CN211107042U

CN211107042U - Thermal management system of vehicle and vehicle that has it

Info

Publication number: CN211107042U
Application number: CN201922044737.4U
Authority: CN
Inventors: 李磊; 张雷; 杨丽; 杨朋; 李超; 牛荣平
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2019-11-22
Filing date: 2019-11-22
Publication date: 2020-07-28
Anticipated expiration: 2029-11-22

Abstract

The utility model discloses a thermal management system of vehicle and vehicle that has it, the thermal management system of this vehicle includes: the heat exchange loop is provided with an outdoor heat exchanger, an indoor evaporator, a compressor, a heat pump heat exchanger and a battery heat exchanger; the transmission loop is provided with a radiator and a transmission and control assembly; the battery heat exchanger is in thermal communication with the battery loop; the passenger cabin loop is provided with a warm air core body, and the heat pump heat exchanger is in thermal communication with the passenger cabin loop. The utility model discloses thermal management system of vehicle through setting up heat transfer circuit, can cool off battery pack and/or passenger cabin when high temperature, heats battery pack and/or passenger cabin when low temperature, and the operating temperature of the control battery pack of being convenient for improves the temperature travelling comfort in passenger cabin, reduces the energy consumption of traveling of vehicle.

Description

Thermal management system of vehicle and vehicle that has it

Technical Field

The utility model relates to a vehicle manufacturing technical field particularly, relates to a thermal management system of vehicle and have thermal management system's of vehicle.

Background

Because each system and its spare part of pure electric vehicles all have different optimum operating temperature intervals because attribute, design demand are different, so need with the help of external auxiliary means, maintain each spare part in suitable temperature range, ensure that the normal, stable, high-efficient work of spare part and passenger cabin satisfy passenger's comfort level demand.

In the prior art, most electric vehicles are formed by modifying traditional internal combustion engine vehicles, in order to reduce the development cost of parts, most host plants are connected with water ways of high-voltage parts in series, the high-voltage parts are cooled by a radiator by virtue of cooling liquid, and most battery assemblies are cooled by adopting a natural cooling mode. Although the cooling system is low in cost and convenient to modify, the cooling system is difficult to ensure that all parts are in the optimal temperature range to work, the energy consumption of the whole vehicle is large, and the endurance mileage of the whole vehicle is influenced. The systems are independent of each other, and the energy utilization rate is poor. Especially, when the working temperature of the battery assembly is too high or too low, the normal operation of the battery assembly is seriously influenced, and the charge and discharge performance of the battery assembly is influenced.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model aims at providing a thermal management system of vehicle to make the thermal management system of this vehicle have the operating temperature who is convenient for control battery pack, improve the temperature travelling comfort in passenger cabin, reduce advantages such as the energy consumption that traveles of vehicle.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

a thermal management system for a vehicle, the thermal management system comprising: the heat exchange loop is provided with an outdoor heat exchanger, an indoor evaporator, a compressor, a heat pump heat exchanger and a battery heat exchanger; the transmission loop is provided with a radiator and a transmission and control assembly; a battery circuit having a battery assembly, the battery heat exchanger in thermal communication with the battery circuit; the heat pump heat exchanger is in thermal communication with the passenger compartment loop.

According to the utility model discloses heat management system of vehicle has the operating temperature who is convenient for control battery pack, improves the temperature travelling comfort in passenger cabin, reduces advantages such as the energy consumption that traveles of vehicle.

In addition, the thermal management system of the vehicle according to the above embodiment of the present invention may further have the following additional technical features:

according to some embodiments of the utility model, the heat transfer circuit include with the first branch road of outdoor heat exchanger intercommunication, with the second branch road of indoor evaporimeter intercommunication, with the third branch road of compressor intercommunication, with the fourth branch road of heat pump heat exchanger intercommunication and with the fifth branch road of battery heat exchanger intercommunication.

According to some embodiments of the present invention, the thermal management system of vehicle still includes first on-off valve, first on-off valve has first on-state and first off-state, wherein first on-off valve is in during first on-state, first branch road third branch road with fourth branch road intercommunication is a series circuit first on-off valve is in during first off-state, first branch road the second branch road the third branch road with fourth branch road intercommunication is a series circuit.

According to some embodiments of the utility model, the thermal management system of vehicle still includes the second on-off valve, the second on-off valve has second on-state and second off state, wherein the second on-off valve is in during the second off state, first branch road the third branch road with the fourth branch road intercommunication is a series circuit the second on-off valve is in during the second on state, first branch road the second branch road the third branch road with the fourth branch road intercommunication is a return circuit just the second branch road with the parallel arrangement of fourth branch road.

According to some embodiments of the utility model, the thermal management system of vehicle still includes first expansion valve, first expansion valve is connected on the second branch road, first expansion valve has first open mode and first closed condition, wherein first expansion valve is in during first closed condition, first branch road with fifth branch road intercommunication is a series circuit first expansion valve is in during first open mode, first branch road the second branch road with fifth branch road intercommunication is a return circuit just the second branch road with the parallel arrangement of fifth branch road.

According to some embodiments of the present invention, the thermal management system of vehicle still includes first switching-over valve, first switching-over valve has first state and second state first switching-over valve is in during the first state, first switching-over valve cuts off the transmission return circuit with the battery return circuit first switching-over valve is in during the second state, first switching-over valve intercommunication the transmission return circuit with the battery return circuit.

According to some embodiments of the utility model, first switching-over valve has first interface, first switching-over valve second interface and first switching-over valve third interface of first switching-over valve, first interface of first switching-over valve with transmission circuit intercommunication, first switching-over valve second interface with the one end intercommunication in battery circuit, first switching-over valve third interface with the other end intercommunication in battery circuit first switching-over valve is in during the first state, first switching-over valve third interface with first switching-over valve second interface intercommunication first switching-over valve is in during the second state, first interface of first switching-over valve with first switching-over valve second interface intercommunication.

According to some embodiments of the utility model, the thermal management system of vehicle still includes the third disconnected valve, the third disconnected valve has third on-state and third off-state, the battery return circuit includes the battery branch road, the transmission return circuit includes transmission branch road and heat dissipation branch road, wherein the third disconnected valve is in during the third on-state, battery branch road, transmission branch road and heat dissipation branch road intercommunication are just for a return circuit the battery branch road with the parallelly connected setting of transmission branch road the third disconnected valve is in during the third off-state, battery branch road and transmission branch road intercommunication are a series circuit.

According to some embodiments of the present invention, the thermal management system of the vehicle further comprises a first driving pump, a second driving pump and a third driving pump, the first driving pump is arranged on the transmission loop, the second driving pump is arranged on the battery loop, and the third driving pump is arranged on the passenger compartment loop.

Compared with the prior art, the thermal management system of vehicle has following advantage:

thermal management system of vehicle, through setting up heat transfer circuit, can cool off battery pack and passenger cabin when high temperature, heat battery pack and passenger cabin when low temperature, be convenient for control battery pack's operating temperature improves the temperature travelling comfort in passenger cabin, reduces the energy consumption of traveling of vehicle.

Another object of the present invention is to provide a vehicle, such that the vehicle has advantages of reliable operation, low energy consumption.

a vehicle comprises the thermal management system of the vehicle. The vehicle and the thermal management system of the vehicle have the same advantages compared with the prior art, and the detailed description is omitted.

Drawings

The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:

fig. 1 is a schematic structural diagram of a thermal management system of a vehicle according to an embodiment of the present invention.

Reference numerals: the heat management system 1, the outdoor heat exchanger 101, the first branch 110, the indoor evaporator 102, the second branch 120, the compressor 103, the third branch 130, the heat pump heat exchanger 104, the fourth branch 140, the battery heat exchanger 105, the fifth branch 150, the radiator 201, the heat dissipation branch 210, the transmission and control component 202, the control component 203, the driving motor 204, the transmission branch 220, the battery component 301, the battery branch 310, the warm air core 401, the first direction valve 510, the first direction valve first interface 511, the first direction valve second interface 512, the first direction valve third interface 513, the first on-off valve 550, the second on-off valve 560, the third on-off valve 570, the first expansion valve 610, the first driving pump 710, the second driving pump 720, the third driving pump 730, the first electronic expansion valve 810, the third electronic expansion valve 830, the first electronic stop valve 910, and the fourth electronic stop valve 940.

Detailed Description

It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.

The present invention will be described in detail with reference to fig. 1 in conjunction with the embodiments.

Referring to fig. 1, a thermal management system 1 of a vehicle according to an embodiment of the present invention includes a heat exchange circuit, a transmission circuit, a battery circuit, and a passenger compartment circuit.

The heat exchange circuit is provided with an outdoor heat exchanger 101, an indoor evaporator 102, a compressor 103, a heat pump heat exchanger 104, and a battery heat exchanger 105. The transmission circuit is provided with a radiator 201 and a transmission and control assembly 202. The battery circuit is provided with a battery assembly 301, and a battery heat exchanger 105 is in thermal communication with the battery circuit. The passenger compartment circuit is provided with a warm air core 401, and the heat pump heat exchanger 104 is in thermal communication with the passenger compartment circuit.

It is to be understood herein that "thermal communication" means that heat exchange can take place. The transmission and control assembly 202 includes a control component 203 and a driving motor 204, and the control component 203 may include high voltage components such as a charger, a DC-DC voltage converter, and a distribution box.

According to the utility model discloses thermal management system 1 of vehicle, through setting up heat transfer circuit, when battery pack 301 temperature is higher, can utilize battery heat exchanger 105 to cool off heat dissipation to battery pack 301. Therefore, the cooling effect of the battery assembly 301 can be ensured, the battery assembly 301 works within a proper temperature range, the working stability and reliability of the battery assembly 301 are improved, the phenomenon that the battery assembly 301 is overheated is avoided, and the service life of the battery assembly 301 is conveniently prolonged.

When the temperature of the battery assembly 301 is low, the battery assembly 301 may be heated by the battery heat exchanger 105. Can improve battery pack 301's heating effect like this, when external environment temperature is lower, can heat battery pack 301 to the optimum temperature interval that charges and discharges, improve battery pack 301's job stabilization nature and reliability, avoid the temperature to hang down and influence battery pack 301's discharge, accumulate ability, promote battery pack 301's available electric quantity, guarantee battery pack 301's working property, with the maximum discharge capacity that satisfies the vehicle, continuation of the journey mileage and the time requirement of filling soon.

That is to say, through setting up heat transfer circuit, be equipped with battery heat exchanger 105 at heat transfer circuit, can cool off battery pack 301 when high temperature, heat battery pack 301 when low temperature, make battery pack 301 be in suitable temperature range all the time and carry out work, be convenient for guarantee that battery pack 301 works high-efficiently, promote battery pack 301's capacity, improve user's driving comfort.

In addition, by arranging the heat exchange loop, when the passenger compartment has a cooling demand, the heat pump heat exchanger 104 can be used for cooling the passenger compartment, and when the passenger compartment has a heating demand, the heat pump heat exchanger 104 can be used for heating the passenger compartment, so that the temperature range of the passenger compartment can be conveniently adjusted and controlled, and the riding comfort of a user is improved.

In addition, when the battery pack 301 has waste heat and the passenger compartment has a heating demand, the battery heat exchanger 105 can be used for recovering heat of the battery pack 301, and the heat is transferred to the passenger compartment to heat the passenger compartment, so that the energy consumption and the operation cost of the thermal management system 1 can be reduced, the energy utilization rate of the thermal management system 1 is improved, unnecessary energy consumption of the thermal management system 1 is reduced, the running energy consumption of the vehicle is reduced, and the cruising range of the vehicle is improved.

Meanwhile, the radiator 201 is arranged on the transmission loop, so that the transmission and control assembly 202 can be cooled and radiated by the radiator 201, the transmission and control assembly 202 can be conveniently controlled to work within a proper temperature range, the transmission and control assembly 202 is prevented from being damaged due to overhigh temperature, the working reliability of the transmission and control assembly 202 is ensured, and the running safety and stability of the vehicle are improved.

Therefore, according to the utility model discloses heat management system 1 of vehicle has the operating temperature who is convenient for control battery pack, improves the temperature travelling comfort in passenger cabin, reduces advantages such as the energy consumption of traveling of vehicle.

A thermal management system 1 for a vehicle according to an embodiment of the present invention is described below with reference to the drawings.

In some embodiments of the present invention, referring to fig. 1, a thermal management system 1 for a vehicle according to embodiments of the present invention includes a heat exchange circuit, a transmission circuit, a battery circuit, and a passenger compartment circuit.

Specifically, as shown in fig. 1, the heat exchange circuit includes a first branch 110 in communication with the outdoor heat exchanger 101, a second branch 120 in communication with the indoor evaporator 102, a third branch 130 in communication with the compressor 103, a fourth branch 140 in communication with the heat pump heat exchanger 104, and a fifth branch 150 in communication with the battery heat exchanger 105. Therefore, by controlling the conduction or the separation of the branches, the heat exchange between the thermal management system 1 and the outdoor environment is realized by using the heat exchange loop, so that the battery assembly 301 and the passenger compartment are heated or cooled, and the battery assembly 301 and the passenger compartment are controlled to be in a proper temperature range.

More specifically, as shown in fig. 1, the thermal management system 1 of the vehicle further includes a first on-off valve 550, the first on-off valve 550 having a first on state and a first off state, wherein when the first on-off valve 550 is in the first on state, the first branch 110, the third branch 130 and the fourth branch 140 are communicated as a series circuit. When the first on-off valve 550 is in the first blocking state, the first branch 110, the second branch 120, the third branch 130 and the fourth branch 140 are communicated as a series circuit. Thus, when the first on-off valve 550 is in the first on state, the heat pump heat exchanger 104 can be used to heat or cool the passenger compartment, so as to adjust and control the temperature of the passenger compartment, and the passenger compartment has a proper temperature range. When the first on-off valve 550 is in the first blocking state, the outdoor heat exchanger 101 acts as a condenser, the outdoor heat exchanger 101 and the heat pump heat exchanger 104 radiate heat outwards at the same time, and frost attached to the surface of the outdoor heat exchanger 101 is melted by radiating heat outwards, so that the influence on the efficiency of the heat exchange loop and the service life of the outdoor heat exchanger 101 due to frost formation outside the outdoor heat exchanger 101 is prevented.

Optionally, as shown in fig. 1, the thermal management system 1 of the vehicle further includes a second on-off valve 560, the second on-off valve 560 having a second on state and a second off state, wherein when the second on-off valve 560 is in the second off state, the first branch 110, the third branch 130, and the fourth branch 140 are communicated as a series circuit. When the second cut-off valve 560 is in the second conducting state, the first branch 110, the second branch 120, the third branch 130 and the fourth branch 140 are communicated as a loop, and the second branch 120 and the fourth branch 140 are arranged in parallel. Therefore, the heat pump heat exchanger 104 can be used for heating or cooling the passenger compartment, and when the second on-off valve 560 is in the second on state, the outside air firstly passes through the indoor evaporator 102 to be condensed into water drops, then moisture in the air is removed, and then the air is heated through the warm air core 401, so that the air blown to the windshield of the vehicle is dry hot air, and the drying and dehumidifying performance of the thermal management system 1 is improved. Specifically, both the outdoor heat exchanger 101 and the indoor evaporator 102 operate as evaporators.

Specifically, as shown in fig. 1, the thermal management system 1 of the vehicle further includes a first expansion valve 610, the first expansion valve 610 is connected to the second branch 120, the first expansion valve 610 has a first open state and a first closed state, wherein when the first expansion valve 610 is in the first closed state, the first branch 110 and the fifth branch 150 are communicated as a series circuit. When the first expansion valve 610 is in the first open state, the first branch 110, the second branch 120 and the fifth branch 150 are communicated as a loop, and the second branch 120 and the fifth branch 150 are arranged in parallel. Thus, when the first expansion valve 610 is in the first closed state, the battery assembly 301 may be heated or cooled by the battery heat exchanger 105, so as to adjust and control the operating temperature of the battery assembly 301, thereby improving the operating reliability and stability of the battery assembly 301. When the first expansion valve 610 is in the first open state, the thermal management system 1 may heat or cool the battery assembly 301 and the passenger compartment at the same time, which facilitates improving functionality and applicability of the thermal management system 1. At this time, the refrigerant cooled by the battery heat exchanger 105 and the refrigerant cooled by the interior evaporator 102 are merged together and flow into the compressor 103, thereby realizing a cooling function in which the thermal management system 1 is circulated.

In some embodiments of the present invention, as shown in fig. 1, the thermal management system 1 of the vehicle further includes a first direction valve 510, the first direction valve 510 has a first state and a second state, and when the first direction valve 510 is in the first state, the first direction valve 510 separates the transmission circuit and the battery circuit. When the first direction valve 510 is in the second state, the first direction valve 510 communicates the transmission circuit with the battery circuit. Thus, when the first direction valve 510 is in the first state, waste heat generated by the battery assembly 301 can be recovered by the battery heat exchanger 105, and when the first direction valve 510 is in the second state, waste heat generated by the battery assembly 301 and the transmission and control assembly 202 can be recovered by the battery heat exchanger 105.

Specifically, as shown in fig. 1, the first direction valve 510 has a first direction valve first port 511, a first direction valve second port 512 and a first direction valve third port 513, the first direction valve first port 511 is communicated with the transmission circuit, the first direction valve second port 512 is communicated with one end of the battery circuit, and the first direction valve third port 513 is communicated with the other end of the battery circuit. When the first direction valve 510 is in the first state, the first direction valve third port 513 is in communication with the first direction valve second port 512. When the first direction valve 510 is in the second state, the first direction valve first port 511 is in communication with the first direction valve second port 512. Thus, according to actual use requirements, the thermal communication between the battery assembly 301 and the battery heat exchanger 105, or the thermal communication between the transmission and control assembly 202 and the battery heat exchanger 105, or the thermal communication between the battery assembly 301 and the transmission and control assembly 202 which are arranged in parallel and the thermal communication with the battery heat exchanger 105 respectively can be realized, and the structural flexibility and functionality of the thermal management system 1 are improved.

Optionally, the first direction valve 510 comprises a ball valve, and the rotation of the ball valve can realize four positions, a, b, c, d, and the following paths are provided: when the ball valve rotates to a position a, the port a is completely sealed, and the port b is communicated with the port c; when the ball valve rotates to the position b, the port b is completely sealed, and the port a is communicated with the port c; when the ball valve rotates to the position c, the port c is completely sealed, and the port a is communicated with the port b; when the ball valve rotates to d position, multi-channel connection can be realized, namely one inlet and two outlets can be realized, and two inlets and one outlet can be realized, and the specific communication is according to the architecture requirement.

Optionally, as shown in fig. 1, the thermal management system 1 of the vehicle further includes a third cut-off valve 570, the third cut-off valve 570 has a third on state and a third off state, the battery circuit includes the battery branch 310, and the transmission circuit includes the transmission branch 220 and the heat dissipation branch 210. When the third cut-off valve 570 is in the third conducting state, the battery branch 310, the transmission branch 220 and the heat dissipation branch 210 are communicated to form a loop, and the battery branch 310 is connected in parallel with the transmission branch 220. When the third shut-off valve 570 is in the third shut-off state, the battery branch 310 and the transmission branch 220 are communicated as a series circuit. Specifically, the transmission and control assembly 202 is disposed on the transmission branch 220, the heat sink 201 is disposed on the heat dissipation branch 210, and the battery assembly 301 is disposed on the battery branch 310. Thus, when the third shut-off valve 570 is in the third on state, the radiator 201 can be used to radiate heat and cool the battery assembly 301 and the transmission and control assembly 202, and when the third shut-off valve 570 is in the third off state, the transmission and control assembly 202 can be used to heat the battery assembly 301, thereby improving the energy utilization rate of the thermal management system 1.

It should be understood that the heat dissipation assembly 201 is affected by the ambient temperature during operation, and effective heat dissipation cannot be achieved when the ambient temperature is high, for example, the heat dissipation assembly 201 is an electronic fan.

In some embodiments of the present invention, as shown in fig. 1, the thermal management system 1 of the vehicle further includes a first driving pump 710, a second driving pump 720 and a third driving pump 730, the first driving pump 710 is disposed on the transmission circuit, the second driving pump 720 is disposed on the battery circuit, and the third driving pump 730 is disposed on the passenger compartment circuit. Therefore, the first driving pump 710 can be used for driving the heat exchange medium in the transmission loop to flow, the second driving pump 720 is used for driving the heat exchange medium in the battery loop to flow, and the third driving pump 730 is used for driving the heat exchange medium in the passenger compartment loop to flow, so that heat can be conveniently transferred and exchanged among the branches.

In some embodiments of the present invention, the battery heat exchanger 105 has a first pipeline and a second pipeline, the first pipeline and the second pipeline can exchange heat, the first pipeline is in the battery loop, and the second pipeline is in the heat exchange loop. The heat pump heat exchanger 104 has a third circuit and a fourth circuit, the third circuit and the fourth circuit being capable of exchanging heat, the third circuit being in the passenger compartment circuit, and the fourth circuit being in the heat exchange circuit.

Optionally, the thermal management system 1 further comprises an electric heater, and the electric heater is disposed on the third heat exchange loop. Thus, when the heat pump heat exchanger 104 cannot meet the heating requirement of the passenger compartment, the passenger compartment can be heated by the electric heater, and the temperature range of the passenger compartment can be further conveniently controlled.

Optionally, the electronic expansion valve may serve as a switch valve and an expansion valve in the thermal management system 1, and may perform different functions according to different cycle requirements of the thermal management system 1.

Specifically, the optimum working temperature of the battery assembly 301 is between 20 ℃ and 40 ℃, the temperature in the battery assembly 301 is lower than 0 ℃ and needs to be started for heating, and when the temperature of the battery assembly 301 exceeds 35 ℃, the battery assembly needs to be cooled, otherwise, the battery is overheated and aged, and the temperature is too high, so that the explosion fire risk caused by thermal runaway can be caused.

In some embodiments of the present invention, the passenger compartment can be heated independently by the electric heating device when the external ambient temperature is less than-10 ℃. Because the heat exchange loop has the problems of low efficiency and even incapability of using at the temperature, the influence of the external environment temperature on the heating rate can be reduced by using the electric heating device. The intake grill outside the outdoor heat exchanger 101 is in a closed state, preventing outside cool air from entering the vehicle interior. When the external charging power supply is not available, the electric quantity of the electric heating device is derived from the battery assembly 301, and the battery assembly 301 outputs current to the electric heating device in a low power mode.

When the ambient temperature is above-10 ℃, the passenger compartment may be heated using an electric heating device and a heat pump heat exchanger 104. At this time, the heat pump heat exchanger 104 is mainly used for heating, and the electric heating device is used for auxiliary heating according to the heating requirement and the heating time. The outdoor heat exchanger 101 absorbs low-quality heat in the environment, and the heat is converted into high-quality heat by the compressor 103, and the high-quality heat is transferred to the passenger compartment circuit. At this time, the intake grill is in an open state, and outside air can enter the vehicle interior for the outdoor heat exchanger 101 to absorb low-quality heat in the environment. When a control system of a vehicle receives a passenger compartment heating demand, the control system of the whole vehicle can determine whether to heat by using the heat pump heat exchanger 104 or the electric heating device according to the collected environmental temperature, if the collected temperature meets the working requirement of the heat exchange loop, the compressor 103 is controlled to operate, the first electronic expansion valve 810 in the heat exchange loop is in an electrified conduction state to serve as an expansion valve, and the first electronic stop valve 910 and the fourth electronic stop valve 940 in the heat exchange loop are in the electrified conduction state. The compressor 103 operates to change the low-temperature low-pressure gaseous refrigerant into a high-temperature high-pressure gaseous refrigerant, and the heat pump heat exchanger 104 radiates heat to the heat exchange medium flowing inside through internal convection, that is, the refrigerant flowing inside is changed from a high-temperature high-pressure gaseous state to a low-temperature high-pressure liquid state. Because the efficiency of the heat pump is higher than that of the common electric heating device by more than 50 percent, and along with the rise of the external environment temperature, the efficiency of the heat pump is further improved, and in order to save energy consumption, the heat pump heat exchanger 104 is completely adopted for heating at the moment, and the electric heating device stops working.

In the heating process by adopting the heat exchange loop, the outdoor heat exchanger 101 needs to be deiced and defrosted. Because the outdoor heat exchanger 101 continuously absorbs heat from the external environment, external water vapor is condensed to frost and is attached to the surface of the outdoor heat exchanger 101, even some water vapor is condensed to water drops and is condensed to ice in a low-temperature environment, the efficiency of the heat management system is influenced, the service life of the outdoor heat exchanger 101 is influenced, and whether a deicing and defrosting mode needs to be executed on the outdoor heat exchanger 101 can be judged by detecting a pressure temperature signal before the compressor 103. At this time, the heat exchange loop can still heat the passenger compartment through the heat pump heat exchanger 104, the circulation of the heating loop is unchanged, the fourth electronic stop valve 940, the first electronic expansion valve 810 and the second electronic expansion valve are in a working state, the second electronic expansion valve is the first expansion valve 610, and the outdoor heat exchanger 101 is in a working state. The first electronic expansion valve 810 functions as an atmospheric valve and the second electronic expansion valve functions as an expansion valve. At this time, the outdoor heat exchanger 101 acts as a condenser, and radiates heat outwards together with the heat pump heat exchanger 104, so that frost attached to the surface of the outdoor heat exchanger 101 is melted by radiating heat outwards, and after the frost is completely melted, the outdoor heat exchanger can be switched to a heat pump heating mode to continue heating.

In the process of heating the passenger compartment, dehumidification in the cab is needed. Because of the temperature difference with the external low-temperature environment temperature, the high-temperature moisture in the cab can form moisture fog when meeting cold on the windshield, and the sight and the driving safety are influenced. And raining and coastal areas at ordinary times, air humidity is large, and outside air enters the cab, so that humidity of the cab is large, and driving comfort is affected. At this time, the dehumidification mode is adopted. At the moment, the heat exchange loop is used as a heat source to heat the passenger compartment through the heat pump heat exchanger 104. The second electronic cut-off valve, the third electronic cut-off valve, and the fourth electronic cut-off valve 940 are in a working state, and the second electronic cut-off valve, that is, the second on-off valve 560, and the third electronic cut-off valve, that is, the first on-off valve 550. The first electronic expansion valve 810 and the second electronic expansion valve are both used as expansion valves and are in working states. The outside air is condensed into water drops by the indoor evaporator 102, then the moisture in the air is removed, and then the air is heated by the warm air core 401, so that dry hot air is ensured to blow to the windshield. In this case, both the outdoor heat exchanger 101 and the indoor evaporator 102 operate as evaporators.

The transmission and control assembly 202 and the battery assembly 301 are cooled at medium and low temperatures using the heat sink 201. The high-temperature load cell assembly 301 is cooled by the cell assembly 301 heat exchanger 105, and the transmission and control assembly 202 is cooled by the radiator 201. When the temperature of the battery assembly 301 is lower than-10 ℃, and the heat pump cannot work, the motor of the transmission and control assembly 202 is adopted to block rotation to generate heat to heat the battery assembly 301, and the motor blocking rotation is expected to generate 2-2.5kw of heat. At this time, the third cut-off valve 570 is in a closed state, and the first direction valve 510 conducts the battery branch 310 and the heat exchange loop.

When the ambient temperature is higher than-10 ℃, the battery assembly 301 is heated by the battery heat exchanger 105, the first electronic expansion valve 810 and the third electronic expansion valve 830 are in working states, the first electronic expansion valve 810 plays a role of an expansion valve, and the third electronic expansion valve 830 plays a role of a normal-temperature valve. A first reversing valve 510 conducts the battery branch 310 and the battery heat exchanger 105. The battery heat exchanger 105 is of a laminated heat exchange structure, a layer of refrigerant and a layer of water are arranged inside the battery heat exchanger, the heat exchange loop exchanges heat with energy in the environment absorbed by the outdoor heat exchanger 101 through the battery heat exchanger 105 through the compressor 103, the refrigerant is cooled into a medium-temperature high-pressure liquid medium through a high-temperature high-pressure gaseous medium in the heat exchange process, the water of the battery assembly 301 is heated to a medium temperature from a low temperature, and then the water is pumped into the battery assembly 301 through the second driving pump 720 to continuously heat the battery assembly 301.

When the battery pack needs to be cooled, if the water temperature cooled by the low-temperature radiator 201 is less than 25 ℃, the transmission and control assembly 202 and the battery assembly 301 are simultaneously cooled by the low-temperature radiator 201, the active air inlet grille is opened at the moment, the first driving pump 710 and the second driving pump 720 are in a working state, the driving pump rotating speed is controlled in a PWM mode according to the water temperature, and the fan of the radiator 201 is also controlled in the PWM rotating speed according to the water temperature to control the wind speed and measure the wind speed so as to meet the heat exchange requirement of the low-temperature radiator 201.

When the outlet water temperature of the low-temperature radiator 201 is higher than 25 ℃, the low-temperature radiator 201 does not meet the heat dissipation requirement of the battery assembly 301, the transmission and control assembly 202 is still cooled by the low-temperature radiator 201, the battery assembly 301 is cooled by the battery heat exchanger 105, the first electronic expansion valve 810 and the third electronic expansion valve 830 of the heat exchange loop are in a working state, the first electronic stop valve 910 and the fourth electronic stop valve 940 are in a working state, the first electronic expansion valve 810 is in a normally open state, and the third electronic expansion valve 830 serves as an expansion valve. After being compressed by the electric compressor 103, the high-temperature and high-pressure gaseous refrigerant radiates heat to ambient air through the outdoor heat exchanger 101, is changed into a medium-temperature and high-pressure liquid refrigerant, is changed into a low-temperature and low-pressure vapor-liquid mixed refrigerant under the action of the third electronic expansion valve 830, exchanges heat through the battery heat exchanger 105, and provides the refrigerating capacity for the cooling liquid in the battery branch 310 to cool.

When the battery assembly 301 is cooled by a refrigerant, the passenger compartment also has a refrigeration requirement, the transmission and control assembly 202 is cooled by the low-temperature radiator 201, the battery assembly 301 is cooled by the battery heat exchanger 105, at this time, the first electronic expansion valve 810, the second electronic expansion valve, the third electronic expansion valve 830, the first electronic stop valve 910 and the fourth electronic stop valve 940 in the heat exchange loop are in a working state, the first electronic expansion valve 810 is in a normally open state, and the second electronic expansion valve and the third electronic expansion valve 830 serve as expansion valves. Compared with the mode of independent refrigeration of the battery pack 301, the refrigeration cycle of the battery pack 301 is the same, at this time, the second electronic expansion valve in front of the indoor evaporator 102 functions as an expansion valve, and the refrigerant refrigerated by the battery heat exchanger 105 and the refrigerant refrigerated by the indoor evaporator 102 are converged together and flow into the electric compressor 103, so that the refrigeration function of cycle reciprocation is realized.

When the temperature of the battery assembly 301 satisfies the normal operating temperature, the temperature further rises, and the battery assembly 301 uses the surplus waste heat, and the thermal management system 1 may perform the waste heat recovery of the battery assembly 301 by switching the valves. At this time, the first electronic expansion valve 810, the third electronic expansion valve 830, the first electronic stop valve 910, the second electronic stop valve, the third electronic stop valve, and the fourth electronic stop valve 940 in the heat exchange loop are in a working state, and the first electronic expansion valve 810 and the third electronic expansion valve 830 are in an expansion valve function. Under the work of the electric compressor 103, the refrigerant transfers heat to the passenger compartment loop through the heat pump heat exchanger 104, the high-temperature and high-pressure refrigerant radiated by the heat pump heat exchanger 104 absorbs the environmental heat through the outdoor heat exchanger 101 and the waste heat of the battery assembly 301 through the battery heat exchanger 105 through the expansion action of the first electronic expansion valve 810 and the third electronic expansion valve 830 respectively, and then the refrigerant is converged and merged into the electric compressor 103 to realize the heat absorption and heat release actions of the cycle reciprocation. The battery assembly 301 is driven by the second driving pump 720 to continuously bring the heat of the battery assembly 301 into the battery heat exchanger 105 for heat exchange.

When the temperature of the battery assembly 301 meets the requirement of normal working temperature, neither cooling nor heating is needed, when the surplus waste heat generated by the operation of the transmission and control assembly 202 can be recovered by the heat pump system, the transmission and control assembly 202 does not need to be cooled by the low-temperature radiator 201, the third cut-off valve 570 is in a cut-off state, the first reversing valve 510 connects the transmission branch 220 with the battery heat exchanger 105, and the heat pump system can recover the waste heat of the transmission and control assembly 202 by switching the valves. At this time, the first electronic expansion valve 810, the third electronic expansion valve 830, the first electronic stop valve 910, the second electronic stop valve, the third electronic stop valve, and the fourth electronic stop valve 940 in the heat exchange loop are in a working state, and the first electronic expansion valve 810 and the third electronic expansion valve 830 are in an expansion valve function. Under the work of the electric compressor 103, the refrigerant transfers heat to the passenger compartment loop through the heat pump heat exchanger 104, the high-temperature and high-pressure refrigerant radiated by the heat pump heat exchanger 104 absorbs the environmental heat through the outdoor heat exchanger 101 and the waste heat of the battery assembly 301 through the battery heat exchanger 105 respectively through the expansion action of the first electronic expansion valve 810 and the third electronic expansion valve 830, and then the refrigerant is converged into the electric compressor 103 uniformly. Realize the heat absorption and release effects of cycle reciprocation. The transmission branch 220 is driven by the first drive pump 710 to continuously bring the waste heat of the transmission and control assembly 202 to the battery heat exchanger 105 for heat exchange.

When the temperature of the battery pack 301 and the transmission and control assembly 202 exceeds the normal operating temperature after a long period of operation, a heat dissipation requirement is required, and the cab needs to be heated. Waste heat of the transmission and control assembly 202 and the battery assembly 301 can be recovered through a heat pump, and the heat pump heat exchange loop absorbs redundant waste heat and simultaneously cools the transmission and control assembly 202 and the battery assembly 301, so that normal working temperature requirements are met. At this time, the first electronic expansion valve 810, the third electronic expansion valve 830, the first electronic stop valve 910, the second electronic stop valve, the third electronic stop valve, and the fourth electronic stop valve 940 in the heat exchange loop are in a working state, and the first electronic expansion valve 810 and the third electronic expansion valve 830 are in an expansion valve function. Under the work of the electric compressor 103, the refrigerant transfers heat to the passenger compartment loop through the heat pump heat exchanger 104, the high-temperature and high-pressure refrigerant radiated by the heat pump heat exchanger 104 absorbs the environmental heat through the outdoor heat exchanger 101 and the waste heat of the battery assembly 301 through the battery heat exchanger 105 respectively through the expansion action of the first electronic expansion valve 810 and the third electronic expansion valve 830, and then the refrigerant is converged into the electric compressor 103 uniformly. Realize the heat absorption and release effects of cycle reciprocation. The transmission branch 220 and the battery branch 310 continuously bring the waste heat of the transmission and control assembly 202 and the waste heat of the battery assembly 301 into the battery heat exchanger 105 for heat exchange under the driving of the first driving pump 710 and the second driving pump 720.

According to another aspect of the present invention, the vehicle includes the thermal management system 1 of the vehicle of the above embodiment.

According to the utility model discloses the vehicle, because according to the utility model discloses the thermal management system 1 of vehicle of above-mentioned embodiment has above-mentioned technological effect, consequently, according to the utility model discloses the vehicle also has corresponding technological effect, even if be convenient for control battery pack's operating temperature, improves the temperature travelling comfort in passenger cabin, reduces advantages such as the energy consumption of traveling of vehicle.

The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A thermal management system (1) of a vehicle, characterized by comprising:

the heat exchange system comprises a heat exchange loop, a heat pump heat exchanger and a heat pump heat exchanger, wherein the heat exchange loop is provided with an outdoor heat exchanger (101), an indoor evaporator (102), a compressor (103), a heat pump heat exchanger (104) and a battery heat exchanger (105);

a transmission circuit provided with a radiator (201) and a transmission and control assembly (202);

a battery circuit provided with a battery assembly (301), the battery heat exchanger (105) being in thermal communication with the battery circuit;

a passenger compartment circuit provided with a warm air core (401), the heat pump heat exchanger (104) being in thermal communication with the passenger compartment circuit.

2. The thermal management system (1) of the vehicle according to claim 1, characterized in that said heat exchange circuit comprises a first branch (110) communicating with said outdoor heat exchanger (101), a second branch (120) communicating with said indoor evaporator (102), a third branch (130) communicating with said compressor (103), a fourth branch (140) communicating with said heat pump heat exchanger (104) and a fifth branch (150) communicating with said battery heat exchanger (105).

3. The thermal management system (1) of a vehicle according to claim 2, further comprising a first on-off valve (550), said first on-off valve (550) having a first on state and a first off state,

wherein the first branch (110), the third branch (130) and the fourth branch (140) are communicated as a series circuit when the first on-off valve (550) is in the first on state,

when the first on-off valve (550) is in the first blocking state, the first branch (110), the second branch (120), the third branch (130) and the fourth branch (140) are communicated to form a series circuit.

4. The thermal management system (1) of the vehicle according to claim 2, further comprising a second on-off valve (560), the second on-off valve (560) having a second on state and a second off state,

wherein the first branch (110), the third branch (130), and the fourth branch (140) are communicated as a series circuit when the second block valve (560) is in the second blocking state,

when the second cut-off valve (560) is in the second conduction state, the first branch (110), the second branch (120), the third branch (130) and the fourth branch (140) are communicated to form a loop, and the second branch (120) and the fourth branch (140) are arranged in parallel.

5. The thermal management system (1) of a vehicle according to claim 2, further comprising a first expansion valve (610), said first expansion valve (610) being connected to said second branch (120), said first expansion valve (610) having a first open state and a first closed state,

wherein the first branch (110) communicates with the fifth branch (150) as a series circuit when the first expansion valve (610) is in the first closed state,

when the first expansion valve (610) is in the first open state, the first branch (110), the second branch (120) and the fifth branch (150) are communicated to form a loop, and the second branch (120) and the fifth branch (150) are arranged in parallel.

6. The thermal management system (1) of a vehicle of claim 1, further comprising a first direction valve (510), the first direction valve (510) having a first state and a second state,

the first direction valve (510) isolating the transmission circuit from the battery circuit when the first direction valve (510) is in the first state,

the first direction valve (510) communicates the transmission circuit with the battery circuit when the first direction valve (510) is in the second state.

7. The thermal management system (1) of a vehicle of claim 6, characterized in that the first direction valve (510) has a first direction valve first interface (511), a first direction valve second interface (512) and a first direction valve third interface (513), the first direction valve first interface (511) being in communication with the transmission circuit, the first direction valve second interface (512) being in communication with one end of the battery circuit, the first direction valve third interface (513) being in communication with the other end of the battery circuit,

the first direction valve third port (513) is in communication with the first direction valve second port (512) when the first direction valve (510) is in the first state,

when the first direction valve (510) is in the second state, the first direction valve first port (511) is communicated with the first direction valve second port (512).

8. The thermal management system (1) of the vehicle according to claim 6, further comprising a third shut-off valve (570), said third shut-off valve (570) having a third ON state and a third OFF state,

the battery circuit comprises a battery branch (310), the transmission circuit comprises a transmission branch (220) and a heat dissipation branch (210),

wherein when the third shut-off valve (570) is in the third conduction state, the battery branch (310), the transmission branch (220) and the heat dissipation branch (210) are communicated to form a loop, and the battery branch (310) and the transmission branch (220) are arranged in parallel,

when the third cut-off valve (570) is in the third cut-off state, the battery branch (310) and the transmission branch (220) are communicated to form a series circuit.

9. The thermal management system (1) of a vehicle of claim 1, further comprising a first drive pump (710), a second drive pump (720), and a third drive pump (730), the first drive pump (710) disposed on the transmission circuit, the second drive pump (720) disposed on the battery circuit, and the third drive pump (730) disposed on the passenger compartment circuit.

10. A vehicle, characterized by comprising a thermal management system (1) of a vehicle according to any of claims 1-9.