of the high-temperature coolant passes through second five-way valve 14, third water pump 16, and battery pack assembly 11 to preheat the battery pack assembly 11. Then, the coolant passes through first five-way valve 13 and second water pump 15 and merges with the coolant flowing out of heater core 9, jointly driving it into energy recovery unit 8. In this way, the heat of battery pack assembly 11 can also be recovered and utilized, further improving the system's energy utilization efficiency.

[0062] like Figure 3 As shown, the water circuit system in this embodiment also includes a second five-way valve 14, a low-temperature cooling water tank 20, a motor assembly 18, a first water pump 10, a first five-way valve 13, and a heater 12. In heating mode, the outlet of the battery cooler 5 is sequentially connected to the second five-way valve 14, the low-temperature cooling water tank 20, the motor assembly 18, the first water pump 10, the first five-way valve 13, and the heater 12. The heater 12 is connected to the inlet of the battery cooler 5 to form a second heating circuit. The second heating circuit is mainly used for waste heat recovery from the motor assembly 18.

[0063] Specifically, after flowing out of the battery cooler 5, the coolant passes sequentially through the second five-way valve 14, the low-temperature radiator 20, the motor assembly 18, the first water pump 10, the first five-way valve 13, and the heater 12, thereby recovering and utilizing the waste heat from the motor and improving the energy efficiency of the vehicle's thermal management system. The coolant, after being heated by the heater 12, returns to the battery cooler 5 to appropriately heat the battery, ensuring it can operate normally in low-temperature environments and improving its performance and lifespan.

[0064] It should be noted that the abbreviations of the components in the automotive thermal management system of this embodiment are as follows:

[0065] Compressor 1 (Comp1), condenser 2 (WCC), gas-liquid separator integrated coaxial tube 3 (ACCU / IHX), first vortex tube 4 (Vortex1), battery cooler 5 (chiller), second vortex tube 6 (Vortex2), evaporator 7 (EVAP), energy recovery unit 8 (ECO).

[0066] Heater core 9, first water pump 10, battery pack assembly 11, heater 12, first five-way valve 13, second five-way valve 14, second water pump 15, third water pump 16, three-way valve 17, motor assembly 18 (MCU_F+Motor / DCDC+PDU), fan 19, and low-temperature water tank 20 (LTR).

[0067] The heat exchange principle and process of the refrigerant circuit system and water circuit system in the automotive thermal management system in cooling mode and heating mode in this embodiment are as follows:

[0068] In cooling mode, the low-temperature saturated gas in the refrigerant circuit system is compressed into a high-temperature, high-pressure gaseous refrigerant by compressor 1. This gaseous refrigerant flows into condenser 2, releasing heat into the water circuit system and becoming liquid. The liquid refrigerant then flows through the gas-liquid separator integrated coaxial tube device 3 into the first vortex tube 4 and the second vortex tube 6, respectively. The low-temperature saturated gaseous refrigerant and low-temperature saturated liquid refrigerant separated by the first vortex tube 4 enter the evaporator 7. The flowing air generated by the blower exchanges heat with the evaporator 7 to cool the passenger compartment. The low-temperature saturated gaseous refrigerant and low-temperature saturated liquid refrigerant separated by the second vortex tube 6 enter the battery cooler 5, where they exchange heat with the high-temperature antifreeze flowing from the battery pack assembly 11 to cool the battery. The refrigerant evaporated from both paths and the refrigerant cooled in the energy recovery unit 8 then merge and flow into the gas-liquid separator integrated coaxial tube device 3 before entering compressor 1. In the water loop system, the high-temperature antifreeze from condenser 2 reaches the low-temperature cooling tank 20 for cooling via three-way valve 17 and second five-way valve 14. After cooling, the antifreeze enters the motor assembly 18 for cooling, and then enters the energy recovery unit 8 via first water pump 10, first five-way valve 13, and second water pump 15 to absorb heat from the high-temperature refrigerant and complete the temperature rise, before entering condenser 2. At the same time, the high-temperature antifreeze from battery pack assembly 11 reaches the battery cooler 5 via first five-way valve 13 and heater 12, where it exchanges heat with the low-temperature refrigerant for cooling, and then returns to battery pack assembly 11 via second five-way valve 14 and third water pump 16, realizing the transfer of heat from the passenger compartment, battery, and motor to the refrigerant and then to the environment.

[0069] In heating mode, the low-temperature saturated gas in the refrigerant circuit system is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 1 and flows into the condenser 2. After releasing heat to the water circuit system, it becomes liquid. The liquid refrigerant flows into the second vortex tube 6 through the gas-liquid separator integrated coaxial tube device 3. The separated high-temperature superheated refrigerant gas enters the energy recovery unit 8 and releases heat to the water circuit system again. The low-temperature saturated gaseous refrigerant and the low-temperature saturated liquid refrigerant enter the battery cooler 5. After absorbing heat, the low-temperature antifreeze in the battery cooler 5 passes through the second five-way valve 14 to the low-temperature heat dissipation tank 20 to absorb heat from the external environment. After absorbing residual heat through the motor assembly 18, it passes through the first water pump 10, the first five-way valve 13 and the heater 12 in sequence to enter the battery cooler 5, completing the transfer of heat from the environment and the motor to the refrigerant. In the water loop system, the high-temperature antifreeze after the condenser 2 releases heat is divided into two paths by the three-way valve 17: one path goes through the heater core 9 to heat the crew compartment, and the other path goes through the second five-way valve 14 and the third water pump 16 to the battery pack assembly 11 to heat the crew compartment. After the two antifreeze paths merge, they first enter the energy recovery unit 8 through the second water pump 15 to absorb the heat of the high-temperature refrigerant and raise its temperature, and then enter the condenser 2 to realize the transfer of heat from the refrigerant to the crew compartment and the battery.

[0070] This embodiment also provides a vehicle that includes the aforementioned vehicle thermal management system. This vehicle has high energy efficiency, improves cooling and heating performance, reduces energy consumption, and achieves energy-saving operation.

[0071] Obviously, the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the protection scope of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments. Many other equivalent embodiments may be included without departing from the concept of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

[0072] Note that in the description of this specification, the references to terms such as "some embodiments," "other embodiments," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this utility model. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

Claims

1. An automotive thermal management system, characterized in that, include: The refrigerant circuit system includes a compressor (1), a condenser (2), a gas-liquid separator integrated coaxial tube device (3), a first vortex tube (4), a second vortex tube (6), an evaporator (7), a battery cooler (5), and an energy recovery unit (8); wherein the compressor (1), the condenser (2), and the gas-liquid separator integrated coaxial tube device (3) are connected in sequence, the outlet end of the gas-liquid separator integrated coaxial tube device (3) is connected to the first vortex tube (4) and the second vortex tube (6) respectively, the low-temperature refrigerant outlet of the first vortex tube (4) is connected to the evaporator (7), the low-temperature refrigerant outlet of the second vortex tube (6) is connected to the battery cooler (5), the high-temperature refrigerant outlet of the first vortex tube (4) and the high-temperature refrigerant outlet of the second vortex tube (6) are both connected to the energy recovery unit (8), and the outlet of the energy recovery unit (8) is connected to the suction port of the compressor (1) through the gas-liquid separator integrated coaxial tube device (3); The water circuit system and the refrigerant circuit system exchange heat through the evaporator (7), the battery cooler (5) and the condenser (2).

2. The automotive thermal management system according to claim 1, characterized in that, The gas-liquid separator integrated coaxial tube device (3) has a first inlet, a first outlet, a second inlet, and a second outlet; the first inlet is connected to the outlet end of the condenser (2), the first outlet is connected in parallel to the inlet end of the first vortex tube (4) and the inlet end of the second vortex tube (6), the low-temperature refrigerant outlet of the first vortex tube (4) is connected to the inlet end of the evaporator (7), the low-temperature refrigerant outlet of the second vortex tube (6) is connected to the inlet end of the battery cooler (5), the outlet end of the evaporator (7), the outlet end of the battery cooler (5), and the outlet end of the energy recovery unit (8) are all connected to the second inlet of the gas-liquid separator integrated coaxial tube device (3), and the second outlet is connected to the suction port of the compressor (1).

3. The automotive thermal management system according to claim 1, characterized in that, The vehicle thermal management system includes a cooling mode and a heating mode.

4. The automotive thermal management system according to claim 3, characterized in that, The refrigerant circuit system also includes a blower, which is located on one side of the evaporator (7). In the refrigeration mode, the blower is used to generate flowing air and exchange heat with the evaporator (7) to deliver the refrigeration capacity generated by the evaporator (7) to the passenger compartment.

5. The automotive thermal management system according to claim 3, characterized in that, The water circuit system includes a three-way valve (17), a second five-way valve (14), a low-temperature heat dissipation water tank (20), a motor assembly (18), a first water pump (10), a first five-way valve (13), and a second water pump (15); In the cooling mode, the water-side outlet of the condenser (2) is sequentially connected to the three-way valve (17), the second five-way valve (14), the low-temperature heat dissipation tank (20), the motor assembly (18), the first water pump (10), the first five-way valve (13), and the second water pump (15). The second water pump (15) is sequentially connected to the energy recovery unit (8) and the water-side inlet of the condenser (2) to form a first cooling circuit.

6. The automotive thermal management system according to claim 5, characterized in that, The water circuit system also includes a fan (19), which is located on one side of the low-temperature heat dissipation water tank (20) and is configured to dissipate heat from the low-temperature heat dissipation water tank (20).

7. The automotive thermal management system according to claim 3, characterized in that, The water circuit system includes a battery pack assembly (11), a first five-way valve (13), a heater (12), a second five-way valve (14), and a third water pump (16); In the cooling mode, the outlet of the battery pack assembly (11) is sequentially connected to the first five-way valve (13), the heater (12), the battery cooler (5), the second five-way valve (14), and the third water pump (16), and the third water pump (16) is connected to the inlet of the battery pack assembly (11) to form a second cooling circuit.

8. The automotive thermal management system according to claim 3, characterized in that, The water circuit system includes a three-way valve (17), a heater core (9), a second water pump (15), a second five-way valve (14), a third water pump (16), a battery pack assembly (11), and a first five-way valve (13); In the heating mode, the water-side outlet of the condenser (2) is connected to the three-way valve (17). One outlet of the three-way valve (17) is connected in sequence to the heater core (9), the second water pump (15), and the energy recovery unit (8). The outlet of the energy recovery unit (8) is connected to the water-side inlet of the condenser (2). The other outlet of the three-way valve (17) is connected in sequence to the second five-way valve (14), the third water pump (16), the battery pack assembly (11), the first five-way valve (13), and the second water pump (15), so that the medium flowing out of the first five-way valve (13) and the medium flowing out of the heater core (9) are combined and driven by the second water pump (15) to the energy recovery unit (8) to form the first heating circuit.

9. The automotive thermal management system according to claim 3, characterized in that, The water circuit system includes a second five-way valve (14), a low-temperature heat dissipation water tank (20), a motor assembly (18), a first water pump (10), a first five-way valve (13), and a heater (12); In the heating mode, the outlet of the battery cooler (5) is sequentially connected to the second five-way valve (14), the low-temperature heat dissipation water tank (20), the motor assembly (18), the first water pump (10), the first five-way valve (13), and the heater (12). The heater (12) is connected to the inlet of the battery cooler (5) to form a second heating circuit.

10. An automobile, characterized in that, The vehicle includes the vehicle thermal management system according to any one of claims 1-9.

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