CN219339140U - Thermal management system and vehicle - Google Patents

Abstract

The utility model discloses a thermal management system and a vehicle, wherein the thermal management system comprises: the air conditioning system heating loop comprises a compressor, an in-vehicle heat exchanger and at least one first heat exchanger, wherein each first heat exchanger is provided with a refrigerant flow path and a water source side flow path which exchange heat with each other, a first end of the refrigerant flow path is connected with the in-vehicle heat exchanger, and a second end of the refrigerant flow path is connected with an air inlet of the compressor; at least one group of water source side modules, each group of water source side modules comprises a heat source flow channel, a radiator and a reversing assembly, one end of the water source side flow channel is connected with the first end of the heat source flow channel, the other end of the water source side flow channel is connected with the reversing assembly, the reversing assembly is also connected with the first end of the radiator and the second end of the heat source flow channel respectively, and the second end of the radiator is connected with the second end of the heat source flow channel. Therefore, the heating stability and the heating efficiency of the thermal management system are improved, the comfort level of a user is improved, the low-temperature endurance can be improved, and the practicability of the thermal management system is improved.

Description

Thermal management system and vehicle

Technical Field

The present disclosure relates to the field of vehicles, and more particularly, to a thermal management system and a vehicle.

Background

In the related art, a heat source of a thermal management system of a vehicle mainly comes from outdoor cold air, firstly, an outdoor air cooler frosts when heating at low temperature, and the outdoor air cooler needs to be frosted at an indefinite time, so that the thermal comfort of a passenger cabin is unstable, and the complexity of the system is high; secondly, the outdoor cold air temperature is usually lower than the power assembly water temperature, so that the efficiency of absorbing heat from an air source is low, and there is room for improvement.

Disclosure of Invention

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, the utility model provides the thermal management system which has high heating stability and heating efficiency, can reduce the waiting time of users, improves the comfort of the users and can promote low-temperature cruising.

A thermal management system according to an embodiment of the utility model comprises: the air conditioning system heating loop comprises a compressor, an in-vehicle heat exchanger and at least one first heat exchanger, wherein each first heat exchanger is provided with a refrigerant flow path and a water source side flow path which exchange heat with each other, a first end of the refrigerant flow path is connected with the in-vehicle heat exchanger, and a second end of the refrigerant flow path is connected with an air inlet of the compressor; the water source side modules comprise heat source flow channels, radiators and reversing assemblies, one ends of the water source flow channels are connected with the first ends of the heat source flow channels, the other ends of the water source flow channels are connected with the reversing assemblies, the reversing assemblies are respectively connected with the first ends of the radiators and the second ends of the heat source flow channels, and the second ends of the radiators are connected with the second ends of the heat source flow channels.

According to the heat management system provided by the embodiment of the utility model, the heat source flow channel is communicated with the water source side flow channel, so that the heat source in the vehicle can supply heat to the refrigerant flow channel, waste heat of the heat source in the vehicle can be recovered as the heat source of the air conditioner heating system loop, the heat stability is high, the heat efficiency is high, the waiting time of a user can be reduced, the comfort of the user is improved, the low-temperature cruising can be improved, and the practicability of the heat management system is improved.

According to the thermal management system of some embodiments of the present utility model, the water source side modules are multiple groups, each group of the water source side modules is correspondingly provided with one first heat exchanger, and the refrigerant flow paths of the multiple first heat exchangers are arranged in series.

According to the thermal management system of some embodiments of the present utility model, the water source side modules are multiple groups, each group of the water source side modules is correspondingly provided with one first heat exchanger, and the refrigerant flow paths of the multiple first heat exchangers are arranged in parallel.

The heat management system according to some embodiments of the present utility model further comprises an off-board heat exchanger and a second heat exchanger, wherein a first end of the off-board heat exchanger is connected with an exhaust port of the compressor through a first on-off valve; one end of the second heat exchanger is connected with the second end of the heat exchanger outside the vehicle through the first throttling element, and the other end of the second heat exchanger is connected with the air inlet.

According to some embodiments of the utility model, the second end of the refrigerant flow path is connected to the first end of the off-board heat exchanger through a first check valve; a bypass channel is connected between the second end of the heat exchanger outside the vehicle and the air inlet, and the bypass channel is connected with a second on-off valve in series.

The thermal management system according to some embodiments of the present utility model further comprises a connection channel connected to the first end of the refrigerant flow path and the first end of the off-board heat exchanger, respectively.

According to some embodiments of the utility model, the connecting channel is connected in series with a second one-way valve, and the second one-way valve guides the refrigerant to the heat exchanger outside the vehicle in one direction.

A thermal management system according to some embodiments of the present utility model further comprises a regenerator comprising a first heat exchange flow path and a second heat exchange flow path that exchange heat with each other, one end of the first heat exchange flow path being connected to the second end of the off-board heat exchanger and the other end being connected to the first throttling element; one end of the second heat exchange flow path is connected with the other end of the second heat exchanger, and the other end of the second heat exchange flow path is connected with the air inlet.

The utility model further provides a vehicle.

A vehicle according to an embodiment of the utility model comprises a thermal management system according to any of the embodiments described above.

According to the vehicle provided by the embodiment of the utility model, the heat source flow channel is communicated with the water source side flow channel, so that the heat source in the vehicle can supply heat to the refrigerant flow channel, waste heat of the heat source in the vehicle can be recovered as the heat source of the air conditioner heating system loop, the heating stability is high, the heating efficiency is high, the waiting time of a user can be reduced, the comfort of the user is improved, the low-temperature cruising can be improved, the practicability of the heat management system is improved, and the overall performance of the vehicle is improved.

Additional aspects and advantages of the utility model 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 utility model.

Drawings

The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

FIG. 1 is a schematic illustration of a thermal management system according to a first embodiment of the utility model;

FIG. 2 is a schematic diagram of a thermal management system according to a second embodiment of the utility model;

FIG. 3 is a schematic diagram of a thermal management system according to a third embodiment of the utility model;

FIG. 4 is a schematic diagram of a thermal management system according to a fourth embodiment of the utility model;

FIG. 5 is a schematic diagram of a thermal management system according to a fifth embodiment of the utility model;

FIG. 6 is a schematic diagram of a thermal management system according to a sixth embodiment of the utility model.

Reference numerals:

the thermal management system 100 may be configured to provide a thermal management system,

a compressor 11, an in-vehicle heat exchanger 12, a second throttling element 13, a first heat exchanger 14, an out-of-vehicle heat exchanger 15,

a second heat exchanger 16, a first on-off valve 17, a first throttling element 18, a bypass channel 19, a second on-off valve 20,

a connecting channel 21, a first check valve 22, a second check valve 23, a heat regenerator 24, an electric heater 25, a heat exchange piece 26,

a third throttling element 27, a third three-way shut-off valve 28, a fourth shut-off valve 29, a cooling flow path 30, a fifth on-off valve 31, a sixth on-off valve 32,

the water source side module 4, the heat source runner 41, the radiator 42, the reversing component 43, the water storage bottle 44, the in-vehicle heat source 45, the fan 46 and the water pump 47.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.

In the description of the present utility model, it should 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", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model. Furthermore, features defining "first", "second" may include one or more such features, either explicitly or implicitly. In the description of the present utility model, unless otherwise indicated, the meaning of "a plurality" is two or more.

In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.

Next, with reference to the drawings, a thermal management system 100 according to an embodiment of the present utility model is described.

As shown in fig. 1-6, a thermal management system 100 according to an embodiment of the present utility model includes: the air conditioning system heating loop comprises a compressor 11, an in-vehicle heat exchanger 12 and at least one first heat exchanger 14, wherein each first heat exchanger 14 is provided with a refrigerant flow path and a water source side flow path which exchange heat with each other, a first end of the refrigerant flow path is connected with the in-vehicle heat exchanger 12, and a second end of the refrigerant flow path is connected with an air inlet of the compressor 11; at least one group of water source side modules 4, each group of water source side modules 4 comprises a heat source flow channel 41, a radiator 42 and a reversing component 43, one end of the water source side flow channel is connected with a first end of the heat source flow channel 41, the other end of the water source side flow channel is connected with the reversing component 43, the reversing component 43 is also connected with the first end of the radiator 42 and a second end of the heat source flow channel 41 respectively, and the second end of the radiator 42 is connected with the second end of the heat source flow channel 41.

Therefore, the waste heat of the in-vehicle heat source 45 can be recovered as a heat source of an air conditioner heating system loop, the heating stability is high, the heating efficiency is high, the waiting time of a user can be reduced, the comfort of the user is improved, and the low-temperature cruising can be improved.

For example, referring to fig. 1, the thermal management system 100 includes an air conditioning system heating circuit including a compressor 11, an in-vehicle heat exchanger 12, a second throttling element 13, and at least one first heat exchanger 14. The compressor 11 has an intake port and an exhaust port, and the compressor 11 is configured to suck the heat exchange medium from the intake port and compress the heat exchange medium, and after the compression is completed, the compressor 11 can discharge the high-pressure and high-temperature heat exchange medium from the exhaust port. The heat exchanger 12 in the car is located in the car, for example can locate passenger cabin or locate battery package department, and the one end of heat exchanger 12 in the car is used for linking to each other with the gas vent for gas vent exhaust heat transfer medium can flow into heat exchanger 12 in the car, and heat transfer medium can condense or cool off in heat exchanger 12 in the car, in order to give off heat in heat exchanger 12 in the car in order to realize the interior intensification.

Meanwhile, the other end of the in-vehicle heat exchanger 12 may be connected to a second throttling element 13, the second throttling element 13 being configured as a two-way electronic expansion valve, the second throttling element 13 being configured to throttle the heat exchange medium flowing out of the in-vehicle heat exchanger 12 so that the heat exchange medium is converted into a low-temperature low-pressure state. Each of the first heat exchangers 14 is provided with a refrigerant flow path and a water source side flow path, which are independent of each other and can exchange heat with each other. A first end of the refrigerant flow path (i.e., at the outlet 4 of the first heat exchanger 14 in fig. 1) communicates with the second throttling element 13, and a second end of the refrigerant flow path (i.e., at the outlet 1 of the first heat exchanger 14 in fig. 1) communicates with the air intake of the compressor 11. The low-temperature low-pressure heat exchange medium can flow into the refrigerant flow path of the first heat exchanger 14 from the second throttling element 13 to absorb heat of the water source side flow path, and the heat exchange medium after heat absorption can flow along the refrigerant flow path to flow into the compressor 11 from the air inlet of the compressor 11, so that the compressor 11 can compress the heat exchange medium, and the circulating flow of the heat exchange medium in the heating loop of the air conditioning system is realized.

The thermal management system 100 is further provided with at least one set of water source side modules 4, and the water source side modules 4 can be communicated with the water source side flow path of the first heat exchanger 14, so that the heat exchange medium flowing into the refrigerant flow path can absorb heat generated by the water source side modules 4. Each group of water source side modules 4 comprises a heat source flow channel 41, a radiator 42, a reversing assembly 43, a water pump 47 and a fan 46, wherein the water pump 47 is used for driving heat exchange media in the water source side modules 4 to flow, the heat source flow channel 41 is used for absorbing heat of an in-vehicle heat source 45, and the in-vehicle heat source 45 can be any one of a power assembly, a controller and an engine. It will be understood, of course, that the heat source in the vehicle is not limited to the above-described ones, as long as it is an element that can generate heat during operation in the vehicle. When the vehicle includes a plurality of water source side flow paths, the heat sources in the vehicle corresponding to the plurality of sets of water source side flow paths may be the same or different.

One end of the water source side flow path (i.e., at the outlet 2 of the first heat exchanger 14 in fig. 1) communicates with the first end of the heat source flow path 41, so that the heat exchange medium having absorbed heat can flow from the inside of the heat source flow path 41 into the water source side flow path to release heat to the refrigerant flow path. The reversing assembly 43 is configured as a multi-way valve, and the other end of the water source side flow path (i.e., at the outlet 3 of the first heat exchanger 14 in fig. 1) may be connected to one opening of the reversing assembly 43, and the other two openings of the reversing assembly 43 may also be connected to the first end of the radiator 42 and the second end of the heat source flow path 41, respectively. Meanwhile, a second end of the radiator 42 may be connected to a second end of the heat source flow path 41 such that the reversing assembly 43 may selectively communicate the radiator 42 between the water source side flow path and the heat source flow path 41 such that the heat exchange medium may flow through the radiator 42. The radiator 42 is located outside the vehicle, and the fan 46 is disposed opposite to the radiator 42, and the fan 46 is used for blowing air to the radiator 42, so that the heat exchange medium flowing through the radiator 42 can radiate heat to the outside of the vehicle.

Specifically, when the temperature of the heat source 45 in the vehicle is low, the reversing component 43 may directly communicate the water source side flow path with the second end of the heat source flow path 41, and the heat exchange medium after heat absorption may flow into the water source side flow path from the heat source flow path 41, so that the heat exchange medium may release heat in the first heat exchanger 14, and after the heat release is completed, the heat exchange medium may directly flow into the heat source flow path 41 from the water source side flow path to implement circulation of the heat exchange medium. Thus, the heat of the in-vehicle heat source 45 can be collected as much as possible, and the utilization ratio of the waste heat can be improved.

When the temperature of the heat source 45 in the vehicle is higher, the reversing component 43 may connect the water source side flow path with the first end of the radiator 42, the heat exchange medium after heat absorption may flow into the water source side flow path from the heat source flow path 41 to release heat in the first heat exchanger 14, after the heat release is completed, the heat exchange medium may flow into the radiator 42, and the fan blows air to the radiator 42 to blow the heat of the heat exchange medium out of the vehicle, and the heat exchange medium after heat release may flow into the heat source flow path 41 to realize circulation of the heat exchange medium. Thereby, sufficient heat dissipation from the in-vehicle heat source 45 is facilitated.

It can be understood that by setting the heat source of the air conditioning heating system as the in-vehicle heat source 45, unlike directly absorbing heat from outside the vehicle, frosting of the heat exchanger located outside the vehicle during low-temperature heating can be avoided, heating stability is improved, heat absorption efficiency is high, waiting time of a user can be reduced, and comfort level of the user is improved.

According to the thermal management system 100 of the embodiment of the utility model, the heat source flow channel 41 is communicated with the water source side flow channel, so that the in-vehicle heat source 45 can supply heat to the refrigerant flow channel, waste heat of the in-vehicle heat source 45 can be recovered as a heat source of an air conditioner heating system loop, the heating stability is high, the heating efficiency is high, the waiting time of a user can be reduced, the comfort of the user is improved, the low-temperature cruising can be improved, and the practicability of the thermal management system 100 is improved.

In some embodiments of the present utility model, a water storage bottle 44 may be installed in the water source side module 4, the water storage bottle 44 may be communicated with the second end of the radiator 42 and the heat source flow passage 41 through an exhaust pipe, gas flowing into the heat source flow passage 41 may flow into the water storage bottle 44, and the water storage bottle 44 may be communicated with the water source side flow passage through a water supplementing pipe, so that the liquid heat exchange medium in the water storage bottle 44 may flow into the water source side flow passage for water supplementing. Thereby, the reliability of the thermal management system 100 is improved.

In some embodiments of the present utility model, the water source side modules 4 are multiple groups, each group of water source side modules 4 is provided with one first heat exchanger 14, and refrigerant flow paths of the multiple first heat exchangers 14 are arranged in series.

For example, referring to fig. 2, the water source side modules 4 may be provided in a plurality of groups, and each group of water source side modules 4 may correspond to a different in-vehicle heat source 45, and the in-vehicle heat source 45 includes a power train, a controller, an engine, and the like. Each group of water source side modules 4 is provided with a corresponding first heat exchanger 14, and refrigerant flow paths of the first heat exchangers 14 corresponding to the groups of water source side modules 4 are arranged in series. In this way, the heat exchange medium can sequentially flow through the refrigerant flow paths of the plurality of first heat exchangers 14, so that the flow rates of the refrigerant flow paths of the first heat exchangers 14 corresponding to the plurality of groups of water source side modules 4 are the same, the heat of the plurality of water source side modules 4 can be effectively absorbed, and the waste heat in the vehicle can be absorbed and utilized to the greatest extent. Therefore, the comprehensive utilization rate of the whole vehicle energy is improved, and the low-temperature endurance mileage is further improved.

In some embodiments of the present utility model, the water source side modules 4 are multiple groups, each group of water source side modules 4 is correspondingly provided with one first heat exchanger 14, and refrigerant flow paths of the multiple first heat exchangers 14 are arranged in parallel.

For example, referring to fig. 3, the water source side modules 4 may be provided in a plurality of groups, and each group of water source side modules 4 may correspond to a different in-vehicle heat source 45, and the in-vehicle heat source 45 includes a power train, a controller, an engine, and the like. Each group of water source side modules 4 is provided with a corresponding first heat exchanger 14, and refrigerant flow paths of the first heat exchangers 14 corresponding to the groups of water source side modules 4 are arranged in parallel. In this way, the heat exchange medium can flow through the refrigerant flow paths of the plurality of first heat exchangers 14 at the same time, so that the flow resistance of the heat exchange medium in the heating loop of the air conditioning system can be reduced, and the total flow of the heat exchange medium is increased to increase the heat exchange quantity. Thus, the heating efficiency is improved.

In some embodiments of the present utility model, the thermal management system 100 of the embodiments of the present utility model further includes an off-board heat exchanger 15 and a second heat exchanger 16, wherein a first end of the off-board heat exchanger 15 is connected to an exhaust port of the compressor 11 through a first on-off valve 17; one end of the second heat exchanger 16 is connected to the second end of the off-vehicle heat exchanger 15 through the first throttling element 18, and the other end of the second heat exchanger 16 is connected to the air intake.

For example, referring to fig. 1, the thermal management system 100 further includes an off-board heat exchanger 15 and a second heat exchanger 16, the off-board heat exchanger 15 being located outside the vehicle and configured to exchange heat with off-board air. The first end of the external heat exchanger 15 is connected to the exhaust port of the compressor 11 through a first on-off valve 17, and when the first on-off valve 17 is opened, the exhaust port communicates with the external heat exchanger 15. Meanwhile, the second heat exchanger 16 may be disposed in the vehicle, for example, in the passenger compartment or at the battery pack, one end of the second heat exchanger 16 is connected to the second end of the external heat exchanger 15 through the first throttling element 18, and the other end of the second heat exchanger 16 is connected to the air intake.

In a specific working process, when the first on-off valve 17 is opened, the high-temperature and high-pressure heat exchange medium discharged from the exhaust port can flow into the external heat exchanger 15, and the heat exchange medium can be condensed or cooled in the external heat exchanger 15 to release heat to the outside of the vehicle, so that the heat exchange medium can be converted into a medium-temperature and high-pressure state. When the heat release is completed, the heat exchange medium in the external heat exchanger 15 may flow through the first throttling element 18 to flow into the second heat exchanger 16, and the first throttling element 18 may throttle the heat exchange medium so that the heat exchange medium flowing into the second heat exchanger 16 is converted into a low-temperature and low-pressure state. The heat exchange medium in the low-temperature low-pressure state can absorb heat in the second heat exchanger 16 to refrigerate the interior of the vehicle, and the heat exchange medium after absorbing heat can flow into the compressor 11 from the air inlet of the compressor 11, so that the compressor 11 can compress the heat exchange medium, and the circulating flow of the heat exchange medium is realized. Thus, a cooling mode of thermal management system 100 may be achieved.

When the first on-off valve 17 is closed, the high-temperature and high-pressure heat exchange medium discharged from the exhaust port can flow into the in-vehicle heat exchanger 12, and the heat exchange medium can be condensed or cooled in the in-vehicle heat exchanger 12, so that the heat exchange medium can emit heat in the in-vehicle heat exchanger 12 to realize temperature rise in the vehicle. The exothermic heat exchange medium may flow through the first throttling element 18 to flow into the second heat exchanger 16, and the first throttling element 18 may throttle the heat exchange medium so that the heat exchange medium flowing into the second heat exchanger 16 is converted into a low temperature and low pressure state. The heat exchange medium in the low-temperature low-pressure state can absorb heat in the second heat exchanger 16 to refrigerate the interior of the vehicle, and the heat exchange medium after absorbing heat can flow into the compressor 11 from the air inlet of the compressor 11, so that the compressor 11 can compress the heat exchange medium, and the circulating flow of the heat exchange medium is realized. Thereby, a cooling and heating mode of the thermal management system 100 can be realized.

In some embodiments of the present utility model, the second end of the refrigerant flow path is connected to the first end of the off-board heat exchanger 15 through the first check valve 22; a bypass passage 19 is connected between the second end of the external heat exchanger 15 and the air inlet, and the bypass passage 19 is connected in series with a second on-off valve 20.

For example, referring to fig. 4, the second end of the refrigerant flow path may be connected to the first end of the external heat exchanger 15 through the first check valve 22, so that the heat exchange medium in the refrigerant flow path may flow to the external heat exchanger 15 through the first check valve 22. Meanwhile, a bypass channel 19 may be provided between the second end of the off-vehicle heat exchanger 15 and the air inlet, the bypass channel 19 and the second heat exchanger 16 are arranged in parallel, and a second on-off valve 20 is connected in series on the bypass channel 19.

In a specific working process, the first on-off valve 17 can be closed and the second on-off valve 20 can be opened, so that the compressor 11 can discharge a high-pressure high-temperature heat exchange medium from the exhaust port to the in-vehicle heat exchanger 12, the heat exchange medium can be condensed or cooled in the in-vehicle heat exchanger 12 to heat the in-vehicle, and the heat exchange medium can be converted into a medium-temperature high-pressure state. The heat exchange medium flows through the second throttling element 13 to flow into the refrigerant flow path of the first heat exchanger 14, the second throttling element 13 is used for throttling the heat exchange medium flowing out of the heat exchanger 12 in the vehicle, so that the heat exchange medium is changed into a low-temperature low-pressure state, the low-temperature low-pressure heat exchange medium can absorb heat of the water source side module 4 in the refrigerant flow path of the first heat exchanger 14, and the heat exchange medium after heat absorption can flow into the heat exchanger 15 outside the vehicle through the first one-way valve 22 so as to absorb heat in the heat exchanger 15 outside the vehicle. The heat exchange medium after further heat absorption can flow through the bypass channel 19 to flow into the compressor 11, so that the compressor 11 can compress the heat exchange medium, and the circulating flow of the heat exchange medium is realized. Therefore, the water source side module 4 and the external heat exchanger 15 can be connected in series, so that the internal heat source 45 and the external space can be used as heat sources of an air conditioner heating system loop, and the heating performance of the thermal management system 100 can be improved.

In some embodiments of the present utility model, the thermal management system 100 of the present utility model further includes a connection channel 21, where the connection channel 21 is connected to the first end of the refrigerant flow path and the first end of the off-board heat exchanger 15, respectively. For example, referring to fig. 5, the thermal management system 100 further includes a connection channel 21, and both ends of the connection channel 21 are connected to the first end of the refrigerant flow path and the first end of the off-vehicle heat exchanger 15, respectively. Meanwhile, a bypass channel 19 may be further provided, a second on-off valve 20 is connected in series to the bypass channel 19, one end of the bypass channel 19 is communicated with the second end of the off-vehicle heat exchanger 15 and the second end of the refrigerant flow path, and the other end of the bypass channel 19 is communicated with the air inlet of the compressor 11.

In a specific working process, the first on-off valve 17 can be closed and the second on-off valve 20 can be opened, so that the compressor 11 can discharge a high-pressure high-temperature heat exchange medium from the exhaust port to the in-vehicle heat exchanger 12, the heat exchange medium can be condensed or cooled in the in-vehicle heat exchanger 12 to heat the in-vehicle, and the heat exchange medium can be converted into a medium-temperature high-pressure state. The heat exchange medium flows to the second throttling element 13, and the second throttling element 13 is used for throttling the heat exchange medium flowing out of the in-vehicle heat exchanger 12, so that the heat exchange medium is in a low-temperature and low-pressure state. The low temperature and low pressure heat exchange medium may be divided into two parts, one part of which may flow into the refrigerant flow path to absorb heat from the in-vehicle heat source 45, and the other part of which may flow into the out-vehicle heat exchanger 15 along the connection passage 21 to absorb heat from the out-of-vehicle air. After the heat absorption is completed, the two parts of heat exchange medium can flow to the air inlet of the compressor 11 along the bypass channel 19 together, so that the compressor 11 can compress the heat exchange medium with high temperature and high pressure. Therefore, the water source side module 4 and the external heat exchanger 15 can be connected in parallel, the flow resistance of the heat exchange medium in the heating loop of the air conditioning system is reduced, the total flow of the heat exchange medium is increased, the heat exchange amount is increased, and the heating efficiency of the thermal management system 100 is improved.

In some embodiments of the present utility model, referring to fig. 5, the connection channel 21 is connected in series with a second check valve 23, and the second check valve 23 guides the refrigerant to the outside heat exchanger 15 in one direction. Through the arrangement, the heat exchange medium can flow into the heat exchanger 15 outside the vehicle in one way, so that the situation that the heat exchange medium in the heat exchanger 15 outside the vehicle flows backwards to the first heat exchanger 14 is avoided, the flowing stability of the heat exchange medium is improved, and the stability and reliability of the thermal management system 100 are improved.

In some embodiments of the present utility model, the thermal management system 100 of the present embodiment further comprises a regenerator 24, wherein the regenerator 24 comprises a first heat exchange flow path and a second heat exchange flow path that exchange heat with each other, one end of the first heat exchange flow path is connected to the second end of the off-board heat exchanger 15 and the other end is connected to the first throttling element 18; one end of the second heat exchange flow path is connected to the other end of the second heat exchanger 16 and the other end is connected to the air inlet.

For example, referring to fig. 1, the thermal management system 100 is further provided with a regenerator 24, and the regenerator 24 includes a first heat exchange flow path and a second heat exchange flow path, which are disposed so as to exchange heat with each other. One end of the first heat exchange flow path (i.e., opening 1 of regenerator 24 in fig. 1) is for communication with the second end of the off-vehicle heat exchanger 15, and the other end of the first heat exchange flow path (i.e., opening 2 of regenerator 24 in fig. 1) is for communication with the first throttling element 18, one end of the second heat exchange flow path (i.e., opening 3 of regenerator 24 in fig. 1) is for communication with the other end of the second heat exchanger 16, and the other end of the second heat exchange flow path (i.e., opening 4 of regenerator 24 in fig. 1) is for communication with the air intake.

In a specific working process, the high-temperature and high-pressure heat exchange medium discharged from the exhaust port can flow into the external heat exchanger 15, and the heat exchange medium can be condensed or cooled in the external heat exchanger 15 to release heat to the outside of the vehicle, so that the heat exchange medium can be converted into a medium-temperature and high-pressure state. The heat exchange medium after heat release can flow into the first heat exchange flow path from the vehicle exterior heat exchanger 15, the heat exchange medium flowing into the first heat exchange flow path can exchange heat with the heat exchange medium in the second heat exchange flow path, and can flow to the first throttling element 18 along the first heat exchange flow path, and the first throttling element 18 throttles the heat exchange medium, so that the heat exchange medium is in a low-temperature and low-pressure state. The low-temperature low-pressure heat exchange medium can flow into the second heat exchanger 16 and absorb heat, so that the second heat exchanger 16 can refrigerate the interior of the vehicle. The low-temperature low-pressure heat exchange medium can further flow into the second heat exchange flow path, and at the moment, the heat exchange medium in the second heat exchange flow path can absorb heat of the heat exchange medium in the first heat exchange flow path. Thereby, the heat of the heat exchange medium flowing into the second heat exchanger 16 can be reduced, and the refrigerating effect of the thermal management system 100 is improved.

In some embodiments of the present utility model, the thermal management system 100 of embodiments of the present utility model further includes an adjustment member positioned on the air intake side of the off-board heat exchanger 15, the adjustment member having an open state in which off-board air can flow to the off-board heat exchanger 15 and a closed state in which the adjustment member shields the off-board heat exchanger 15 from the off-board air flowing to the off-board heat exchanger 15.

For example, the thermal management system 100 is also provided with an adjustment member mounted on the air intake side of the off-vehicle heat exchanger 15, the adjustment member having an open state and a closed state. When the vehicle needs the heat exchange (such as refrigeration mode) of the external heat exchanger 15, the adjusting piece can be switched to an open state, the external air can flow to the external heat exchanger 15, and the external heat exchanger 15 can exchange heat with the external air; when the vehicle does not need the heat exchanger 15 outside the vehicle to exchange heat (such as a heating mode), the adjusting piece can be switched to a closed state, and the adjusting piece can shield the heat exchanger 15 outside the vehicle, so that the air outside the vehicle cannot flow to the heat exchanger 15 outside the vehicle, and the heat exchanger 15 outside the vehicle cannot exchange heat with the air outside the vehicle.

It can be appreciated that when the adjusting member is switched to the closed state, the probability of the foreign matters striking the external heat exchanger 15 of the vehicle can be reduced, the wind resistance can be reduced, the endurance mileage can be increased, the heat preservation of the power assembly can be improved, the efficiency of the water source side module 4 in heating can be improved, and the reliability of the thermal management system 100 can be improved.

In some embodiments of the present utility model, as shown in FIG. 1, the thermal management system 100 of an embodiment of the present utility model further includes an electric heater 25, the electric heater 25 being disposed adjacent to the in-vehicle heat exchanger 12. The electric heater 25 may be a low-voltage electric heater or a high-voltage electric heater. Through the above arrangement, under the condition that the in-vehicle heat source 45 does not have waste heat, the electric heater 25 can directly heat the air, so that the quick start of the heating mode of the thermal management system is realized, and the comfort level of a user is improved.

In some embodiments of the present utility model, as shown in fig. 6, the thermal management system 100 according to the embodiment of the present utility model further includes a heat exchange member 26 for exchanging heat with the battery pack, wherein a first end of the heat exchange member 26 is connected to the exhaust port of the compressor 11, and a second end of the heat exchange member 26 is connected to the first end of the refrigerant flow path through a third throttling element 27.

For example, referring to fig. 6, the thermal management system 100 is further provided with a heat exchange member 26, and the heat exchange member 26 is disposed near the battery pack and is used for heat exchange with the battery pack. The first end of the heat exchange member 26 may be connected to the exhaust port of the compressor 11 through a first pipeline, a fifth on-off valve 31 is connected in series to the first pipeline, the second end of the heat exchange member 26 is connected to the first end of the refrigerant flow path, and a third throttling element 27 and a third three-way shut-off valve 28 are disposed between the second end of the heat exchange member 26 and the first end of the refrigerant flow path, and the third three-way shut-off valve 28 is used for opening or closing the communication between the heat exchange member 26 and the refrigerant flow path.

In a specific working process, the fifth on-off valve 31 and the third on-off valve 28 can be opened, so that the exhaust port of the compressor 11 is communicated with the heat exchange member 26, the compressor 11 can compress the heat exchange medium into a high-temperature and high-pressure state, the high-temperature and high-pressure heat exchange medium can be discharged from the exhaust port to flow into the heat exchange member 26, and the heat exchange medium can be condensed or cooled in the heat exchange member 26 to heat the battery pack. When the heat release is completed, the heat exchange medium in the heat exchange piece 26 can flow to the third throttling element 27, and the third throttling element 27 can throttle the heat exchange medium, so that the heat exchange medium flowing to the refrigerant flow path is converted into a low-temperature low-pressure state. The heat exchange medium in a low-temperature low-pressure state can absorb heat in the refrigerant flow path, and the heat exchange medium after absorbing heat can flow into the compressor 11 from the air inlet of the compressor 11, so that the compressor 11 can compress the heat exchange medium, and the circulating flow of the heat exchange medium is realized. Thereby, the direct heating mode of the battery pack can be realized.

In some embodiments of the present utility model, the thermal management system 100 of the present embodiment further includes a cooling flow path 30, and two ends of the cooling flow path 30 are respectively connected to the third throttling element 27 and the second end of the refrigerant flow path; the first end of the heat exchange member 26 is in selective communication with the inlet and outlet of the compressor 11.

For example, referring to fig. 6, the thermal management system 100 is further provided with a cooling flow path 30, one end of the cooling flow path 30 is connected to the third throttling element 27, the other end is connected to the second end of the refrigerant flow path, and a fourth shutoff valve 29 is connected in series to the cooling flow path 30. Meanwhile, the first end of the heat exchange member 26 can be communicated with the air inlet of the compressor 11 through a second pipeline, a sixth on-off valve 32 is connected in series on the second pipeline, and the heat exchange member 26 can be selectively communicated with the air inlet and the air outlet of the compressor 11 by adjusting the fifth on-off valve 31 and the sixth on-off valve 32.

During specific operation, the sixth on-off valve 32 and the fourth on-off valve 29 may be opened. The compressor 11 may compress the heat exchange medium into a high temperature and high pressure state, and the high temperature and high pressure heat exchange medium may be discharged from the exhaust port to flow into the outside heat exchanger 15, and the heat exchange medium may be condensed or cooled in the outside heat exchanger 15 to discharge heat to the outside of the vehicle. When the heat release is completed, the heat exchange medium in the heat exchanger 15 outside the vehicle may flow into the cooling flow path 30 and flow to the third throttling element 27 along the cooling flow path 30, and the third throttling element 27 may throttle the heat exchange medium so that the heat exchange medium flowing to the heat exchange member 26 is converted into a low temperature and low pressure state. The heat exchange medium in a low-temperature and low-pressure state can absorb heat in the heat exchange piece 26, and the heat exchange medium after absorbing heat can flow into the compressor 11 from the air inlet of the compressor 11, so that the compressor 11 can compress the heat exchange medium, and the circulating flow of the heat exchange medium is realized. Thereby, the direct cooling mode of the battery pack can be realized.

In some embodiments of the present utility model, the plurality of heat exchange members 26 are plural, and the plurality of heat exchange members 26 are arranged in parallel, and each heat exchange member 26 is connected in series with the third throttling element 27.

For example, referring to fig. 6, a plurality of heat exchanging elements 26 may be provided, and a plurality of heat exchanging elements 26 may be provided in parallel, and a third throttling element 27 may be connected in series to each heat exchanging element 26, so that the plurality of heat exchanging elements 26 may perform cooling or heating synchronously. Meanwhile, the plurality of heat exchanging members 26 can be respectively arranged at different positions of the battery pack, so that the plurality of heating members can refrigerate or heat the battery pack from different positions. Therefore, the contact area between the heating strength member and the battery pack can be increased, the heat exchange efficiency between the thermal management system 100 and the battery pack can be improved, the uniformity of temperature regulation of the battery pack can be improved, and the reliability of the thermal management system 100 can be improved.

The utility model further provides a vehicle.

A vehicle according to an embodiment of the utility model comprises a thermal management system 100 according to any of the embodiments described above.

According to the vehicle provided by the embodiment of the utility model, the heat source flow channel 41 is communicated with the water source side flow channel, so that the in-vehicle heat source 45 can supply heat to the refrigerant flow channel, waste heat of the in-vehicle heat source 45 can be recovered as a heat source of an air conditioner heating system loop, the heating stability is high, the heating efficiency is high, the waiting time of a user can be reduced, the comfort of the user is improved, the low-temperature cruising can be improved, the practicability of the thermal management system 100 is improved, and the overall performance of the vehicle is improved.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means 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 utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. 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 utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (9)

1. A thermal management system, comprising:

the air conditioning system heating loop comprises a compressor, an in-vehicle heat exchanger and at least one first heat exchanger, wherein each first heat exchanger is provided with a refrigerant flow path and a water source side flow path which exchange heat with each other, a first end of the refrigerant flow path is connected with the in-vehicle heat exchanger, and a second end of the refrigerant flow path is connected with an air inlet of the compressor;

the water source side modules comprise heat source flow channels, radiators and reversing assemblies, one ends of the water source flow channels are connected with the first ends of the heat source flow channels, the other ends of the water source flow channels are connected with the reversing assemblies, the reversing assemblies are respectively connected with the first ends of the radiators and the second ends of the heat source flow channels, and the second ends of the radiators are connected with the second ends of the heat source flow channels.

2. The thermal management system of claim 1, wherein the water source side modules are a plurality of groups, each group of the water source side modules is provided with one first heat exchanger, and the refrigerant flow paths of the plurality of first heat exchangers are arranged in series.

3. The thermal management system of claim 1, wherein the water source side modules are a plurality of groups, each group of the water source side modules is provided with one first heat exchanger, and the refrigerant flow paths of the plurality of first heat exchangers are arranged in parallel.

4. The thermal management system of claim 1, further comprising an off-board heat exchanger and a second heat exchanger, the first end of the off-board heat exchanger being connected to the exhaust port of the compressor through a first on-off valve;

one end of the second heat exchanger is connected with the second end of the heat exchanger outside the vehicle through the first throttling element, and the other end of the second heat exchanger is connected with the air inlet.

5. The thermal management system of claim 4, wherein the second end of the refrigerant flow path is connected to the first end of the off-board heat exchanger by a first check valve;

a bypass channel is connected between the second end of the heat exchanger outside the vehicle and the air inlet, and the bypass channel is connected with a second on-off valve in series.

6. The thermal management system of claim 4, further comprising a connecting channel connected to the first end of the refrigerant flow path and the first end of the off-board heat exchanger, respectively.

7. The thermal management system of claim 6, wherein said connecting channel is connected in series with a second one-way valve that directs refrigerant in one direction to said off-board heat exchanger.

8. The thermal management system of claim 4, further comprising a regenerator comprising a first heat exchange flow path and a second heat exchange flow path that exchange heat with each other, one end of the first heat exchange flow path being connected to a second end of the off-board heat exchanger and the other end being connected to the first throttling element;

one end of the second heat exchange flow path is connected with the other end of the second heat exchanger, and the other end of the second heat exchange flow path is connected with the air inlet.

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

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