CN218228565U - Vehicle thermal management system and vehicle with same - Google Patents
Vehicle thermal management system and vehicle with same Download PDFInfo
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- CN218228565U CN218228565U CN202221350504.2U CN202221350504U CN218228565U CN 218228565 U CN218228565 U CN 218228565U CN 202221350504 U CN202221350504 U CN 202221350504U CN 218228565 U CN218228565 U CN 218228565U
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Abstract
The utility model discloses a vehicle thermal management system and vehicle that has it, vehicle thermal management system include first system, first system includes compressor, first switching-over component, outer heat exchanger, at least one interior heat exchanger subassembly and battery heat exchanger subassembly, the compressor has induction port and gas vent, first switching-over component has first valve port, second valve port, third valve port and fourth valve port, interior heat exchanger subassembly is including the interior heat exchanger and the first throttling element that establish ties and set up, battery heat exchanger subassembly is including the battery heat exchanger and the second throttling element that establish ties and set up. According to the utility model discloses a vehicle thermal management system has abundant mode, is convenient for satisfy the differentiation demand under the different work condition.
Description
Technical Field
The utility model belongs to the technical field of the vehicle technique and specifically relates to a vehicle thermal management system and vehicle that has it is related to.
Background
The vehicle in the related art is provided with an air conditioning system which can adjust the temperature of a passenger compartment; however, the air conditioning system has a single mode and limited performance, and the use experience of drivers and passengers is affected.
Patent CN202011357286.0 discloses a thermal management system for a hybrid electric vehicle, comprising an electric drive cooling circuit and an engine cooling circuit; an electrically-driven cooling circuit adapted for thermal management of the electrically-driven component through the electrically-driven component, the electrically-driven cooling circuit having a first water pump and a first radiator; the engine cooling circuit comprises a turbocharging cooling branch and a heat dissipation branch; two ends of the turbocharging cooling branch are respectively communicated with two ends of the electric driving part, and the turbocharging cooling branch is provided with a first valve and a turbocharger component; the heat dissipation branch passes through the engine and is suitable for carrying out the thermal management for the engine, and the heat dissipation branch has the second radiator. Has the advantages of high efficiency and energy saving.
However, the heat management system can only adjust the refrigeration of the automobile, cannot realize the heating function of the heat pump system, and cannot meet the differentiated requirements of the automobile under different working conditions.
SUMMERY OF THE UTILITY MODEL
The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, the utility model provides a vehicle thermal management system, vehicle thermal management system has abundant mode, is convenient for satisfy the differentiation demand under the different operating modes.
The utility model discloses still provide a vehicle that has above-mentioned vehicle thermal management system.
According to the utility model discloses vehicle thermal management system of first aspect embodiment, including first system, first system includes: a compressor having a suction port and a discharge port; the first reversing element is provided with a first valve port, a second valve port, a third valve port and a fourth valve port, the first valve port is communicated with one of the second valve port and the third valve port in a switchable manner, the fourth valve port is communicated with the other of the second valve port and the third valve port in a switchable manner, the first valve port is communicated with the exhaust port, and the fourth valve port is communicated with the suction port through a preset refrigerant pipeline; an outer heat exchanger, one end of which is communicated with the second valve port; at least one inner heat exchanger assembly, wherein the inner heat exchanger assembly comprises an inner heat exchanger and a first throttling element which are arranged in series, one end of the first throttling element, which is far away from the inner heat exchanger, is communicated with the other end of the outer heat exchanger, and one end of the inner heat exchanger, which is far away from the first throttling element, is communicated with the third valve port; the battery heat exchanger assembly is connected with the inner heat exchanger assembly in parallel and comprises a battery heat exchanger and a second throttling element which are connected in series, one end, far away from the battery heat exchanger, of the second throttling element is communicated with the other end of the outer heat exchanger, and one end, far away from the second throttling element, of the battery heat exchanger is selectively communicated with the third valve port.
According to the utility model discloses vehicle thermal management system, simple structure, cost are lower, and have richened vehicle thermal management system's mode of operation, are convenient for satisfy whole car thermal management system heating, battery heating, cooling, refrigeration demand under different operating modes, are favorable to promoting driver and crew's experience.
In some embodiments, the inner heat exchanger assembly is plural and comprises a first inner heat exchanger assembly and a second inner heat exchanger assembly, the inner heat exchangers of the first and second inner heat exchanger assemblies being adapted to be located at the front and rear of a vehicle respectively.
In some embodiments, the vehicle thermal management system further comprises: the waste heat exchange device is provided with a first heat exchange flow path and a second heat exchange flow path which exchange heat with each other, the first heat exchange flow path is connected in series with the preset refrigerant pipeline, and the second heat exchange flow path comprises a first sub-flow path; the second system comprises an engine cooling jacket, a first driving pump and a warm air core heat exchanger assembly which are communicated through a first circulating pipeline, the warm air core heat exchanger assembly comprises a warm air core and a fan used for driving air to flow through the warm air core, and the first sub-pipeline is connected in series on the first circulating pipeline and located at the downstream of the warm air core.
In some embodiments, the first circulation line comprises a first line and a second line, the second system further comprising: a second direction changing element disposed between the first pipeline and the second pipeline and having a fifth valve port, a sixth valve port, a seventh valve port, and an eighth valve port, the fifth valve port being switchably communicated with one of the sixth valve port and the seventh valve port, the eighth valve port being switchably communicated with the other of the sixth valve port and the seventh valve port, the fifth valve port and the sixth valve port being respectively communicated with two ends of the first pipeline, the seventh valve port and the eighth valve port being respectively communicated with two ends of the second pipeline, the first drive pump and the warm air core being connected in series to the first pipeline, and the engine coolant jacket being connected in series to the second pipeline; an electric heater connected in series on the first pipe and located upstream of the warm air core.
In some embodiments, the second system further comprises: a second drive pump connected in series on the second pipeline; and the heat exchange flow path of the first heat dissipation device is connected in series with the second pipeline.
In some embodiments, the waste heat exchanging device, the second reversing element, the first drive pump and the electric heater are integrated into a single body.
In some embodiments, the vehicle thermal management system further comprises: the waste heat exchange device is provided with a first heat exchange flow path and a second heat exchange flow path which exchange heat with each other, the first heat exchange flow path is connected to the first pipeline in series, and the second heat exchange flow path comprises a second sub-flow path; a third system comprising an electric drive cooling jacket and a third drive pump in communication via a second circulation line, the second sub-line being connected in series on the second circulation line.
In some embodiments, the third system further comprises: a third direction changing element having a ninth port, a tenth port and an eleventh port, the ninth port switchably communicating with one of the tenth port and the eleventh port, the ninth port and the tenth port respectively communicating with both ends of the second circulation line; and one end of a heat exchange flow path of the second heat dissipation device is communicated with the eleventh valve port, and the other end of the heat exchange flow path of the second heat dissipation device is communicated with the second circulation pipeline and is communicated between the point driving device cooling jacket and the second sub-flow path.
In some embodiments, the waste heat exchanging device and the third reversing element are integrated into a whole.
In some embodiments, the battery heat exchanger assembly further comprises: a third throttling element connected in series between the battery heat exchanger and the third port.
In some embodiments, the first system further comprises an integrated module having a first channel, a second channel, a third channel, a fourth channel, a fifth channel, and a sixth channel formed therein, the first commutation element disposed on the integrated module; the first valve port is communicated with the exhaust port through the first channel; one end of the outer heat exchanger is communicated with the second valve port through the second channel; one end of the inner heat exchanger, which is far away from the first throttling element, is communicated with the third valve port through the third channel; one end of the battery heat exchanger, which is far away from the second throttling element, is communicated with the third valve port through the fourth channel; one end of the inner heat exchanger close to the first throttling element is communicated with the other end of the outer heat exchanger through the fifth channel, and the first throttling element is arranged on the fifth channel; one end of the battery heat exchanger close to the second throttling element is communicated with the other end of the outer heat exchanger through the sixth channel, and the second throttling element is arranged on the sixth channel.
According to the utility model discloses vehicle of second aspect embodiment, include according to the vehicle thermal management system of the above-mentioned first aspect embodiment of the utility model.
According to the utility model discloses vehicle, through adopting foretell vehicle thermal management system, be convenient for satisfy the differentiation demand of whole car thermal management system under different work condition, be favorable to promoting driver and crew's experience.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic diagram of a vehicle thermal management system according to an embodiment of the present invention;
FIG. 2 is a schematic illustration of the vehicle thermal management system shown in FIG. 1 in a passenger compartment cooling only mode;
FIG. 3 is a schematic illustration of the vehicle thermal management system shown in FIG. 1 in a battery cooling only mode;
FIG. 4 is a schematic illustration of the vehicle thermal management system shown in FIG. 1 in a passenger compartment battery double cold mode;
FIG. 5 is a schematic view of the vehicle thermal management system shown in FIG. 1 in a passenger compartment single thermal mode;
FIG. 6 is a schematic illustration of the vehicle thermal management system shown in FIG. 1 in a battery hot only mode;
FIG. 7 is a schematic illustration of the vehicle thermal management system shown in FIG. 1 in a passenger compartment battery dual hot mode;
FIG. 8 is an integrated schematic of the vehicle thermal management system shown in FIG. 1;
FIG. 9 is a front view of the integrated module shown in FIG. 8;
FIG. 10 is a left side view of the integration module shown in FIG. 8;
FIG. 11 is a right side view of the integration module shown in FIG. 8;
FIG. 12 is a rear view of the integrated module shown in FIG. 8;
FIG. 13 is a schematic flow path of the valve seat shown in FIG. 8;
fig. 14-16 are further schematic views of the flow channel shown in fig. 13.
Reference numerals:
a vehicle heat management system 100, a preset refrigerant pipeline R,
Compressor 1, air inlet 1a, air outlet 1b,
A first direction changing element 2, a first valve port 2a, a second valve port 2b, a third valve port 2c, a fourth valve port 2d,
An outer heat exchanger 3, an inner heat exchanger assembly 4, an inner heat exchanger 41, a first throttling element 42,
A first inner heat exchanger assembly 4a, a second inner heat exchanger assembly 4b,
A battery heat exchanger component 5,
A battery heat exchanger 51, a second throttling element 52, a third throttling element 53, a control valve 54,
A waste heat exchange device 6,
An engine cooling jacket 7, a first driving pump 8, a warm air core heat exchanger component 9, a warm air core 91, a fan 92,
A second direction changing element 10, a fifth valve port 10a, a sixth valve port 10b, a seventh valve port 10c, an eighth valve port 10d,
An electric heater 11, a second driving pump 12, a first heat sink 13,
A cooling jacket 14 of the electric drive device, a third drive pump 15,
A third direction-changing element 16, a ninth port 16a, a tenth port 16b, an eleventh port 16c,
A second heat sink 17, an integrated module 18.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary only for the purpose of explaining the present invention, and should not be construed as limiting the present invention.
The following disclosure provides many different embodiments, or examples, for implementing different features of the invention. In order to simplify the disclosure of the present invention, the components and arrangements of specific examples are described below. Of course, they are merely examples and are not intended to limit the present invention. Furthermore, the present invention may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, the present disclosure provides examples of various specific processes and materials, but one of ordinary skill in the art may recognize the applicability of other processes and/or the use of other materials.
Next, a vehicle thermal management system 100 according to an embodiment of the present invention is described with reference to the drawings.
As shown in fig. 1, the vehicle thermal management system 100 includes a first system including a compressor 1, a first reversing element 2, an outer heat exchanger 3, at least one inner heat exchanger assembly 4, and a battery heat exchanger assembly 5.
The compressor 1 has an intake port 1a and an exhaust port 1b, and a refrigerant flows into the compressor 1 through the intake port 1a, and the compressor 1 compresses the refrigerant and discharges the refrigerant from the exhaust port 1b after the compression is completed.
The first direction changing element 2 has a first valve port 2a, a second valve port 2b, a third valve port 2c and a fourth valve port 2d, the first valve port 2a is switchably communicated with one of the second valve port 2b and the third valve port 2c, the fourth valve port 2d is communicated with the other of the second valve port 2b and the third valve port 2c, the first valve port 2a is communicated with the exhaust port 1b, the fourth valve port 2d is communicated with the suction port 1a through a preset refrigerant pipeline R, and one end of the outer heat exchanger 3 is communicated with the second valve port 2 b. For example, in the example of fig. 1, the first reversing element 2 is a four-way reversing valve.
The inner heat exchanger assembly 4 comprises an inner heat exchanger 41 and a first throttling element 42 arranged in series, one end of the first throttling element 42 remote from the inner heat exchanger 41 communicates with the other end of the outer heat exchanger 3, one end of the inner heat exchanger 41 remote from the first throttling element 42 communicates with the third valve port 2c, then the first throttling element 42 is connected between the other end of the outer heat exchanger 3 and the inner heat exchanger 41, and the inner heat exchanger 41 is connected between the first throttling element 42 and the third valve port 2 c.
The battery heat exchanger assembly 5 is arranged in parallel with the inner heat exchanger assembly 4, and the battery heat exchanger assembly 5 comprises a battery heat exchanger 51 and a second throttling element 52 which are arranged in series, one end of the second throttling element 52 far away from the battery heat exchanger 51 is communicated with the other end of the outer heat exchanger 3, one end of the battery heat exchanger 51 far away from the second throttling element 52 is selectively communicated with a third valve port 2c, then the second throttling element 52 is connected between the other end of the outer heat exchanger 3 and the battery heat exchanger 51, and the battery heat exchanger 51 is connected between the second throttling element 52 and the third valve port 2 c.
Wherein, the first state and the second state are provided between the end of the battery heat exchanger 51 far away from the second throttling element 52 and the third valve port 2c, and the first state and the second state can be switched between the end of the battery heat exchanger 51 far away from the second throttling element 52 and the third valve port 2 c; in the first state, the end of the battery heat exchanger 51 remote from the second throttling element 52 communicates with the third valve port 2c, and in the second state, the end of the battery heat exchanger 51 remote from the second throttling element 52 is blocked from, i.e., does not communicate with, the third valve port 2 c. For example, in the example of the figure, the battery heat exchanger assembly 5 further includes a control valve 54, the control valve 54 is connected in series between the end of the battery heat exchanger 51 remote from the second throttling element 52 and the third valve port 2c, the control valve 54 is opened, the end of the battery heat exchanger 51 remote from the second throttling element 52 is communicated with the third valve port 2c, and the control valve 54 is closed, the end of the battery heat exchanger 51 remote from the second throttling element 52 is blocked from the third valve port 2 c.
It can be seen that the compressor 1, the first reversing element 2, the outer heat exchanger 3, and the inner heat exchanger assembly 4 may participate in forming a first refrigerant circulation flow path, and the compressor 1, the first reversing element 2, the outer heat exchanger 3, and the battery heat exchanger assembly 5 may also participate in forming a second refrigerant circulation flow path. When the first refrigerant circulation flow path works, the refrigerating and heating of the passenger cabin can be realized to adjust the temperature of the passenger cabin, and when the second refrigerant circulation flow path works, the cooling of the battery or the heating of the battery can be realized to adjust the temperature of the battery.
For example, when the first valve port 2a is communicated with the second valve port 2b, and the fourth valve port 2d is communicated with the third valve port 2c, as shown in fig. 2-4, after the compression of the compressor 1 is completed, the refrigerant flows out from the exhaust port 1b of the compressor 1 and flows to the external heat exchanger 3 through the first valve port 2a and the second valve port 2b in sequence for heat exchange, the refrigerant after heat exchange flows to the internal heat exchanger 41 through the first throttling element 42 for heat exchange, and/or flows to the battery heat exchanger 51 through the second throttling element 52 for heat exchange, and then flows to the suction port 1a of the compressor 1 through the third valve port 2c, the fourth valve port 2d and the preset refrigerant pipeline to complete the circulation. The outer heat exchanger 3 serves as a condenser, and the inner heat exchanger 41 and/or the battery heat exchanger 51 may serve as an evaporator.
It can be seen that, when the first port 2a communicates with the second port 2b and the fourth port 2d communicates with the third port 2 c: when the series line corresponding to the inner heat exchanger 41 and the first throttling element 42 is conducted and the series line corresponding to the battery heat exchanger 51 and the second throttling element 52 is cut off, the vehicle thermal management system 100 can be in a passenger compartment single cooling mode to reduce the temperature of the passenger compartment; when the series pipeline corresponding to the internal heat exchanger 41 and the first throttling element 42 is disconnected and the series pipeline corresponding to the battery heat exchanger 51 and the second throttling element 52 is conducted, the vehicle thermal management system 100 can be in a battery single cooling mode to reduce the temperature of the battery; when the series circuit corresponding to the internal heat exchanger 41 and the first throttling element 42 is open and the series circuit corresponding to the battery heat exchanger 51 and the second throttling element 52 is also open, the vehicle thermal management system 100 may be in a passenger compartment battery double cooling mode.
Similarly, when the first valve port 2a is communicated with the third valve port 2c, and the fourth valve port 2d is communicated with the second valve port 2b, as shown in fig. 5-7, after the compression of the compressor 1 is completed, the refrigerant flows out from the exhaust port 1b of the compressor 1 and flows to the internal heat exchanger 41 and/or the battery heat exchanger 51 through the first valve port 2a and the third valve port 2c in sequence for heat exchange, the refrigerant after heat exchange in the internal heat exchanger 41 flows to the external heat exchanger 3 through the first throttling element 42 for heat exchange, and/or the refrigerant after heat exchange in the battery heat exchanger 51 flows to the external heat exchanger 3 through the second throttling element 52 for heat exchange, and then the refrigerant flows to the suction port 1a of the compressor 1 through the second valve port 2b, the fourth valve port 2d and a preset refrigerant pipeline in sequence to complete the circulation. The outer heat exchanger 3 serves as an evaporator, and the inner heat exchanger 41 and/or the battery heat exchanger 51 may serve as a condenser.
It can be seen that, in the case where the first port 2a communicates with the third port 2c and the fourth port 2d communicates with the second port 2 b: when the series lines corresponding to the inner heat exchanger 41 and the first throttling element 42 are conducted and the series lines corresponding to the battery heat exchanger 51 and the second throttling element 52 are cut off, the vehicle thermal management system 100 can be in a passenger compartment single thermal mode to raise the temperature of the passenger compartment; when the series pipeline corresponding to the internal heat exchanger 41 and the first throttling element 42 is cut off and the series pipeline corresponding to the battery heat exchanger 51 and the second throttling element 52 is conducted, the vehicle thermal management system 100 can be in a battery single-heat mode to raise the temperature of the battery, so that when the ambient temperature is low, the battery is ensured to have a proper working temperature to ensure the charging and discharging capacity of the battery; when the series circuit corresponding to the internal heat exchanger 41 and the first throttling element 42 is open and the series circuit corresponding to the battery heat exchanger 51 and the second throttling element 52 is also open, the vehicle thermal management system 100 may be in a passenger compartment battery dual hot mode.
According to the utility model discloses vehicle thermal management system 100, simple structure, cost are lower, and have richened vehicle thermal management system 100's mode, are convenient for satisfy heating, battery heating, cooling, the refrigeration demand of whole car thermal management system under different operating modes, are favorable to promoting driver and crew's experience.
Optionally, the first throttling element 42 and the second throttling element 52 are both electronic expansion valves.
In some embodiments of the present invention, as shown in fig. 1, the inner heat exchanger assembly 4 is plural, and the plural inner heat exchanger assemblies 4 include the first inner heat exchanger assembly 4a and the second inner heat exchanger assembly 4b, the inner heat exchanger 41 of the first inner heat exchanger assembly 4a and the inner heat exchanger 41 of the second inner heat exchanger assembly 4b are adapted to be respectively located at the front and the rear of the vehicle, so that the inner heat exchanger 41 of the first inner heat exchanger assembly 4a and the inner heat exchanger 41 of the second inner heat exchanger assembly 4b can respectively adjust the temperature of the front and the rear of the passenger compartment, which is beneficial to improving the temperature adjusting rate, and simultaneously, because the uniformity of the temperature in the passenger compartment is improved, the comfort is improved.
For example, the inner heat exchanger 41 of the first inner heat exchanger assembly 4a is used to regulate the temperature of the front row in the passenger compartment, and the inner heat exchanger 41 of the second inner heat exchanger assembly 4b is used to regulate the temperature of the rear row in the passenger compartment; when the vehicle thermal management system 100 is used for cooling the passenger compartment, both the inner heat exchanger 41 of the first inner heat exchanger assembly 4a and the inner heat exchanger 41 of the second inner heat exchanger assembly 4b are used as evaporators, when the vehicle thermal management system 100 is used for heating the passenger compartment, both the inner heat exchanger 41 of the first inner heat exchanger assembly 4a and the inner heat exchanger 41 of the second inner heat exchanger assembly 4b are used as condensers, and when the inner heat exchanger 41 is a box heat exchanger, the two purposes of a single box heat exchanger are conveniently realized, so that the use of the box heat exchanger is reduced, and meanwhile, the development period is not required to be shortened by opening the die again, and the development cost is reduced.
It can be seen that since each of the inner heat exchanger assemblies 4 is connected between the other end of the outer heat exchanger 3 and the third port 2c, the plurality of inner heat exchanger assemblies 4 are arranged in parallel, when it is desired to regulate the passenger compartment temperature, at least one of the plurality of inner heat exchanger assemblies 4 is operated, for example, when the vehicle thermal management system 100 is in a passenger compartment battery bi-thermal mode, the first inner heat exchanger assembly 4a is operated and the battery heat exchanger assembly 5 is operated, while the second inner heat exchanger assembly 4b is not operated.
In some embodiments of the utility model, as shown in fig. 1, the vehicle thermal management system 100 further includes the waste heat exchanger 6, and the waste heat exchanger 6 has the first heat transfer flow path and the second heat transfer flow path of mutual heat transfer, and first heat transfer flow path is established ties on predetermineeing refrigerant pipeline R, then the refrigerant of fourth valve port 2d department flows through behind the first heat transfer flow path, flow direction induction port 1a through predetermineeing refrigerant pipeline R.
It can be seen that the refrigerant flowing through the preset refrigerant pipeline R can continuously perform heat exchange at the waste heat exchanging device 6, so that secondary heat exchange is realized before the refrigerant finally flowing to the compressor 1 flows to the compressor 1 in the first refrigerant circulating flow path and the second refrigerant circulating flow path, so that the refrigerant which is not evaporated in the refrigerant flowing to the compressor 1 is continuously converted into a gaseous refrigerant, and the performance, the refrigeration efficiency and the heating efficiency of the vehicle thermal management system 100 are favorably improved, and the fuel consumption and the electric quantity consumption of a vehicle are favorably reduced.
The vehicle thermal management system 100 further comprises a second system, the second system comprises an engine cooling jacket 7, a first driving pump 8 and a warm air core heat exchanger assembly 9 which are communicated through a first circulation pipeline, the first driving pump 8 is used for driving a medium in the first circulation pipeline to flow, the warm air core heat exchanger assembly 9 comprises a warm air core 91 and a fan 92 used for driving air to flow through the warm air core 91, the second heat exchange flow path comprises a first sub flow path, the first sub flow path and the first heat exchange flow path exchange heat with each other, the first sub flow path is connected in series on the first circulation pipeline, and the first sub flow path is located at the downstream of the warm air core 91, namely the medium in the first circulation pipeline firstly flows through the warm air core 91 and then flows through the first sub flow path in a single flow circulation. The second system can be filled with a heat exchange medium such as water and the like, so that heat can be transferred through the heat exchange medium.
When the fan 92 drives air to flow through the warm air core 91, the air can exchange heat with a medium in the warm air core 91 to increase the temperature of the air, so that the passenger compartment can be warmed conveniently, and heat generated by the work of the engine can be transferred to the heat exchange medium in the first circulation pipeline through the engine cooling jacket 7. The arrangement of the engine cooling jacket 7 is well known to those skilled in the art and will not be described herein.
It can be seen that, the heat of the heat exchange medium in the second system is derived from the engine, and the heat can be used for carrying out secondary heat exchange with the first refrigerant circulation flow path and the second refrigerant circulation flow path before the refrigerant finally flowing to the compressor 1 flows to the compressor 1, so that the refrigerant indirectly absorbs the heat of the engine, and meanwhile, the heat can be used for warming the passenger compartment through the warm air core 91, and is favorable for keeping the engine at a proper working temperature, thereby facilitating the recovery and utilization of the waste heat of the engine and saving the energy consumption.
For example, when the first valve port 2a is communicated with the third valve port 2c, and the fourth valve port 2d is communicated with the second valve port 2b, as shown in fig. 5-7, if the vehicle thermal management system 100 is in the passenger compartment single heat mode, at this time, the first driving pump 8 may operate to drive the medium in the first circulation pipeline to flow, the medium takes away heat from the engine when flowing through the engine cooling jacket 7, so that the temperature of the medium increases, the high-temperature medium flows through the warm air core 91 to exchange heat with air, so that the temperature of the medium decreases, the low-temperature medium flows through the first sub-flow path to exchange heat with the refrigerant in the first heat exchange flow path, so that the low-temperature refrigerant continues to vaporize after absorbing heat, and the low-temperature medium flows to the first driving pump 8 to enter the next circulation; at this time, the vehicle thermal management system 100 may heat the passenger compartment through the inner heat exchanger 41 and the heater core 91 at the same time, and recycle heat of the engine to the first refrigerant circulation flow path, and the vehicle thermal management system 100 may be in a heat pump heating mode, for example, the heat exchange medium in the second system is water, and the vehicle thermal management system 100 may be in a water source heat pump heating mode. In this application, "high temperature" and "low temperature" are relative terms.
Of course, if the vehicle thermal management system 100 is in the battery single heat mode or the passenger compartment battery dual heat mode, the first driving pump 8 may also drive the medium in the first circulation pipe to flow, so as to utilize the heat of the heat exchange medium in the first circulation pipe, thereby improving the heating efficiency. The following description will take the vehicle thermal management system 100 in the passenger compartment single hot mode as an example, and after reading the following technical solutions, those skilled in the art will readily understand that the vehicle thermal management system 100 is in the battery single hot mode and the passenger compartment battery dual hot mode.
In some embodiments of the present invention, as shown in fig. 1, the first circulation pipeline includes a first pipeline and a second pipeline, the second system further includes a second direction changing element 10 and an electric heater 11, the second direction changing element 10 is disposed between the first pipeline and the second pipeline, and the second direction changing element 10 has a fifth valve port 10a, a sixth valve port 10b, a seventh valve port 10c, and an eighth valve port 10d, the fifth valve port 10a is switchably communicated with one of the sixth valve port 10b and the seventh valve port 10c, the eighth valve port 10d is switchably communicated with the other of the sixth valve port 10b and the seventh valve port 10c, the fifth valve port 10a and the sixth valve port 10b are respectively communicated with two ends of the first pipeline, the seventh valve port 10c and the eighth valve port 10d are respectively communicated with two ends of the second pipeline, the first driving pump 8 and the warm air core 91 are both connected in series to the first pipeline, the engine cooling jacket 7 is connected in series to the second pipeline, the electric heater 11 is connected in series to the first pipeline, the warm air flows through the electric heater 11, and the warm air flows through the first pipeline, thereby increasing the temperature of the warm air flowing through the electric heater 11, and increasing the warm air flow of the warm air flow.
It can be seen that the first pipeline and the second pipeline can be connected or disconnected through the second reversing element 10, the first driving pump 8 is used for driving the medium in the first pipeline to flow, and the warm air core 91 can utilize the heat of the medium in the first pipeline; when the heat of the engine is insufficient, the second pipeline can be separated from the first pipeline, and the electric heater 11 is started to realize heating; when the heat of the engine is sufficient, the electric heater 11 may be turned off to save energy.
For example, when the fifth valve port 10a is communicated with the sixth valve port 10b, and the seventh valve port 10c is communicated with the eighth valve port 10d, the first pipeline and the second pipeline are isolated, the heat exchange medium flows along the first pipeline under the driving of the first driving pump 8, at this time, the heat exchange medium in the first pipeline cannot absorb heat of the engine, the electric heater 11 may be turned on to raise the temperature of the medium (for example, the temperature of the medium may be raised to 80 ℃), the high-temperature medium flows through the warm air core 91 to exchange heat with air, so that the temperature of the medium is lowered, the low-temperature medium flows through the first sub-flow path to exchange heat with the refrigerant in the first heat exchange flow path, so that the low-temperature refrigerant continues to vaporize after absorbing heat, and the low-temperature medium flows to the first driving pump 8 to enter the next cycle.
It can be seen that when the ambient temperature is lower than a preset temperature, for example, -5 ℃, the external heat exchanger 3 does not extract enough heat from the environment for the heat pump heating cycle, heating can be achieved by heating the medium in the first pipeline with the electric heater 11, and this mode can be applied to the situation where the engine is not enough in heat.
Similarly, when the fifth valve port 10a is communicated with the seventh valve port 10c, and the sixth valve port 10b is communicated with the eighth valve port 10d, the first pipeline and the second pipeline are communicated, the heat exchange medium flows along the first pipeline and the second pipeline under the driving of the first driving pump 8, at this time, the heat exchange medium absorbs the heat of the engine to raise the temperature when flowing through the engine cooling jacket 7, the high-temperature medium flows through the warm air core 91 to exchange heat with the air, so that the temperature of the medium is lowered, the low-temperature medium flows through the first sub-flow path to exchange heat with the refrigerant in the first heat exchange flow path, so that the low-temperature refrigerant continues to be vaporized after absorbing heat, and the low-temperature medium flows to the first driving pump 8 to enter the next cycle, thereby facilitating the utilization of the returned water of the engine waste heat; at this time, if the engine heat is sufficient (for example, the vehicle is switched from the fuel mode to the EV mode), the electric heater 11 may not be turned on, and if the engine heat is insufficient, the electric heater 11 may be turned on to secure the warming demand.
Of course, the heat of the electric heater 11 and the engine is utilized simultaneously, the heating and warming speed is high, the problem of low-temperature heating and warming of the heat pump is effectively solved, and the heating comfort of the whole vehicle is improved.
In some embodiments of the present invention, as shown in fig. 1, the second system further includes a second driving pump 12 and a first heat dissipation device 13, the second driving pump 12 is connected in series to the second pipeline, then the second driving pump 12 is used to drive the medium in the second pipeline to flow, the heat exchange flow path of the first heat dissipation device 13 is connected in series to the second pipeline, then the heat of the medium flowing through the heat exchange flow path of the first heat dissipation device 13 can be dissipated through the first heat dissipation device 13, so as to reduce the temperature of the medium.
From this, when the medium in the second pipeline flows, no matter first pipeline and second pipeline switch on, the heat transfer medium of first heat abstractor 13 of flowing through can distribute away the heat to reduce heat transfer medium's temperature, thereby when the heat of engine is more, make partly recycle, partly through first heat abstractor 13 of the heat of engine give off, effectively satisfy the heat dissipation demand of engine.
It can be seen that when the first and second pipelines are conducted, at least one of the first and second driving pumps 8 and 12 is operated to realize the flow of the heat exchange medium.
For example, in the example of fig. 1, when the first and second pipes are conducted, the first heat sink 13 is located upstream of the engine cooling jacket 7, and the first heat sink 13 is located downstream of the first sub-flow path, so that excess heat is dissipated by the first heat sink 13 after the heat of the engine is utilized. Of course, when the first pipeline and the second pipeline are separated, the second driving pump 12 drives the heat exchange medium in the second pipeline to flow, and the heat dissipation of the engine can also be realized.
For example, in the example of fig. 6, the vehicle thermal management system 100 is in the battery single heat mode, the fifth valve port 10a is communicated with the sixth valve port 10b, the seventh valve port 10c is communicated with the eighth valve port 10d, so that the first pipeline and the second pipeline are isolated, the heat exchange medium flows along the first pipeline under the driving of the first driving pump 8, at this time, the heat exchange medium in the first pipeline cannot absorb heat of the engine, the electric heater 11 may be turned on to increase the temperature of the medium (for example, the temperature of the medium may be increased to 80 ℃), the fan 92 is not turned on, the high-temperature medium flows through the warm air core 91 and does not substantially dissipate heat, so that the temperature of the medium does not change greatly, and then the medium flows through the first sub-flow path to exchange heat with the refrigerant in the first heat exchange flow path, so that the low-temperature refrigerant continues to vaporize after absorbing heat, and the low-temperature medium flows to the first driving pump 8 to enter the next cycle; this can be used when the ambient temperature is below a predetermined temperature, for example-5 deg.c, and the outer heat exchanger 3 draws less heat from the environment.
For another example, in the example of fig. 7, the vehicle thermal management system 100 is in a passenger compartment battery dual-heat mode, the fifth valve port 10a is communicated with the sixth valve port 10b, the seventh valve port 10c is communicated with the eighth valve port 10d, so that the first pipeline and the second pipeline are isolated, the heat exchange medium flows along the first pipeline under the driving of the first driving pump 8, at this time, the heat exchange medium in the first pipeline cannot absorb heat of the engine, the electric heater 11 may be turned on to increase the temperature of the medium (for example, the temperature of the medium may be increased to 80 ℃), the high-temperature medium radiates heat through the warm air core 91, so that the temperature of the medium is reduced, then the low-temperature medium flows through the first sub-flow path to exchange heat with the refrigerant in the first heat exchange flow path, so that the low-temperature refrigerant continues to vaporize after absorbing heat, and flows to the first driving pump 8 to enter the next cycle; the heat pump type solar battery pack heating system can be used for the situation that the environment temperature is lower than the preset temperature, for example, -5 ℃, and the outer heat exchanger 3 absorbs less heat from the environment, so that low-temperature heating of the heat pump and heating of the battery are achieved, and the heating comfort of the whole vehicle and the heating rate of the battery pack are improved.
The utility model discloses an in some embodiments, waste heat transfer device 6, second switching-over component 10, first driving pump 8 and electric heater 11 are integrated as an organic whole, in order to form first integrated module, be convenient for realize vehicle thermal management system 100's modular design, reduce the length of whole system pipeline, reduce the quantity that the pipeline connects, be favorable to promoting vehicle thermal management system 100's packaging efficiency, the whole car of the vehicle of being convenient for simultaneously arranges, the product assembly, and integrated module as an organic whole is convenient for realize centralized control, be favorable to further reducing vehicle thermal management system 100's cost.
In some embodiments of the utility model, as shown in fig. 1, the vehicle thermal management system 100 further includes the waste heat exchanger 6, and the waste heat exchanger 6 has the first heat transfer flow path and the second heat transfer flow path of mutual heat transfer, and first heat transfer flow path is established ties on predetermineeing refrigerant pipeline R, then the refrigerant of fourth valve port 2d department flows through behind the first heat transfer flow path, flow direction induction port 1a through predetermineeing refrigerant pipeline R.
It can be seen that the refrigerant flowing through the preset refrigerant pipeline R can continue to perform heat exchange at the waste heat exchanging device 6, so that secondary heat exchange is achieved before the refrigerant finally flowing to the compressor 1 flows to the compressor 1 in the first refrigerant circulation flow path and the second refrigerant circulation flow path, and the refrigerant not evaporated in the refrigerant flowing to the compressor 1 is continuously converted into a gaseous refrigerant, which is beneficial to improving the performance, the refrigeration efficiency and the heating efficiency of the vehicle thermal management system 100, and is beneficial to saving fuel consumption and electric quantity consumption of a vehicle.
The vehicle thermal management system 100 further includes a third system, where the third system includes an electric drive device cooling jacket 14 and a third drive pump 15, which are communicated with each other through a second circulation pipeline, the third drive pump 15 is used for driving a medium in the second circulation pipeline to flow, and heat generated by operation of an electric drive device (such as an electric motor of a vehicle) can be transferred to a heat exchange medium in the second circulation pipeline through the electric drive device cooling jacket 14, and the second heat exchange flow path includes a second sub-flow path, and the second sub-flow path is connected in series on the second circulation pipeline. The third system can be filled with a heat exchange medium such as water and the like, so that heat transfer can be realized through the heat exchange medium. The manner in which the cooling jacket 14 of the electric drive is disposed is well known to those skilled in the art and will not be described in detail herein.
It can be seen that the heat of the heat exchange medium in the third system is derived from the electric driving device, and the heat can be used in the first refrigerant circulation flow path and the second refrigerant circulation flow path, and the refrigerant finally flowing to the compressor 1 performs secondary heat exchange with the refrigerant before flowing to the compressor 1, so that the refrigerant indirectly absorbs the heat of the electric driving device (for example, the electric control waste heat of the electric driving device), so as to recycle the heat generated by the electric driving device, and meanwhile, the performance of the vehicle heat management system 100 can be improved, energy consumption can be saved, and the heating energy consumption of the vehicle heat management system 100 can be reduced, for example, the heating energy consumption of the vehicle when heating the passenger compartment in the EV driving mode is reduced, and the heating energy consumption of the vehicle when the battery pack is heated in the EV driving mode is reduced.
For example, when the first valve port 2a is communicated with the third valve port 2c, and the fourth valve port 2d is communicated with the second valve port 2b, if the vehicle thermal management system 100 is in the passenger compartment single heat mode, the third driving pump 15 may operate to drive the medium in the second circulation pipeline to flow, the medium flows through the cooling jacket 14 of the electric driving device to carry away the heat of the electric driving device, so that the temperature of the medium is increased, the high-temperature medium flows through the second sub-flow path to exchange heat with the refrigerant in the first heat exchange flow path, so that the low-temperature refrigerant continues to vaporize after absorbing heat, the temperature of the medium is decreased to become the low-temperature medium, and the low-temperature medium flows to the third driving pump 15 to enter the next circulation; at this time, the vehicle thermal management system 100 may heat the passenger compartment through the inner heat exchanger 41, and simultaneously, heat of the electric drive device is recycled to the first refrigerant circulation flow path, and the vehicle thermal management system 100 may be in a heat pump heating mode, for example, the heat exchange medium in the third system is water, and the vehicle thermal management system 100 may be in a water source heat pump heating mode.
For example, in the example of fig. 1, the plurality of electric drives are provided, the plurality of electric drives are each connected in series to the second circulation line, and the plurality of electric drives include a front drive and a rear drive, each of the electric drives having an electric-drive cooling jacket 14.
In some embodiments of the present invention, as shown in fig. 1, the third system further includes a third direction-changing element 16 and a second heat dissipation device 17, the third direction-changing element 16 has a ninth valve port 16a, a tenth valve port 16b and an eleventh valve port 16c, the ninth valve port 16a is switchably communicated with one of the tenth valve port 16b and the eleventh valve port 16c, the ninth valve port 16a and the tenth valve port 16b are respectively communicated with two ends of the second circulation pipe, one end of the heat exchange flow path of the second heat dissipation device 17 is communicated with the eleventh valve port 16c, the other end of the heat exchange flow path of the second heat dissipation device 17 is communicated with the second circulation pipe, and the other end of the heat exchange flow path of the second heat dissipation device 17 is communicated between the electric drive device cooling jacket 14 and the second sub flow path, and heat of the medium flowing through the heat exchange flow path of the second heat dissipation device 17 can be dissipated through the second heat dissipation device 17 to reduce the temperature of the medium.
For example, when the ninth port 16a communicates with the tenth port 16b, the ninth port 16a is blocked from the eleventh port 16c, and the entire second circulation pipeline is connected, and the third driving pump 15 can drive the medium in the second circulation pipeline to circulate, so as to recycle the heat of the electric drive device; when the ninth valve port 16a is communicated with the eleventh valve port 16c, the ninth valve port 16a is blocked from the tenth valve port 16b, the second heat sink 17, the electric drive device cooling jacket 14 and the third drive pump 15 are connected in series to form a circulation pipeline, the temperature of the heat exchange medium is increased after the heat exchange medium flows through the electric drive device cooling jacket 14, the high-temperature medium flows to the third heat sink 17 to dissipate heat, so that the temperature of the heat exchange medium is reduced, and the low-temperature medium flows to the electric drive device cooling jacket 14 again.
In some embodiments, as shown in fig. 1, the vehicle thermal management system 100 further includes a waste heat exchanging device 6, a second system and a third system, the waste heat exchanging device 6 has a first heat exchanging flow path and a second heat exchanging flow path that exchange heat with each other, the first heat exchanging flow path is connected in series to the preset refrigerant pipeline R, the second heat exchanging flow path includes a first sub-flow path and a second sub-flow path, the second system includes an engine cooling jacket 7, a first driving pump 8 and a warm air core heat exchanger assembly 9 that are connected by a first circulation pipeline, the warm air core heat exchanger assembly 9 includes a warm air core 91 and a fan 92 for driving air to flow through the warm air core 91, the first sub-flow path is connected in series to the first circulation pipeline and is located downstream of the warm air core 91, the third system includes an electric driving device cooling jacket 14 and a third driving pump 15 that are connected by a second circulation pipeline, and the second sub-flow path is connected in series to the second circulation pipeline.
The second system further comprises a second reversing element 10 and an electric heater 11, so that the vehicle thermal management system 100 can realize centralized pipeline and control of the passenger compartment, the electric driving device and related modules of the battery (such as a charging and discharging module, a battery thermal management module and the like) through control of multiple heat sources such as engine waste heat, electric control waste heat of the electric driving device, heat of the electric heater 11 and the like, improve the thermal management efficiency of the whole vehicle, and meet the requirements of the whole vehicle thermal management system on heating, battery heating, cooling and refrigeration under different working conditions in an economic and energy-saving manner.
In this application, the vehicle thermal management system 100 does not need to be provided with a liquid tank and a coaxial pipe (heat exchange device), can reduce the pressure loss of the low-pressure side suction gas of the compressor 1, uses the waste heat exchange device 6, and can improve the system overheating to ensure the reliable operation of the compressor 1.
It can be understood that, in the present application, the battery is heated by the heat of the electric driving device, and at this time, the scheme is a heat-generating scheme for battery stalling, and the battery can be charged at an idle speed; the battery is heated by the heat of the electric heater 11, and the scheme is a water heating PTC heat generation scheme, so that the battery can be charged at an idle speed.
The utility model discloses an in some embodiments, waste heat transfer device 6 and third switching-over component 16 are integrated as an organic whole to form second collection moulding piece, be convenient for realize vehicle thermal management system 100's modularized design, reduce the length of whole system pipeline, reduce the quantity that the pipeline connects, be favorable to promoting vehicle thermal management system 100's packaging efficiency, the whole car of the vehicle of being convenient for simultaneously arranges, the product assembly, and integrated collection moulding piece as an organic whole is convenient for realize centralized control, be favorable to further reducing vehicle thermal management system 100's cost.
Optionally, the second integrated module and the first integrated module are integrated into one piece.
In some embodiments of the utility model, as shown in fig. 1, battery heat exchanger assembly 5 still includes third throttling element 53, third throttling element 53 establishes ties between battery heat exchanger 51 and third valve 2c, then when vehicle thermal management system 100 heaies up the battery, no matter be in battery single hot mode or passenger compartment battery double heat mode, the flow path that battery heat exchanger assembly 5 corresponds all can be through the dual throttle of second throttling element 52 and third throttling element 53, in order to reduce battery heat exchanger 51 refrigerant and advance out the difference in temperature, ensure electric core temperature homogeneity, the coolant volume of flowing through battery heat exchanger 51 simultaneously can be realized through the aperture regulation of second throttling element 52, in order to further guarantee that electric core temperature is even.
Optionally, the battery heat exchanger assembly 5 further comprises a control valve 54, the control valve 54 is connected in series between the battery heat exchanger 51 and the third valve 2c, the control valve 54 is used for controlling the on/off of the corresponding flow path of the battery heat exchanger assembly 5, and the control valve 54 is integrated with the third throttling element 53.
In some embodiments of the utility model, as shown in fig. 8, the first system still includes integrated module 18, integrated module 18 is formed with first passageway, the second passageway, the third passageway, the fourth passageway, fifth passageway and sixth passageway, first switching-over component 2 sets up on integrated module 18, be convenient for realize the modular design of vehicle thermal management system 100, reduce the length of whole system pipeline, reduce the quantity that the pipeline connects, be favorable to promoting vehicle thermal management system 100's packaging efficiency, be convenient for simultaneously that the whole car of vehicle arranges, product assembly, and integrated module is convenient for realize centralized control, be favorable to further reducing vehicle thermal management system 100's cost.
The first valve port 2a is communicated with the exhaust port 1b through a first channel, one end of the outer heat exchanger 3 is communicated with the second valve port 2b through a second channel, one end of the inner heat exchanger 41 far away from the first throttling element 42 is communicated with the third valve port 2c through a third channel, one end of the battery heat exchanger 51 far away from the second throttling element 52 is communicated with the third valve port 2c through a fourth channel, one end of the inner heat exchanger 41 close to the first throttling element 42 is communicated with the other end of the outer heat exchanger 3 through a fifth channel, the first throttling element 42 is arranged on the fifth channel, one end of the battery heat exchanger 51 close to the second throttling element 52 is communicated with the other end of the outer heat exchanger 3 through a sixth channel, and the second throttling element 52 is arranged on the sixth channel. It can be seen that the first throttling element 42 and the second throttling element 52 are both provided on the integrated module 18.
Alternatively, in the example of fig. 8, the first reversing element 2, the first throttling element 42, the second throttling element 52 and the control valve 54 are integrated, the first reversing element 2, the first throttling element 42, the second throttling element 52 and the control valve 54 are all mounted on the integrated module 18, the integrated module 18 has a plurality of interfaces, the plurality of interfaces includes an interface P1, an interface P2, an interface P3, an interface P4, an interface P5, an interface P6, an interface P7, an interface P8 and an interface P9, the interface P1 is located between the outer heat exchanger 3 and the first throttling element 42, the interface P1 is located between the outer heat exchanger 3 and the second throttling element 52, the interfaces P2, P3, P4 and P7 are respectively connected to four valve ports of the first reversing element 2, the interface P8 is connected between the battery heat exchanger 51 and the control valve 54, the interface P5 is connected between the second throttling element 52 and the battery 51, the interface P6 is connected between one of the first throttling element 42 and the corresponding inner throttling element 41, and the other corresponding inner throttling element 41 and the other heat exchanger 41. The interface P3 is located on the first channel, the interface P2 is located on the second channel, the interface P4 is located on the third channel and the fourth channel, and the interface P1 is located on the fifth channel and the sixth channel.
According to a second aspect of the present invention, a vehicle comprises a vehicle thermal management system 100 according to the first aspect of the present invention.
According to the utility model discloses vehicle, through adopting foretell vehicle thermal management system 100, be convenient for satisfy the differentiation demand of whole car thermal management system under different work condition, be favorable to promoting driver and crew's experience.
Optionally, the vehicle is a hybrid vehicle.
Other configurations and operations of vehicles according to embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail herein.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and for simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood as a specific case by those skilled in the art.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (12)
1. A vehicle thermal management system, comprising a first system, the first system comprising:
a compressor having a suction port and a discharge port;
the first reversing element is provided with a first valve port, a second valve port, a third valve port and a fourth valve port, the first valve port is communicated with one of the second valve port and the third valve port in a switchable manner, the fourth valve port is communicated with the other of the second valve port and the third valve port in a switchable manner, the first valve port is communicated with the exhaust port, and the fourth valve port is communicated with the suction port through a preset refrigerant pipeline;
an outer heat exchanger, one end of which is communicated with the second valve port;
at least one inner heat exchanger assembly, wherein the inner heat exchanger assembly comprises an inner heat exchanger and a first throttling element which are arranged in series, one end of the first throttling element, far away from the inner heat exchanger, is communicated with the other end of the outer heat exchanger, and one end of the inner heat exchanger, far away from the first throttling element, is communicated with the third valve port;
the battery heat exchanger assembly is connected with the inner heat exchanger assembly in parallel and comprises a battery heat exchanger and a second throttling element which are connected in series, one end, far away from the battery heat exchanger, of the second throttling element is communicated with the other end of the outer heat exchanger, and one end, far away from the second throttling element, of the battery heat exchanger is selectively communicated with the third valve port.
2. The vehicle thermal management system of claim 1, wherein the inner heat exchanger assembly is plural and comprises a first inner heat exchanger assembly and a second inner heat exchanger assembly, the inner heat exchanger of the first inner heat exchanger assembly and the inner heat exchanger of the second inner heat exchanger assembly being adapted to be located at a front and a rear of a vehicle, respectively.
3. The vehicle thermal management system of claim 1, further comprising:
the waste heat exchange device is provided with a first heat exchange flow path and a second heat exchange flow path which exchange heat with each other, the first heat exchange flow path is connected in series with the preset refrigerant pipeline, and the second heat exchange flow path comprises a first sub-flow path;
the second system comprises an engine cooling jacket, a first driving pump and a warm air core heat exchanger assembly which are communicated through a first circulation pipeline, the warm air core heat exchanger assembly comprises a warm air core and a fan used for driving air to flow through the warm air core, and the first sub-pipeline is connected in series on the first circulation pipeline and located on the downstream of the warm air core.
4. The vehicle thermal management system of claim 3, wherein the first circulation line comprises a first line and a second line,
the second system further comprises:
a second direction changing element disposed between the first pipeline and the second pipeline and having a fifth valve port, a sixth valve port, a seventh valve port, and an eighth valve port, the fifth valve port being switchably communicated with one of the sixth valve port and the seventh valve port, the eighth valve port being switchably communicated with the other of the sixth valve port and the seventh valve port, the fifth valve port and the sixth valve port being respectively communicated with two ends of the first pipeline, the seventh valve port and the eighth valve port being respectively communicated with two ends of the second pipeline, the first drive pump and the warm air core being connected in series to the first pipeline, and the engine coolant jacket being connected in series to the second pipeline;
an electric heater connected in series on the first pipe and located upstream of the warm air core.
5. The vehicle thermal management system of claim 4, wherein the second system further comprises:
a second drive pump connected in series on the second line;
and the heat exchange flow path of the first heat dissipation device is connected in series with the second pipeline.
6. The vehicle thermal management system of claim 4, wherein the waste heat exchanging device, the second reversing element, the first drive pump, and the electric heater are integrated.
7. The vehicle thermal management system of any of claims 3-6, further comprising:
the second heat exchange flow path comprises a second sub-flow path;
a third system comprising an electric drive cooling jacket and a third drive pump in communication via a second circulation line, the second sub-line being connected in series on the second circulation line.
8. The vehicle thermal management system of claim 7, wherein the third system further comprises:
a third direction changing element having a ninth port, a tenth port and an eleventh port, the ninth port switchably communicating with one of the tenth port and the eleventh port, the ninth port and the tenth port respectively communicating with both ends of the second circulation line;
and one end of a heat exchange flow path of the second heat dissipation device is communicated with the eleventh valve port, and the other end of the heat exchange flow path of the second heat dissipation device is communicated with the second circulation pipeline and is communicated between the cooling jacket of the electric drive device and the second sub-flow path.
9. The vehicle thermal management system of claim 8, wherein the waste heat exchange device and the third reversing element are integrated.
10. The vehicle thermal management system of claim 1, wherein the battery heat exchanger assembly further comprises:
a third throttling element connected in series between the battery heat exchanger and the third port.
11. The vehicle thermal management system of claim 1, wherein the first system further comprises an integrated module having a first channel, a second channel, a third channel, a fourth channel, a fifth channel, and a sixth channel formed therein, the first reversing element being disposed on the integrated module;
the first valve port is communicated with the exhaust port through the first channel;
one end of the outer heat exchanger is communicated with the second valve port through the second channel;
one end of the inner heat exchanger, which is far away from the first throttling element, is communicated with the third valve port through the third channel;
one end of the battery heat exchanger, which is far away from the second throttling element, is communicated with the third valve port through the fourth channel;
one end of the inner heat exchanger close to the first throttling element is communicated with the other end of the outer heat exchanger through the fifth channel, and the first throttling element is arranged on the fifth channel;
one end of the battery heat exchanger close to the second throttling element is communicated with the other end of the outer heat exchanger through the sixth channel, and the second throttling element is arranged on the sixth channel.
12. A vehicle comprising a vehicle thermal management system according to any of claims 1-11.
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| CN117673573A (en) * | 2024-01-24 | 2024-03-08 | 宁德时代新能源科技股份有限公司 | Thermal management system and power utilization device |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN117673573A (en) * | 2024-01-24 | 2024-03-08 | 宁德时代新能源科技股份有限公司 | Thermal management system and power utilization device |
| CN117673573B (en) * | 2024-01-24 | 2024-06-07 | 宁德时代新能源科技股份有限公司 | Thermal management system and power utilization device |
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