WO2024065154A1 - 汽车的热管理***及汽车 - Google Patents
汽车的热管理***及汽车 Download PDFInfo
- Publication number
- WO2024065154A1 WO2024065154A1 PCT/CN2022/121579 CN2022121579W WO2024065154A1 WO 2024065154 A1 WO2024065154 A1 WO 2024065154A1 CN 2022121579 W CN2022121579 W CN 2022121579W WO 2024065154 A1 WO2024065154 A1 WO 2024065154A1
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- WIPO (PCT)
- Prior art keywords
- heat exchanger
- heat
- electric drive
- coolant
- refrigerant
- Prior art date
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- 239000003507 refrigerant Substances 0.000 claims abstract description 574
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 194
- 238000012546 transfer Methods 0.000 claims abstract description 61
- 239000002826 coolant Substances 0.000 claims description 507
- 230000017525 heat dissipation Effects 0.000 claims description 52
- 238000004891 communication Methods 0.000 claims description 3
- 239000000110 cooling liquid Substances 0.000 abstract 9
- 239000012530 fluid Substances 0.000 abstract 2
- 239000007788 liquid Substances 0.000 description 82
- 238000010438 heat treatment Methods 0.000 description 81
- 239000002918 waste heat Substances 0.000 description 64
- 238000001816 cooling Methods 0.000 description 47
- 230000032258 transport Effects 0.000 description 25
- 238000000034 method Methods 0.000 description 21
- 238000007791 dehumidification Methods 0.000 description 20
- 230000008569 process Effects 0.000 description 19
- 238000010586 diagram Methods 0.000 description 17
- 230000008901 benefit Effects 0.000 description 12
- 238000010521 absorption reaction Methods 0.000 description 8
- 230000000694 effects Effects 0.000 description 8
- 238000005516 engineering process Methods 0.000 description 6
- 238000004378 air conditioning Methods 0.000 description 4
- 230000007613 environmental effect Effects 0.000 description 4
- 238000005057 refrigeration Methods 0.000 description 4
- 230000009286 beneficial effect Effects 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 3
- 101001121408 Homo sapiens L-amino-acid oxidase Proteins 0.000 description 2
- 101000827703 Homo sapiens Polyphosphoinositide phosphatase Proteins 0.000 description 2
- 102100026388 L-amino-acid oxidase Human genes 0.000 description 2
- 102100023591 Polyphosphoinositide phosphatase Human genes 0.000 description 2
- 101100233916 Saccharomyces cerevisiae (strain ATCC 204508 / S288c) KAR5 gene Proteins 0.000 description 2
- 230000000903 blocking effect Effects 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 101100012902 Saccharomyces cerevisiae (strain ATCC 204508 / S288c) FIG2 gene Proteins 0.000 description 1
- 230000002457 bidirectional effect Effects 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000005485 electric heating Methods 0.000 description 1
- 238000005338 heat storage Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000010792 warming Methods 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Definitions
- the present invention relates to the technical field of automobile thermal management, and in particular to an automobile thermal management system and an automobile.
- Air conditioning thermal management technology mainly needs to solve the thermal management problems of passenger compartment and battery.
- the passenger compartment thermal management solutions mainly include water-side high-voltage electric heaters or air-side high-voltage electric heaters, and the heating efficiency of both solutions is less than 1.
- some models add heat pump functions based on the refrigerant circulation loop, but the refrigerant loop of heat pump technology has many additional accessories, a more complex structure, and a higher cost.
- at low temperatures such as -10°C
- it is limited by the characteristics of the refrigerant and the problem of frost on the outdoor heat exchanger, and it is also necessary to retain the high-voltage electric heating solution.
- some vehicle models can use the heat generated by the motor being jammed as the heat source for the heat pump system, but the heating efficiency of the motor being jammed is very low, and since the permanent magnet synchronous motor cannot achieve motor jam heating, the vehicle models equipped with permanent magnet synchronous motors cannot use the heat generated by the motor being jammed as the heat source for the heat pump system.
- a battery heating system For pure electric vehicles, in order to avoid low temperatures affecting the charging efficiency and charging time of the battery, they are generally equipped with a battery heating system.
- Common battery heating systems include PTC (heating element) inside the battery, and adding a water-side high-voltage electric heater to the battery coolant circuit to heat the coolant at low temperatures, and then the coolant passes through the water cooling plate at the bottom of the battery to complete the heating of the battery, but the heating efficiency of these two heating methods is low.
- the battery heating system and the passenger compartment heating system generally require two sets of auxiliary high-voltage electric heaters, which is not friendly to the system cost and vehicle layout.
- the current R134a refrigerant has a GWP (global warming potential) of more than 1300, which does not meet the requirements of environmental regulations.
- R290 refrigerant which is one of the feasible options, it is flammable and requires a secondary circuit to avoid danger caused by excessive refrigerant pressure.
- the refrigerant needs to exchange heat with the coolant for passenger compartment cooling, heating and dehumidification, battery heating and cooling, and motor cooling and waste heat utilization. Therefore, very complex water-side multi-channel valves are required, and the circuit design is complex, which has certain restrictions on the development of this refrigerant.
- the thermal management system of the automobile in the prior art has the problems of a large number of parts, a complex circuit, and being unable to be applied to refrigerants that require a secondary circuit.
- the purpose of the present invention is to solve the problems of a large number of parts, a complex circuit and the inability to be applied to a refrigerant requiring a secondary circuit in a thermal management system of an automobile in the prior art.
- an embodiment of the present invention provides a thermal management system for an automobile, comprising: a refrigerant circulation system, the refrigerant circulation system comprising a compressor, a first heat exchanger, a first expansion valve, a second heat exchanger, a third heat exchanger, a second expansion valve and a first flow path switching component, the first heat exchanger having a refrigerant channel and an electric drive coolant channel that are independent of each other and can perform heat transfer; the second heat exchanger having a refrigerant channel and a passenger compartment coolant channel that are independent of each other and can perform heat transfer; the third heat exchanger having a refrigerant channel and a battery coolant channel that are independent of each other and can perform heat transfer.
- the first end of the refrigerant channel of the first heat exchanger is connected to the first end of the first expansion valve and the first end of the second expansion valve respectively;
- the second end of the first expansion valve is connected to the first end of the refrigerant channel of the second heat exchanger, the second end of the second expansion valve is connected to the first end of the refrigerant channel of the third heat exchanger, and the first expansion valve and the second expansion valve are arranged in parallel.
- the first flow path switching component is arranged between the compressor, the second end of the refrigerant channel of the first heat exchanger, the second end of the refrigerant channel of the second heat exchanger, and the second end of the refrigerant channel of the third heat exchanger, so as to selectively connect the second end of the refrigerant channel of the second heat exchanger, the first end of the compressor, the second end of the compressor and the second end of the refrigerant channel of the first heat exchanger in sequence, and connect the second end of the refrigerant channel of the third heat exchanger, the first end of the compressor, the second end of the compressor and the second end of the refrigerant channel of the first heat exchanger in sequence, so that the first heat exchanger can be used as a condenser, and the second heat exchanger and the third heat exchanger can both be used as evaporators.
- the second end of the refrigerant channel of the first heat exchanger, the first end of the compressor, the second end of the compressor and the second end of the refrigerant channel of the second heat exchanger are connected in sequence, and the second end of the refrigerant channel of the first heat exchanger, the first end of the compressor, the second end of the compressor and the second end of the refrigerant channel of the third heat exchanger are connected in sequence, so that the first heat exchanger can be used as an evaporator and the second heat exchanger and the third heat exchanger can both be used as condensers.
- the coolant circulation system includes: a passenger compartment coolant circulation system, and the passenger compartment coolant channel of the second heat exchanger is connected to the passenger compartment coolant circulation system.
- the cabin coolant circulation system includes an electric drive circulation loop and a battery circulation loop.
- the first end of the electric drive circulation loop is connected to the first end of the electric drive coolant channel of the first heat exchanger, and the second end of the electric drive circulation loop is connected to the second end of the electric drive coolant channel of the first heat exchanger.
- the first end of the battery circulation loop is connected to the first end of the battery coolant channel of the third heat exchanger, and the second end of the battery circulation loop is connected to the second end of the battery coolant channel of the third heat exchanger.
- the thermal management system of the automobile has the advantage of being applicable to refrigerants that require a secondary circuit.
- the refrigerant circulation system can exchange heat with the passenger compartment coolant circulation system, the electric drive circulation loop and the battery circulation loop through the first heat exchanger, the second heat exchanger and the third heat exchanger.
- the first heat exchanger is used as a condenser to release heat
- the second heat exchanger and the third heat exchanger are used as evaporators to absorb heat.
- the passenger compartment coolant cooled by the second heat exchanger can be transported to the passenger compartment coolant circulation system to absorb the heat of the passenger compartment to cool the passenger compartment.
- the battery coolant cooled by the third heat exchanger can be transported to the battery circulation loop to cool the battery, thereby avoiding the impact of high temperature on battery performance.
- the electric drive coolant heated by the first heat exchanger can be transported to the electric drive circulation loop, and the heat is transferred to the external environment through the electric drive circulation loop.
- the first heat exchanger is used as an evaporator to absorb heat
- the second and third heat exchangers are used as condensers to release heat.
- the passenger compartment coolant heated by the second heat exchanger can be transported to the passenger compartment coolant circulation system and release heat to the passenger compartment to heat the passenger compartment.
- the battery coolant heated by the third heat exchanger can be transported to the battery circulation loop to heat the battery, thereby avoiding the battery performance being affected by low temperature.
- the electric drive coolant cooled by the first heat exchanger can be transported to the electric drive circulation loop to absorb the electric drive waste heat and environmental heat, thereby making full use of the energy in the thermal management system, thereby improving the energy utilization rate in the thermal management system. Therefore, the thermal management system of the automobile can complete the cooling or heating of the passenger compartment and the battery through the heat exchange of the heat exchanger by controlling the flow direction of the refrigerant, without adding components such as electric heaters to the passenger compartment and the battery side, thereby greatly reducing the number of components of the thermal management system of the automobile and greatly reducing the complexity of the circuit.
- the thermal management system generates heat through the self-circulation process of the refrigerant, without the need for high-speed rotating components such as motors, so the reliability of the refrigerant circulation system is higher.
- the heating efficiency is also higher than the heating efficiency of the motor stalling.
- the present invention discloses a thermal management system of an automobile, wherein the passenger compartment coolant circulation system comprises a first water pump and a cold and hot core; the output end of the first water pump is connected to the input end of the cold and hot core, the output end of the cold and hot core is connected to the input end of the passenger compartment coolant channel of the second heat exchanger, and the output end of the passenger compartment coolant channel of the second heat exchanger is connected to the input end of the first water pump.
- the first water pump when the temperature of the external environment is high, the first water pump will transport the passenger compartment coolant cooled by heat exchange through the second heat exchanger to the cold and hot core of the passenger compartment (at this time, it serves as a cold core) to cool the passenger compartment.
- the first water pump can transport the passenger compartment coolant heated by heat exchange through the second heat exchanger to the cold and hot core of the passenger compartment (at this time, it serves as a hot core) to heat the passenger compartment.
- the first water pump In the passenger compartment coolant circulation system, the first water pump can drive the passenger compartment coolant to flow into the passenger compartment coolant circulation system to increase the flow rate of the passenger compartment coolant, thereby improving the heat exchange efficiency of the passenger compartment.
- the cold and hot core can absorb more heat in the passenger compartment, or release more heat into the passenger compartment, thereby improving the heat exchange effect of the passenger compartment.
- the present invention discloses a thermal management system of an automobile, wherein the cabin coolant circulation system also includes a second flow path switching component, and the second flow path switching component is arranged between the electric drive circulation circuit and the battery circulation circuit to selectively arrange the electric drive circulation circuit and the battery circulation circuit in a mutually independent manner, or to arrange the electric drive circulation circuit and the battery circulation circuit in series.
- the heat exchange between the electric drive coolant and the refrigerant of the first heat exchanger enables the refrigerant circulation system to exchange heat with the electric drive circulation loop.
- the heat exchange between the battery coolant and the refrigerant of the third heat exchanger enables the refrigerant circulation system to exchange heat with the battery circulation loop.
- the first heat exchanger and the third heat exchanger are connected in series, and the coolant can flow from the third heat exchanger to the first heat exchanger, so that in extremely cold weather, the heat released by the third heat exchanger as a condenser can be transferred to the first heat exchanger, and the heat can be transferred to the refrigerant circulation system through the heat exchange between the coolant and the refrigerant in the first heat exchanger, so as to maintain the self-circulation operation of the refrigerant circulation system at low temperatures.
- the refrigerant in the first heat exchanger since the refrigerant channel in the first heat exchanger is connected to the refrigerant channel in the second heat exchanger, the refrigerant in the first heat exchanger will also flow through the refrigerant channel in the second heat exchanger, and through the heat exchange between the passenger compartment coolant and the refrigerant in the second heat exchanger, the excess heat in the refrigerant circulation system is transferred to the passenger compartment coolant circulation system, and released into the passenger compartment for heating, so as to eliminate the air auxiliary electric heater in the passenger compartment or the high-pressure water heater on the coolant side in the traditional thermal management system, thereby greatly reducing the number of components of the thermal management system of the automobile and greatly reducing the complexity of the circuit.
- the electric drive circulation loop when the electric drive circulation loop is connected in series with the battery circulation loop, the battery can be heated by the waste heat of the electric drive, and the heat of the battery can also be released to the external environment through the electric drive circulation loop.
- the present invention discloses a thermal management system for an automobile, wherein the first flow path switching component is configured as a first four-way valve.
- the first four-way valve has a first interface, a second interface, a third interface, and a fourth interface, wherein the first interface is connected to the second end of the compressor, the second interface is respectively connected to the second end of the refrigerant channel of the second heat exchanger and the second end of the refrigerant channel of the third heat exchanger, the third interface is connected to the first end of the compressor, and the fourth interface is connected to the second end of the refrigerant channel of the first heat exchanger.
- the second interface is connected with the third interface, the second end of the refrigerant channel of the second heat exchanger, the second interface of the first four-way valve, the third interface, the first end of the compressor, the second end of the compressor, the first interface of the first four-way valve, the fourth interface, the second end of the refrigerant channel of the first heat exchanger, the first end of the refrigerant channel of the first heat exchanger, the first expansion valve, and the first end of the refrigerant channel of the second heat exchanger can be connected in sequence to form a first refrigerant circulation loop; and the second end of the refrigerant channel of the third heat exchanger, the second interface of the first four-way valve, the third interface, the first end of the compressor, the second end of the compressor, the first interface of the first four-way valve, the fourth interface, the second end of the refrigerant channel of the first heat exchanger, the first end of the refrigerant channel of the first end of the refrigerant channel of the first heat exchanger, the first end
- the third interface is connected with the fourth interface, the second end of the refrigerant channel of the first heat exchanger, the fourth interface of the first four-way valve, the third interface, the first end of the compressor, the second end of the compressor, the first interface of the first four-way valve, the second interface, the second end of the refrigerant channel of the second heat exchanger, the first end of the refrigerant channel of the second heat exchanger, the first expansion valve, and the first end of the refrigerant channel of the first heat exchanger can be connected in sequence to form a third refrigerant circulation loop; and the second end of the refrigerant channel of the first heat exchanger, the fourth interface of the first four-way valve, the third interface, the first end of the compressor, the second end of the compressor, the first interface of the first four-way valve, the second interface, the second end of the refrigerant channel of the third heat exchanger, the first end of the refrigerant channel of the third
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor passes through the first interface and the fourth interface of the first four-way valve, flows into the refrigerant channel in the first heat exchanger, and transfers heat to the electric drive coolant in the first heat exchanger, so that the first heat exchanger is used as a condenser to release heat to the cabin coolant circulation system.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger becomes a low-temperature and high-pressure liquid, and then part of the refrigerant passes through the first expansion valve and becomes a low-temperature and low-pressure liquid refrigerant, and flows into the refrigerant channel in the second heat exchanger, absorbing the heat of the passenger compartment coolant in the second heat exchanger, so that the second heat exchanger is used as an evaporator to absorb the heat in the passenger compartment.
- Another part of the refrigerant passes through the second expansion valve and becomes a low-temperature and low-pressure liquid refrigerant, and then flows into the refrigerant channel in the third heat exchanger, and absorbs the heat of the battery coolant in the third heat exchanger, so that the third heat exchanger is used as an evaporator to absorb the heat of the battery.
- the refrigerant flowing out of the refrigerant channel in the second heat exchanger and the refrigerant flowing out of the refrigerant channel in the third heat exchanger become high-temperature, low-pressure liquid, and then flow into the compressor through the second interface and the third interface in the first four-way valve, and pass through the compressor to become high-temperature, high-pressure gaseous refrigerant for the next circulation.
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor flows into the refrigerant channel in the second heat exchanger through the first interface and the second interface of the first four-way valve, and transfers heat to the passenger compartment coolant in the second heat exchanger, so that the second heat exchanger is used as a condenser to release heat to the passenger compartment, and the refrigerant flowing out of the refrigerant channel of the second heat exchanger becomes a low-temperature and high-pressure liquid, and then passes through the first expansion valve to become a low-temperature and low-pressure liquid refrigerant.
- Another part of the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor flows into the refrigerant channel in the third heat exchanger, and transfers heat to the battery coolant in the third heat exchanger, so that the third heat exchanger is used as a condenser to release heat to the battery, and the refrigerant flowing out of the refrigerant channel of the third heat exchanger becomes a low-temperature and high-pressure liquid, and then passes through the second expansion valve to become a low-temperature and low-pressure liquid refrigerant.
- the low-temperature, low-pressure liquid refrigerant flowing out of the first expansion valve and the second expansion valve flows into the refrigerant channel in the first heat exchanger, so that the first heat exchanger acts as an evaporator to absorb the waste heat of the electric drive and the heat in the environment through the cabin coolant circulation system.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger becomes a high-temperature, low-pressure liquid, and then flows into the compressor through the fourth interface and the third interface in the first four-way valve, and becomes a high-temperature, high-pressure gaseous refrigerant through the compressor for the next circulation.
- the thermal management system of the automobile can change the flow direction of the refrigerant in the refrigerant circulation system by setting the first four-way valve in the refrigerant circulation system, that is, by reversing the first four-way valve, so that when the temperature of the external environment is high, the first heat exchanger is used as a condenser to release heat, and the second heat exchanger and the third heat exchanger are used as evaporators to absorb heat.
- the first heat exchanger is used as an evaporator to absorb heat
- the second heat exchanger and the third heat exchanger are used as condensers to release heat.
- the cooling or heating function of the first heat exchanger, the second heat exchanger and the third heat exchanger can be changed only by reversing the first four-way valve in the refrigerant circulation system, and there is no need to add components such as electric heaters in the passenger compartment and the battery side, thereby greatly reducing the number of components of the thermal management system of the automobile and greatly reducing the complexity of the circuit.
- the thermal management system of the automobile can also make full use of the waste heat of the electric drive and the coolant heated by heat exchange in the heat pump to heat the battery, thereby having the advantages of high energy utilization and high heating efficiency.
- the present invention discloses a thermal management system for an automobile, wherein an electric drive circulation circuit includes an electric drive coolant flow path and a heat dissipation flow path, the electric drive coolant flow path includes an electric drive component and a second water pump connected in series, and the heat dissipation flow path includes a radiator.
- the electric drive circulation loop also includes a third flow path switching component, which is arranged between the electric drive coolant flow path and the heat dissipation flow path to selectively connect the electric drive coolant flow path to the bypass heat dissipation flow path independently, or to arrange the electric drive coolant flow path and the heat dissipation flow path in series.
- the first end of the electric drive coolant flow path constitutes the first end of the electric drive circulation loop, and the second end of the electric drive coolant flow path constitutes the second end of the electric drive circulation loop.
- the electric drive coolant flow path is independently connected and bypasses the heat dissipation flow path, the electric drive coolant flows through the electric drive coolant channel of the first heat exchanger and exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger, and is transferred to the refrigerant circulation system to recover the residual heat of the electric drive component, thereby improving the energy utilization rate of the thermal management system.
- the electric drive coolant flow path and the heat dissipation flow path are arranged in series, so that the electric drive circulation loop transfers the heat absorbed from the external environment through the low-temperature radiator and the residual heat of the electric drive component to the electric drive coolant of the first heat exchanger, and exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger, and is transferred to the refrigerant circulation system to meet the heating demand of the refrigerant circulation system.
- the low-temperature radiator in the heat dissipation flow path can also absorb the heat in the electric drive coolant of the first heat exchanger, and transfer the heat in the refrigerant circulation system to the external environment through the heat exchange between the refrigerant of the first heat exchanger and the electric drive coolant. Therefore, the electric drive circulation circuit of the thermal management system of the automobile only needs to be provided with a third flow path switching component, so that the electric drive circulation circuit can exchange heat with the refrigerant circulation system according to the heat demand, thereby making the overall structure of the electric drive circulation circuit simpler.
- the present invention discloses a thermal management system for an automobile, wherein the electric drive circulation loop further comprises a hot core flow path, and the hot core flow path comprises a hot core.
- the hot core is arranged between the electric drive assembly and the third flow path switching component, so that the third flow path switching component can also selectively arrange the electric drive coolant flow path and the hot core flow path in series.
- the heat core can absorb the electric drive waste heat and the heat of the electric drive coolant of the first heat exchanger, and release it into the passenger compartment to increase the temperature of the passenger compartment, thereby realizing the dehumidification function of the passenger compartment.
- the proportion of the electric drive coolant flowing into the heat dissipation flow path and the hot core flow path can be adjusted according to actual needs by adjusting the third flow path switching component, thereby distributing the electric drive waste heat and the heat of the electric drive coolant of the first heat exchanger to the hot core and the radiator in proportion, so as to adjust the heat released by the hot core into the passenger compartment by controlling the heat of the electric drive coolant absorbed by the hot core, thereby adjusting the dehumidification capacity of the passenger compartment.
- the present invention discloses a thermal management system for an automobile, wherein a battery circulation loop includes a battery and a third water pump connected in series.
- the second end of the third water pump is connected to the first end of the battery coolant channel of the third heat exchanger, the second end of the battery coolant channel of the third heat exchanger is connected to the first end of the battery coolant channel, the second end of the battery coolant channel is connected to the first end of the third water pump through a second flow path switching component, so as to selectively connect the second end of the battery coolant channel to the first end of the third water pump, so that the electric drive circulation loop and the battery circulation loop are arranged in a mutually independent manner, or the second end of the battery coolant channel is connected to the first end of the second water pump through a second flow path switching component, so as to selectively connect the second end of the battery coolant channel to the first end of the second water pump, so that the electric drive circulation loop and the battery circulation loop are arranged in series.
- the battery circulation loop only exchanges heat with the third heat exchanger, that is, the third heat exchanger can cool or heat the battery.
- the electric drive circulation loop and the battery circulation loop are set in series, part of the heat in the third heat exchanger of the battery circulation loop can be transferred to the second water pump through the battery circulation loop and the electric drive circulation loop, so as to avoid the problem of frosting and shutdown of the second water pump in extreme low temperature weather.
- the series connection of the electric drive circulation loop and the battery circulation loop can also enable the battery to release heat to the external environment through the radiator, thereby reducing the refrigeration requirements in the refrigerant circulation system while ensuring the cooling efficiency of the battery.
- the present invention discloses a thermal management system for an automobile, wherein the second flow path switching component is configured as a second four-way valve.
- the second four-way valve has a first opening, a second opening, a third opening, and a fourth opening, wherein the first opening is connected to the third flow path switching component, the second opening is connected to the first end of the second water pump, the third opening is connected to the second end of the coolant channel of the battery, and the fourth opening is connected to the first end of the third water pump.
- the electric drive circulation loop and the battery circulation loop are arranged independently of each other.
- the second flow path switching component is set as a second four-way valve, which cooperates with the first four-way valve so that the thermal management system of the automobile only needs to unify the battery thermal management system and the passenger compartment thermal management system through a simple valve body setting.
- the cooling and heating of the passenger compartment and the battery can be completed according to the simple valve body flow path switching, thereby making the overall circuit of the thermal management system simpler.
- the present invention discloses a thermal management system for an automobile, wherein the third flow path switching component is configured as a four-way proportional valve.
- the four-way proportional valve has a first connection port, a second connection port, a third connection port, and a fourth connection port, wherein the first connection port is connected to the second end of the radiator, the second connection port is connected to the second end of the heat core, the third connection port is connected to the second end of the electric drive assembly, and the fourth connection port is connected to the first opening of the second four-way valve; the first end of the electric drive assembly is connected to the first end of the electric drive coolant channel of the first heat exchanger, the first end of the radiator is connected to the second end of the electric drive assembly, and the first end of the heat core is connected to the second end of the electric drive assembly.
- the electric drive coolant flow path is respectively arranged in series with the heat dissipation flow path and the heat core flow path in proportion.
- the electric drive coolant flow path is independently connected and bypasses the heat dissipation flow path and the heat core flow path.
- the electric drive coolant flow path is proportionally partially connected independently and bypasses the heat dissipation flow path and the hot core flow path, and the other part is arranged in series with the heat dissipation flow path.
- the third flow path switching component is set as a four-way proportional valve, so that the thermal management system of the automobile can distribute the heat exchange between the first heat exchanger, the third heat exchanger and the low-temperature radiator, the electric drive component and the heat core according to the heat demand through a simple valve body setting, thereby making the overall structure of the electric drive circulation loop simpler and more robust.
- the flow of the electric drive coolant flowing through the radiator, the heat core and the third connection port of the four-way proportional valve can be controlled by adjusting the opening size of different connection ports of the four-way proportional valve, thereby controlling the heat transfer between the first heat exchanger, the third heat exchanger and the low-temperature radiator, the electric drive component and the heat core, so that the heat distribution in the electric drive circulation loop and the battery circulation loop can be achieved through a simple valve body setting, thereby making the overall structure of the thermal management system of the automobile simpler.
- an electric drive assembly includes a charging unit and an electric drive component, wherein a first end of the charging unit is connected to a first end of an electric drive coolant channel of a first heat exchanger, a second end of the charging unit is connected to a first end of the electric drive component, and a second end of the electric drive component is respectively connected to a third connection port of a four-way proportional valve, a first end of a radiator, and a first end of a heat core.
- both the charging unit and the electric drive components can generate heat, thereby forming electric drive waste heat.
- An embodiment of the present invention further provides an automobile, comprising any one of the above-mentioned thermal management systems of the automobile.
- the thermal management system of the automobile has the advantage of being applicable to refrigerants that require a secondary circuit.
- the thermal management system of the automobile can complete the cooling or heating of the passenger compartment and the battery through the heat exchange of the heat exchanger by controlling the flow direction of the refrigerant, without adding components such as electric heaters to the passenger compartment and the battery side, thereby greatly reducing the number of components of the thermal management system of the automobile and greatly reducing the complexity of the circuit.
- the thermal management system of the automobile is heated by the self-circulation process of the refrigerant, without the need for heating through high-speed rotating components such as motors, so the reliability of the refrigerant circulation system is higher. At the same time, the heating efficiency is also higher than the heating efficiency of the motor stalling.
- the distribution of heat and cold in the coolant circulation system of the thermal management system of the automobile is achieved by controlling a simple valve body, so the thermal management system of the automobile also has the advantage of a simple overall structure.
- the refrigerant can flow through the parallel circuits of the first expansion valve and the second heat exchanger and the second expansion valve and the third heat exchanger, respectively, so that flammable environmentally friendly refrigerants such as R290 refrigerant can exchange heat through two parallel circuits, avoiding the danger of combustion caused by excessive refrigerant filling and leakage into the passenger compartment. Therefore, the automotive thermal management system has the advantage of being applicable to refrigerants that require a secondary circuit.
- the refrigerant circulation system can exchange heat with the passenger compartment coolant circulation system, the electric drive circulation loop and the battery circulation loop through the first heat exchanger, the second heat exchanger and the third heat exchanger.
- the first heat exchanger is used as a condenser to release heat
- the second heat exchanger and the third heat exchanger are used as evaporators to absorb heat.
- the first water pump can transport the passenger compartment coolant that has been cooled by the second heat exchanger to the hot and cold core of the passenger compartment (at this time, it serves as a cold core) to cool the passenger compartment.
- the third water pump transports the battery coolant that has been cooled by the third heat exchanger to the battery circulation loop to cool the battery, thereby avoiding the impact of high temperature on battery performance.
- the second water pump transports the electric drive coolant that has been heated by the first heat exchanger to the electric drive circulation loop, and transfers the heat to the external environment through the electric drive circulation loop.
- the first heat exchanger is used as an evaporator to absorb heat
- the second and third heat exchangers are used as condensers to release heat.
- the first water pump can transport the passenger compartment coolant that has been heated by the second heat exchanger to the cold and hot core (at this time, it serves as the hot core) of the passenger compartment to heat the passenger compartment.
- the third water pump transports the battery coolant that has been heated by the third heat exchanger to the battery circulation loop to heat the battery, thereby avoiding the battery performance being affected by low temperature.
- the second water pump transports the electric drive coolant that has been cooled by the first heat exchanger to the electric drive circulation loop to absorb the electric drive waste heat and environmental heat, thereby making full use of the energy in the thermal management system and improving the energy utilization rate in the thermal management system.
- the thermal management system of the automobile can complete the cooling or heating of the passenger compartment and the battery through the heat exchange of the heat exchanger by controlling the flow direction of the refrigerant, without adding components such as electric heaters to the passenger compartment and the battery side, thereby greatly reducing the number of components of the thermal management system of the automobile and greatly reducing the complexity of the circuit.
- the thermal management system generates heat through the self-circulation process of the refrigerant, without the need for high-speed rotating parts such as motors, so the reliability of the refrigerant circulation system is higher.
- the heating efficiency is also higher than the heating efficiency of the motor stalling.
- the distribution of heat and cold in the coolant circulation system of the thermal management system of the car is achieved by controlling a simple valve body. Therefore, the thermal management system of the car also has the advantage of a simple overall structure.
- FIG1 is a system schematic diagram of a thermal management system for an automobile provided in Embodiment 1 of the present invention in a first working mode;
- FIG2 is a system schematic diagram of a thermal management system for an automobile provided by Embodiment 1 of the present invention in a second working mode;
- FIG3 is a system schematic diagram of a thermal management system for an automobile provided by Embodiment 1 of the present invention in a third working mode;
- FIG4 is a system schematic diagram of a thermal management system for an automobile provided by Embodiment 1 of the present invention in a fourth working mode;
- FIG5 is a system schematic diagram of a thermal management system of an automobile provided in Embodiment 1 of the present invention in a fifth working mode;
- FIG6 is a system schematic diagram of a thermal management system of an automobile provided in Embodiment 1 of the present invention in a sixth working mode;
- FIG7 is a system schematic diagram of a thermal management system of an automobile provided by Embodiment 1 of the present invention in a seventh working mode;
- FIG8 is a system schematic diagram of a thermal management system of an automobile provided by Embodiment 1 of the present invention in an eighth working mode;
- FIG9 is a system schematic diagram of a thermal management system of an automobile provided by Embodiment 1 of the present invention in a ninth working mode;
- FIG10 is a system schematic diagram of a thermal management system for an automobile provided in Embodiment 1 of the present invention in a tenth operating mode;
- FIG11 is a system schematic diagram of a thermal management system for an automobile provided in Embodiment 1 of the present invention in an eleventh operating mode;
- FIG12 is a system schematic diagram of a thermal management system of a vehicle provided by Embodiment 1 of the present invention in a twelfth working mode;
- FIG. 13 is a system schematic diagram of a thermal management system for an automobile provided by Embodiment 1 of the present invention in a thirteenth working mode;
- FIG14 is a system schematic diagram of a thermal management system for an automobile provided by Embodiment 1 of the present invention in a fourteenth working mode;
- FIG15 is a system schematic diagram of a thermal management system for a vehicle provided by Embodiment 1 of the present invention in a fifteenth working mode;
- FIG16 is a system schematic diagram of a thermal management system for an automobile provided by Embodiment 1 of the present invention in a sixteenth operating mode;
- FIG17 is a system schematic diagram of the thermal management system of the automobile provided by Embodiment 1 of the present invention in the seventeenth working mode.
- 170 first four-way valve; 1a: first interface; 2a: second interface; 3a: third interface; 4a: fourth interface;
- 20 passenger compartment coolant circulation system
- 210 first water pump
- 220 hot and cold core
- 311 electric drive coolant flow path; 3111: electric drive assembly; 3111a: charging unit; 3111b: electric drive component; 3112: second water pump;
- 312 heat dissipation flow path
- 3121 radiator
- 314 four-way proportional valve; 1b: first connection port; 2b: second connection port; 3b: third connection port; 4b: fourth connection port;
- 330 second four-way valve; 1c: first opening; 2c: second opening; 3c: third opening; 4c: fourth opening.
- the terms “upper”, “lower”, “inner”, “bottom”, etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the inventive product is usually placed when used. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.
- This embodiment provides a thermal management system for an automobile, as shown in FIGS. 1 to 17 , including: a refrigerant circulation system 10 and a coolant circulation system.
- the refrigeration cycle system 10 includes a compressor 110 , a first heat exchanger 120 , a first expansion valve 130 , a second heat exchanger 140 , a third heat exchanger 150 , a second expansion valve 160 , and a first flow path switching component.
- the first heat exchanger 120 has a refrigerant channel and an electric drive coolant channel that are independent of each other and can transfer heat.
- the second heat exchanger 140 has a refrigerant channel and a passenger compartment coolant channel that are independent of each other and can transfer heat.
- the third heat exchanger 150 has a refrigerant channel and a battery coolant channel that are independent of each other and can transfer heat. Among them, the first end of the refrigerant channel of the first heat exchanger 120 is connected to the first end of the first expansion valve 130 and the first end of the second expansion valve 160 respectively.
- the second end of the first expansion valve 130 is connected to the first end of the refrigerant channel of the second heat exchanger 140, and the second end of the second expansion valve 160 is connected to the first end of the refrigerant channel of the third heat exchanger 150, and the first expansion valve 130 and the second expansion valve 160 are arranged in parallel.
- the first flow path switching component is disposed between the compressor 110, the second end of the refrigerant channel of the first heat exchanger 120, the second end of the refrigerant channel of the second heat exchanger 140, and the second end of the refrigerant channel of the third heat exchanger 150, so as to selectively connect the second end of the refrigerant channel of the second heat exchanger 140, the first end of the compressor 110, the second end of the compressor 110 and the second end of the refrigerant channel of the first heat exchanger 120 in sequence, and connect the second end of the refrigerant channel of the third heat exchanger 150, the first end of the compressor 110, the second end of the compressor 110 and the second end of the refrigerant channel of the first heat exchanger 120 in sequence, so that the first heat exchanger 120 can be used as a condenser, and the second heat exchanger 140 and the third heat exchanger 150 can both be used as evaporators.
- the second end of the refrigerant channel of the first heat exchanger 120, the first end of the compressor 110, the second end of the compressor 110, and the second end of the refrigerant channel of the second heat exchanger 140 are connected in sequence, and the second end of the refrigerant channel of the first heat exchanger 120, the first end of the compressor 110, the second end of the compressor 110, and the second end of the refrigerant channel of the third heat exchanger 150 are connected in sequence, so that the first heat exchanger 120 can be used as an evaporator, and the second heat exchanger 140 and the third heat exchanger 150 can both be used as condensers.
- the coolant circulation system includes: a passenger compartment coolant circulation system 20 and a cabin coolant circulation system 30, and the passenger compartment coolant channel of the second heat exchanger 140 is connected to the passenger compartment coolant circulation system 20.
- the passenger compartment coolant circulation system 20 may include a radiator, and the passenger compartment coolant channel of the second heat exchanger 140 is connected to the radiator.
- the radiator can dissipate the heat in the passenger compartment coolant of the second heat exchanger 140 to achieve the heating effect of the passenger compartment; or the passenger compartment coolant of the second heat exchanger 140 absorbs the heat in the passenger compartment through the radiator to achieve the cooling effect of the passenger compartment.
- the passenger compartment coolant circulation system 20 may also include a first water pump 210 and a cold and hot core 220.
- the output end of the first water pump 210 is connected to the input end of the cold and hot core 220, the output end of the cold and hot core 220 is connected to the input end of the passenger compartment coolant channel of the second heat exchanger 140, and the output end of the passenger compartment coolant channel of the second heat exchanger 140 is connected to the input end of the first water pump 210.
- the first water pump 210 can pump the passenger compartment coolant of the second heat exchanger 140 into the cold and hot core 220, and when the cold and hot core 220 is used as a cold core, the passenger compartment coolant can absorb the heat of the passenger compartment, thereby achieving a cooling effect for the passenger compartment; when the cold and hot core 220 is used as a hot core, the heat of the passenger compartment coolant can be released into the passenger compartment, thereby achieving a heating effect for the passenger compartment. Since the first water pump 210 can drive the passenger compartment coolant of the second heat exchanger 140 to flow into the cold and hot core 220, the flow rate of the passenger compartment coolant is increased, thereby improving the heat exchange efficiency of the passenger compartment.
- the cold and hot core 220 can absorb more heat in the passenger compartment, or release more heat into the passenger compartment, thereby improving the heat exchange effect of the passenger compartment. Therefore, the passenger compartment coolant circulation system 20 in this embodiment preferably includes the first water pump 210 and the cold and hot core 220.
- the cabin coolant circulation system 30 includes an electric drive circulation loop 310, a battery circulation loop 320, and a second flow path switching component.
- the first end of the electric drive circulation loop 310 is connected to the first end of the electric drive coolant channel of the first heat exchanger 120, and the second end of the electric drive circulation loop 310 is connected to the second end of the electric drive coolant channel of the first heat exchanger 120.
- the first end of the battery circulation loop 320 is connected to the first end of the battery coolant channel of the third heat exchanger 150, and the second end of the battery circulation loop 320 is connected to the second end of the battery coolant channel of the third heat exchanger 150.
- the refrigerant circulation system 10 and the various components in the coolant circulation system are connected through pipelines, and the inlets and outlets of the various pipelines and the various components are connected through pipe joints.
- the first heat exchanger 120, the second heat exchanger 140, and the third heat exchanger 150 are all bidirectional heat exchangers, so that by adjusting the flow direction of the refrigerant, the first heat exchanger 120 is used as a condenser, the second heat exchanger 140 and the third heat exchanger 150 are used as evaporators, or the first heat exchanger 120 is used as an evaporator, and the second heat exchanger 140 and the third heat exchanger 150 are used as condensers.
- the first heat exchanger 120, the second heat exchanger 140, and the third heat exchanger 150 can be respectively configured as plate heat exchangers, tube heat exchangers, or other types of heat exchangers.
- the first flow path switching component may be a structure such as an electromagnetic reversing valve or a ball valve provided with at least four openings, so as to adjust the flow direction of the refrigerant by switching different paths.
- the refrigerant can flow through the parallel circuits of the first expansion valve 130 and the second heat exchanger 140 and the second expansion valve 160 and the third heat exchanger 150, respectively, so that a flammable and environmentally friendly refrigerant such as R290 refrigerant can exchange heat through two parallel circuits, avoiding the danger of combustion caused by excessive refrigerant filling and leakage into the passenger compartment. Therefore, the thermal management system of the automobile has the advantage of being applicable to refrigerants that require a secondary circuit.
- the refrigerant circulation system 10 can exchange heat with the passenger compartment coolant circulation system 20, the electric drive circulation loop 310 and the battery circulation loop 320 through the first heat exchanger 120, the second heat exchanger 140 and the third heat exchanger 150.
- the first heat exchanger 120 is used as a condenser to release heat
- the second heat exchanger 140 and the third heat exchanger 150 are used as evaporators to absorb heat.
- the first water pump 210 can transport the passenger compartment coolant that has been heat exchanged and cooled by the second heat exchanger 140 to the cold and hot core 220 of the passenger compartment (at this time as a cold core) to cool the passenger compartment.
- the battery coolant that has been heat exchanged and cooled by the third heat exchanger 150 can be transported to the battery circulation loop 320 to cool the battery 321, thereby avoiding affecting the performance of the battery 321 due to high temperature.
- the electric drive coolant that has been heat exchanged and heated by the first heat exchanger 120 can be transported to the electric drive circulation loop 310, and the heat is transferred to the external environment through the electric drive circulation loop 310.
- the first heat exchanger 120 is used as an evaporator to absorb heat
- the second heat exchanger 140 and the third heat exchanger 150 are used as condensers to release heat.
- the first water pump 210 can transport the passenger compartment coolant that has been heated by the second heat exchanger 140 to the passenger compartment cold and hot core 220 (at this time as a hot core) to heat the passenger compartment.
- the battery coolant that has been heated by the third heat exchanger 150 can be transported to the battery circulation loop 320 to heat the battery 321, thereby avoiding affecting the performance of the battery 321 due to low temperature.
- the electric drive coolant that has been heated by the first heat exchanger 120 can be transported to the electric drive circulation loop 310 to absorb the electric drive waste heat and environmental heat, thereby making full use of the energy in the thermal management system and improving the energy utilization rate in the thermal management system.
- the thermal management system of the automobile can cool or heat the passenger compartment and the battery 321 through heat exchange in the heat exchanger by controlling the flow direction of the refrigerant, without adding components such as electric heaters to the passenger compartment and the battery 321 side, thereby greatly reducing the number of components of the thermal management system of the automobile and greatly reducing the complexity of the circuit.
- the thermal management system generates heat through the self-circulation process of the refrigerant, without the need for high-speed rotating components such as motors, so the reliability of the refrigerant circulation system 10 is higher.
- the heating efficiency is also higher than the heating efficiency of the motor stalling.
- the cabin coolant circulation system 30 further includes a second flow path switching component, which is disposed between the electric drive circulation circuit 310 and the battery circulation circuit 320, so as to selectively set the electric drive circulation circuit 310 and the battery circulation circuit 320 in a mutually independent manner, or to set the electric drive circulation circuit 310 and the battery circulation circuit 320 in a serial manner.
- a second flow path switching component which is disposed between the electric drive circulation circuit 310 and the battery circulation circuit 320, so as to selectively set the electric drive circulation circuit 310 and the battery circulation circuit 320 in a mutually independent manner, or to set the electric drive circulation circuit 310 and the battery circulation circuit 320 in a serial manner.
- the second flow path switching component may be a solenoid reversing valve, a ball valve or the like having at least four openings, so as to set the electric drive circulation circuit 310 and the battery circulation circuit 320 in a mutually independent manner, or to set the electric drive circulation circuit 310 and the battery circulation circuit 320 in a serial manner by switching different paths.
- the heat exchange between the electric drive coolant and the refrigerant of the first heat exchanger 120 enables the refrigerant circulation system 10 to exchange heat with the electric drive circulation loop 310.
- the heat exchange between the battery coolant and the refrigerant of the third heat exchanger 150 enables the refrigerant circulation system 10 to exchange heat with the battery circulation loop 320.
- the first heat exchanger 120 and the third heat exchanger 150 are connected in series, and the coolant can flow from the third heat exchanger 150 to the first heat exchanger 120, so that in extremely cold weather, the heat released by the third heat exchanger 150 as a condenser is transferred to the first heat exchanger 120, and the heat is transferred to the refrigerant circulation system 10 through the heat exchange between the coolant and the refrigerant in the first heat exchanger 120, so as to maintain the self-circulating operation of the refrigerant circulation system 10 at low temperatures.
- the refrigerant in the first heat exchanger 120 since the refrigerant channel in the first heat exchanger 120 is connected to the refrigerant channel in the second heat exchanger 140, the refrigerant in the first heat exchanger 120 will also flow through the refrigerant channel in the second heat exchanger 140, and through the heat exchange between the passenger compartment coolant and the refrigerant in the second heat exchanger 140, the excess heat in the refrigerant circulation system 10 is transferred to the passenger compartment coolant circulation system 20, and released into the passenger compartment for heating, so as to eliminate the air auxiliary electric heater in the passenger compartment or the high-pressure water heater on the coolant side in the traditional thermal management system, thereby greatly reducing the number of components of the thermal management system of the automobile and greatly reducing the complexity of the circuit.
- the electric drive circulation loop 310 when the electric drive circulation loop 310 is connected in series with the battery circulation loop 320, the battery 321 can be heated by the electric drive waste heat, and the heat of the battery 321 can also be released to the external environment through the electric drive circulation
- the first flow path switching component is set as a first four-way valve 170.
- the first four-way valve 170 has a first interface 1a, a second interface 2a, a third interface 3a and a fourth interface 4a, the first interface 1a is connected to the second end of the compressor 110, the second interface 2a is connected to the second end of the refrigerant channel of the second heat exchanger 140 and the second end of the refrigerant channel of the third heat exchanger 150, respectively, the third interface 3a is connected to the first end of the compressor 110, and the fourth interface 4a is connected to the second end of the refrigerant channel of the first heat exchanger 120.
- the first end can be connected in sequence to form a first refrigerant circulation loop; and the second end of the refrigerant channel of the third heat exchanger 150, the second interface 2a of the first four-way valve 170, the third interface 3a, the first end of the compressor 110, the second end of the compressor 110, the first interface 1a of the first four-way valve 170, the fourth interface 4a, the second end of the refrigerant channel of the first heat exchanger 120, the first end of the refrigerant channel of the first heat exchanger 120, the second expansion valve 160, and the first end of the refrigerant channel of the third heat exchanger 150 can be connected in sequence to form a second refrigerant circulation loop.
- the third interface 3a is connected to the fourth interface 4a, the second end of the refrigerant channel of the first heat exchanger 120, the fourth interface 4a of the first four-way valve 170, the third interface 3a, the first end of the compressor 110, the second end of the compressor 110, the first interface 1a of the first four-way valve 170, the second interface 2a, the second end of the refrigerant channel of the second heat exchanger 140, the first end of the refrigerant channel of the second heat exchanger 140, the first expansion valve 130, and the refrigerant channel of the first heat exchanger 120 are connected.
- the first end can be connected in sequence to form a third refrigerant circulation loop; and the second end of the refrigerant channel of the first heat exchanger 120, the fourth interface 4a of the first four-way valve 170, the third interface 3a, the first end of the compressor 110, the second end of the compressor 110, the first interface 1a of the first four-way valve 170, the second interface 2a, the second end of the refrigerant channel of the third heat exchanger 150, the first end of the refrigerant channel of the third heat exchanger 150, the second expansion valve 160, and the first end of the refrigerant channel of the first heat exchanger 120 can be connected in sequence to form a fourth refrigerant circulation loop.
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 passes through the first interface 1a and the fourth interface 4a of the first four-way valve 170, flows into the refrigerant channel in the first heat exchanger 120, and transfers heat to the electric drive coolant in the first heat exchanger 120, so that the first heat exchanger 120 acts as a condenser to release heat to the cabin coolant circulation system 30.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a low-temperature and high-pressure liquid, and then part of the refrigerant passes through the first expansion valve 130, becomes a low-temperature and low-pressure liquid refrigerant, and flows into the refrigerant channel in the second heat exchanger 140, absorbing the heat of the passenger compartment coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as an evaporator to absorb the heat in the passenger compartment.
- the refrigerant flowing out of the refrigerant channel in the second heat exchanger 140 and the refrigerant flowing out of the refrigerant channel in the third heat exchanger 150 become a high-temperature, low-pressure liquid, and then flow into the compressor 110 through the second interface 2a and the third interface 3a in the first four-way valve 170, and become a high-temperature, high-pressure gaseous refrigerant through the compressor 110 to flow in the next cycle.
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 partially flows into the refrigerant channel in the second heat exchanger 140 through the first interface 1a and the second interface 2a in the first four-way valve 170, and transfers heat to the passenger compartment coolant in the second heat exchanger 140, so that the second heat exchanger 140 is used as a condenser to release heat into the passenger compartment, and the refrigerant flowing out of the refrigerant channel of the second heat exchanger 140 becomes a low-temperature and high-pressure liquid, and then becomes a low-temperature and low-pressure liquid refrigerant after passing through the first expansion valve 130.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth interface 4a and the third interface 3a in the first four-way valve 170, and becomes a high-temperature, high-pressure gaseous refrigerant after passing through the compressor 110 for the next circulation.
- the thermal management system of the automobile is provided with the first four-way valve 170 in the refrigerant circulation system 10, and the flow direction of the refrigerant in the refrigerant circulation system 10 can be changed by the reversal of the first four-way valve 170, so that when the temperature of the external environment is high, the first heat exchanger 120 is used as a condenser to release heat, and the second heat exchanger 140 and the third heat exchanger 150 are used as evaporators to absorb heat. When the temperature of the external environment is low, the first heat exchanger 120 is used as an evaporator to absorb heat, and the second heat exchanger 140 and the third heat exchanger 150 are used as condensers to release heat.
- the cooling or heating function of the first heat exchanger 120, the second heat exchanger 140 and the third heat exchanger 150 can be changed in the refrigerant circulation system 10 only by the reversal of the first four-way valve 170, and there is no need to add components such as electric heaters in the passenger compartment and the battery 321 side, thereby greatly reducing the number of components of the thermal management system of the automobile and greatly reducing the complexity of the circuit.
- the thermal management system of the automobile can fully utilize the waste heat of the electric drive and the coolant heated by heat exchange in the heat pump to heat the battery 321, thereby having the advantages of high energy utilization and high heating efficiency.
- the electric drive circulation circuit 310 includes an electric drive coolant flow path 311 and a heat dissipation flow path 312, the electric drive coolant flow path 311 includes an electric drive component 3111 and a second water pump 3112 connected in series, and the heat dissipation flow path 312 includes a radiator 3121.
- the electric drive circulation loop 310 further includes a third flow path switching component, which is disposed between the electric drive coolant flow path 311 and the heat dissipation flow path 312 to selectively connect the electric drive coolant flow path 311 to the bypass heat dissipation flow path 312 independently, or to connect the electric drive coolant flow path 311 and the heat dissipation flow path 312 in series.
- the first end of the electric drive coolant flow path 311 constitutes the first end of the electric drive circulation loop 310, and the second end of the electric drive coolant flow path 311 constitutes the second end of the electric drive circulation loop 310.
- the electric drive assembly 3111 may include components such as a charger and a motor, and the electric drive assembly 3111 is disposed in the engine room of the car.
- the distance and position between the electric drive component 3111 and the first heat exchanger 120 can be adjusted according to actual design and usage requirements, and this embodiment does not make any specific limitations on this.
- the electric drive coolant flow path 311 is independently connected and bypasses the heat dissipation flow path 312.
- the electric drive coolant flows through the electric drive coolant channel of the first heat exchanger 120 and exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger 120, and is transferred to the refrigerant circulation system 10 to recover the waste heat of the electric drive component 3111, thereby improving the energy utilization rate of the thermal management system.
- the electric drive coolant flow path 311 and the heat dissipation flow path 312 are arranged in series, so that the electric drive circulation loop 310 transfers the heat absorbed from the external environment through the low-temperature radiator 3121 and the recovered residual heat of the electric drive component 3111 to the electric drive coolant of the first heat exchanger 120, and exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger 120, and transfers it to the refrigerant circulation system 10 to meet the heating demand of the refrigerant circulation system 10.
- the low-temperature radiator 3121 in the heat dissipation flow path 312 can also absorb the heat in the electric drive coolant of the first heat exchanger 120, and transfer the heat in the refrigerant circulation system 10 to the external environment through the heat exchange between the refrigerant of the first heat exchanger 120 and the electric drive coolant. Therefore, the electric drive circulation circuit 310 of the thermal management system of the automobile only needs to be provided with a third flow path switching component, so that the electric drive circulation circuit 310 can exchange heat with the refrigerant circulation system 10 according to the heat demand thereof, thereby making the overall structure of the electric drive circulation circuit 310 simpler.
- the electric drive circulation loop 310 further includes a hot core flow path 313; the hot core flow path 313 includes a hot core 3131.
- the hot core 3131 is arranged between the electric drive assembly 3111 and the third flow path switching component, so that the third flow path switching component can also selectively arrange the electric drive coolant flow path 311 and the hot core flow path 313 in series.
- the hot core 3131 is arranged inside the air conditioning box to play the dehumidification function of the air conditioner.
- the hot core 3131 can absorb the electric drive waste heat and the heat of the electric drive coolant of the first heat exchanger 120, and release it into the passenger compartment to increase the temperature of the passenger compartment, thereby realizing the dehumidification function of the passenger compartment.
- the proportion of the electric drive coolant flowing into the heat dissipation flow path 312 and the hot core flow path 313 can be adjusted according to actual needs by adjusting the third flow path switching component, thereby distributing the electric drive waste heat and the heat of the electric drive coolant of the first heat exchanger 120 to the hot core 3131 and the radiator 3121 in proportion, so as to adjust the heat released by the hot core 3131 into the passenger compartment by controlling the heat of the electric drive coolant absorbed by the hot core 3131, thereby adjusting the dehumidification capacity of the passenger compartment.
- the third flow path switching component may be a solenoid valve, a proportional valve, or the like having at least four openings.
- the third flow path switching component in this embodiment is a proportional valve having at least four openings.
- the battery circulation loop 320 includes a battery 321 and a third water pump 322 connected in series.
- the second end of the third water pump 322 is connected to the first end of the battery coolant channel of the third heat exchanger 150
- the second end of the battery coolant channel of the third heat exchanger 150 is connected to the first end of the coolant channel of the battery 321
- the second end of the coolant channel of the battery 321 is connected to the first end of the third water pump 322 through the second flow path switching component, so as to selectively connect the second end of the coolant channel of the battery 321 to the first end of the third water pump 322, so that the electric drive circulation loop 310 and the battery circulation loop 320 are arranged in a mutually independent manner
- the second end of the coolant channel of the battery 321 is connected to the first end of the second water pump 3112 through the second flow path switching component, so as to selectively connect the second end of the coolant channel of the battery 321 to
- the battery circulation loop 320 only exchanges heat with the third heat exchanger 150, that is, the third heat exchanger 150 can cool or heat the battery 321.
- the electric drive circulation loop 310 and the battery circulation loop 320 are arranged in series, part of the heat in the third heat exchanger 150 of the battery circulation loop 320 can be transferred to the second water pump 3112 through the battery circulation loop 320 and the electric drive circulation loop 310, so as to avoid the second water pump 3112 from frosting and shutting down in extreme low temperature weather.
- the electric drive circulation loop 310 and the battery circulation loop 320 are connected in series, and the battery 321 can release heat to the external environment through the radiator 3121, thereby reducing the refrigeration requirements in the refrigerant circulation system 10 while ensuring the cooling efficiency of the battery 321.
- the second flow path switching component is configured as a second four-way valve 330.
- the second four-way valve 330 has a first opening 1c, a second opening 2c, a third opening 3c, and a fourth opening 4c, wherein the first opening 1c is connected to the third flow path switching component, the second opening 2c is connected to the first end of the second water pump 3112, the third opening 3c is connected to the second end of the coolant channel of the battery 321, and the fourth opening 4c is connected to the first end of the third water pump 322.
- the electric drive circulation loop 310 and the battery circulation loop 320 are set in an independent manner.
- the electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes through the electric drive component 3111, the radiator 3121, the third flow path switching component, the first opening 1c of the second four-way valve 330, the second opening 2c, the second water pump 3112 and the second end of the electric drive coolant channel of the first heat exchanger 120 to form a first electric drive coolant circuit.
- the electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes through the electric drive component 3111, the heat core 3131, the third flow path switching component, the first opening 1c of the second four-way valve 330, the second opening 2c, the second water pump 3112 and the second end of the electric drive coolant channel of the first heat exchanger 120 to form a second electric drive coolant circuit.
- the electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes through the electric drive component 3111, the third flow path switching component, the first opening 1c of the second four-way valve 330, the second opening 2c, the second water pump 3112 and the second end of the electric drive coolant channel of the first heat exchanger 120 to form a third electric drive coolant circuit.
- the battery coolant flowing out from the first end of the battery coolant channel of the third heat exchanger 150 passes through the coolant channel of the battery 321, the third opening 3c and the fourth opening 4c of the second four-way valve 330, the third water pump 322, and the second end of the battery coolant channel of the third heat exchanger 150 to form a battery coolant loop.
- the electric drive circulation loop 310 and the battery circulation loop 320 are set in an independent manner, the electric drive circulation loop 310 only exchanges heat with the first heat exchanger 120, and the first heat exchanger 120 can absorb heat from the electric drive circulation loop 310 or release heat to the electric drive circulation loop 310.
- the battery circulation loop 320 only exchanges heat with the third heat exchanger 150, and the third heat exchanger 150 can cool or heat the battery 321.
- the electric drive circulation loop 310 and the battery circulation loop 320 are arranged in series.
- the electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes through the electric drive component 3111, the radiator 3121, the third flow path switching component, the first opening 1c of the second four-way valve 330, the fourth opening 4c, the third water pump 322, the third heat exchanger 150, the coolant channel of the battery 321, the third opening 3c of the second four-way valve 330, the second opening 2c, the second water pump 3112, and the second end of the electric drive coolant channel of the first heat exchanger 120 to form a first coolant circuit.
- the electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes through the electric drive component 3111, the heat core 3131, the third flow path switching component, the first opening 1c of the second four-way valve 330, the fourth opening 4c, the third water pump 322, the third heat exchanger 150, the coolant channel of the battery 321, the third opening 3c of the second four-way valve 330, the second opening 2c, the second water pump 3112, and the second end of the electric drive coolant channel of the first heat exchanger 120 to form a second coolant circuit.
- the electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes through the electric drive component 3111, the third flow path switching component, the first opening 1c of the second four-way valve 330, the fourth opening 4c, the third water pump 322, the third heat exchanger 150, the coolant channel of the battery 321, the third opening 3c of the second four-way valve 330, the second opening 2c, the second water pump 3112, and the second end of the electric drive coolant channel of the first heat exchanger 120 to form a third coolant circuit.
- the electric drive circulation loop 310 and the battery circulation loop 320 are arranged in series, part of the heat in the third heat exchanger 150 of the battery circulation loop 320 can be transferred to the second water pump 3112 through the battery circulation loop 320 and the electric drive circulation loop 310, so as to avoid the second water pump 3112 from frosting and shutting down in extreme low temperature weather.
- the electric drive circulation loop 310 and the battery circulation loop 320 are connected in series, and the battery 321 can release heat to the external environment through the radiator 3121, thereby reducing the refrigeration requirements in the refrigerant circulation system 10 while ensuring the cooling efficiency of the battery 321.
- the second flow path switching component is set as the second four-way valve 330, which cooperates with the first four-way valve 170 so that the thermal management system of the automobile only needs to unify the battery thermal management system and the passenger compartment thermal management system through a simple valve body setting.
- the cooling and heating of the passenger compartment and the battery 321 can be completed according to the simple valve body flow path switching, thereby making the overall circuit of the thermal management system simpler.
- the third flow path switching component is set as a four-way proportional valve 314.
- the four-way proportional valve 314 has a first connection port 1b, a second connection port 2b, a third connection port 3b and a fourth connection port 4b, the first connection port 1b is connected to the second end of the radiator 3121, the second connection port 2b is connected to the second end of the heat core 3131, the third connection port 3b is connected to the second end of the electric drive component 3111, and the fourth connection port 4b is connected to the first opening 1c of the second four-way valve 330; the first end of the electric drive component 3111 is connected to the first end of the electric drive coolant channel of the first heat exchanger 120, the first end of the radiator 3121 is connected to the second end of the electric drive component 3111, and the first end of the heat core 3131 is connected to the second end of the electric drive component 3111.
- the electric drive coolant flow path 311 and the heat dissipation flow path 312 are arranged in series.
- the electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes through the electric drive component 3111, the radiator 3121, and the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314 in sequence, and the electric drive circulation loop 310 and the battery circulation loop 320 are made independent of each other or connected in series through the second four-way valve 330.
- the heat of the electric drive component 3111 is not enough to bear the heat demand in the coolant circulation system, and the electric drive component 3111 and the radiator 3121 need to be connected in series, and the remaining heat is obtained through the electric drive component 3111 and the heat is obtained from the external environment through the radiator 3121.
- the electric drive coolant flow path 311 is proportionally arranged in series with the heat dissipation flow path 312 and the hot core flow path 313.
- the electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes through the electric drive component 3111, part of it flows through the radiator 3121, the first connection port 1b of the four-way proportional valve 314, and the fourth connection port 4b in sequence, and the other part flows through the hot core 3131, the second connection port 2b of the four-way proportional valve 314, and the fourth connection port 4b in sequence; and through the second four-way valve 330, the electric drive circulation loop 310 and the battery circulation loop 320 are independent of each other or connected in series.
- the hot core 3131 can absorb the electric drive waste heat and the heat of the electric drive coolant of the first heat exchanger 120, and release it into the passenger compartment to increase the temperature of the passenger compartment, thereby realizing the dehumidification function of the passenger compartment. Furthermore, the ratio of the electric drive coolant flowing into the heat dissipation flow path 312 and the heat core flow path 313 can be adjusted according to actual needs, thereby adjusting the dehumidification capacity of the passenger compartment.
- the battery 321 can also absorb heat from the external environment or release heat to the external environment through the radiator 3121.
- the electric drive coolant flow path 311 is independently connected and bypasses the heat dissipation flow path 312 and the heat core flow path 313.
- the electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes through the electric drive component 3111, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314 in sequence, and through the second four-way valve 330, the electric drive circulation loop 310 and the battery circulation loop 320 are independent of each other or connected in series. At this time, the waste heat of the electric drive component 3111 is sufficient to meet the heat demand in the coolant circulation system.
- the electric drive coolant flow path 311 is proportionally partially independently connected and bypasses the heat dissipation flow path 312 and the hot core flow path 313, and the other part is arranged in series with the heat dissipation flow path 312.
- the electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes through the electric drive component 3111, part of it flows through the radiator 3121, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314 in sequence, and the other part flows through the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314 in sequence; and through the second four-way valve 330, the electric drive circulation circuit 310 and the battery circulation circuit 320 are made independent of each other or in series.
- the first heat exchanger 120 can absorb the residual heat of the electric drive, and absorb heat from the external environment through the radiator 3121, or release heat to the external environment through the radiator 3121.
- the battery 321 absorbs the residual heat of the electric drive, and absorbs heat from the external environment through the radiator 3121, or releases heat to the external environment through the radiator 3121.
- the third flow path switching component is set as a four-way proportional valve 314 so that the thermal management system of the automobile can distribute the heat exchange between the first heat exchanger 120, the third heat exchanger 150 and the low-temperature radiator 3121, the electric drive component 3111 and the heat core 3131 according to the heat demand only through a simple valve body setting, so that the overall structure of the electric drive circulation loop 310 is simpler and more robust.
- the flow of the electric drive coolant flowing through the radiator 3121, the heat core 3131 and the third connection port 3b of the four-way proportional valve 314 can be controlled by adjusting the opening size of different connection ports of the four-way proportional valve 314, thereby controlling the heat transfer between the first heat exchanger 120, the third heat exchanger 150 and the low-temperature radiator 3121, the electric drive component 3111 and the heat core 3131, so that the heat distribution in the electric drive circulation loop 310 and the battery circulation loop 320 can be achieved through a simple valve body setting, so that the overall structure of the thermal management system of the automobile is simpler.
- the electric drive assembly 3111 includes a charging unit 3111a and an electric drive component 3111b, the first end of the charging unit 3111a is connected to the first end of the electric drive coolant channel of the first heat exchanger 120, the second end of the charging unit 3111a is connected to the first end of the electric drive component 3111b, and the second end of the electric drive component 3111b is respectively connected to the third connection port 3b of the four-way proportional valve 314, the first end of the radiator 3121 and the first end of the heat core 3131.
- the charging unit 3111a and the electric drive component 3111b can both generate heat, thereby forming electric drive waste heat.
- the electric drive component 3111b can be a motor
- the charging unit 3111a can be a charger
- the motor and the charger can be provided integrally or separately.
- the thermal management system of the automobile selectively connects the various circuits among the refrigerant circulation system 10, the passenger compartment coolant circulation system 20 and the cabin coolant circulation system 30 by controlling the connection and blocking between different openings of the first four-way valve 170, the second four-way valve 330 and the four-way proportional valve 314, so that the thermal management system of the automobile is in different working modes (see below for details), as shown in Table 1 below, which is a classification table of working modes of the thermal management system of the automobile.
- Modes 1.1-1.3 in Table 1 are for the summer when the external environment is in summer.
- 1.1 is the passenger compartment cooling mode only: at this time, the cold and hot core 220 is in a heat absorption state, the first heat exchanger 120 is used as a condenser to release heat, the second heat exchanger 140 is used as an evaporator to absorb heat, the third heat exchanger 150 is in a non-working state, the radiator 3121 is in a heat release state, the hot core 3131 is in a non-working state, the compressor 110 is in a working state, the first interface 1a and the fourth interface 4a of the first four-way valve 170 are connected, the third interface 3a and the second interface 2a are connected, the first expansion valve 130 is in a working state, the second expansion valve 160 is in a non-working state, the first water pump 210 is in a working state, the second water pump 3112 is in a working state, the third water pump 322 is in a non-working state, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the first opening 1c and
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 passes through the first interface 1a and the fourth interface 4a of the first four-way valve 170, flows into the refrigerant channel in the first heat exchanger 120, and transfers heat to the electric drive coolant in the first heat exchanger 120, so that the first heat exchanger 120 acts as a condenser to release heat to the cabin coolant circulation system 30.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a low-temperature and high-pressure liquid, and after passing through the first expansion valve 130, becomes a low-temperature and low-pressure liquid refrigerant, and then flows into the refrigerant channel in the second heat exchanger 140, and absorbs the heat of the passenger compartment coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as an evaporator to absorb the heat in the passenger compartment.
- the refrigerant flowing out of the refrigerant channel in the second heat exchanger 140 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the second interface 2a and the third interface 3a in the first four-way valve 170, and becomes a high-temperature, high-pressure gaseous refrigerant after passing through the compressor 110 for the next circulation.
- the first water pump 210 delivers the passenger compartment coolant cooled by heat exchange in the second heat exchanger 140 to the hot and cold core 220 (the cold core in this case) to complete the cooling of the passenger compartment.
- the second water pump 3112 transports the electric drive coolant that has been heated by heat exchange in the first heat exchanger 120 to the charging unit 3111a, the electric drive component 3111b, the radiator 3121, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314, the first opening 1c and the second opening 2c of the second four-way valve 330 in sequence, and then returns to the second water pump 3112 to complete the circulation of the electric drive coolant, and is used to release the temperature of the electric drive coolant in the first heat exchanger 120 to the external environment through the radiator 3121.
- the electric drive circulation loop 310 and the battery circulation loop 320 are completely independent. Since the third heat exchanger 150 is not in working state, the second expansion valve 160 is not in working state, and the third water pump 322 is not in working state, there is no coolant flowing in the battery circulation loop 320 at this time, that is, the battery circulation loop 320 is not working at this time. All the coolant will be injected into the passenger compartment coolant circulation system 20.
- the refrigerant of the first heat exchanger 120 When the refrigerant of the first heat exchanger 120 flows in the refrigerant circulation system 10, it will absorb the heat of the refrigerant of the second heat exchanger 140, and then the refrigerant in the second heat exchanger 140 will exchange heat with the passenger compartment coolant, thereby accelerating the cooling time of the passenger compartment coolant in the second heat exchanger 140, accelerating the cooling speed of the passenger compartment coolant, and thus enabling the passenger compartment to be quickly cooled.
- 1.2 is the battery cooling mode only: at this time, the hot and cold core 220 is in a non-working state, the first heat exchanger 120 is used as a condenser to release heat, the second heat exchanger 140 is in a non-working state, the third heat exchanger 150 is used as an evaporator to absorb heat, the radiator 3121 is in a heat release state, the hot core 3131 is in a non-working state, the compressor 110 is in a working state, the first interface 1a and the fourth interface 4a of the first four-way valve 170 are connected, the third interface 3a and the second interface 2a are connected, the first expansion valve 130 is in a non-working state, the second expansion valve 160 is in a working state, the first water pump 210 is in a non-working state, the second water pump 3112 is in a working state, the third water pump 322 is in a working state, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the first opening 1c and the
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 passes through the first interface 1a and the fourth interface 4a in the first four-way valve 170, flows into the refrigerant channel in the first heat exchanger 120, and transfers heat to the electric drive coolant in the first heat exchanger 120, so that the first heat exchanger 120 acts as a condenser to release heat to the cabin coolant circulation system 30.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a low-temperature and high-pressure liquid, and after passing through the second expansion valve 160, becomes a low-temperature and low-pressure liquid refrigerant, and then flows into the refrigerant channel in the third heat exchanger 150, and absorbs the heat of the battery coolant in the third heat exchanger 150, so that the third heat exchanger 150 acts as an evaporator to absorb the heat of the battery 321.
- the refrigerant flowing out of the refrigerant channel in the third heat exchanger 150 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the second interface 2a and the third interface 3a in the first four-way valve 170, and becomes a high-temperature, high-pressure gaseous refrigerant after passing through the compressor 110 for the next circulation.
- the second water pump 3112 transports the electric drive coolant that has been heated by heat exchange in the first heat exchanger 120 to the charging unit 3111a, the electric drive component 3111b, the radiator 3121, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314, the first opening 1c and the second opening 2c of the second four-way valve 330 in sequence, and then returns to the second water pump 3112 to complete the electric drive coolant circulation, which is used to release the temperature of the electric drive coolant in the first heat exchanger 120 to the external environment through the radiator 3121.
- the third water pump 322 transports the battery coolant cooled by heat exchange in the third heat exchanger 150 to the coolant channel of the battery 321, the third opening 3c and the fourth opening 4c of the second four-way valve 330 in sequence, and then returns to the third water pump 322 to complete the battery coolant circulation, and is used to transport the battery coolant cooled by heat exchange in the third heat exchanger 150 to the coolant channel of the battery 321 to absorb the heat of the battery 321 and complete the cooling of the battery 321.
- 1.3 is the passenger compartment cooling + battery cooling mode: at this time, the hot and cold core 220 is in a heat absorption state, the first heat exchanger 120 is used as a condenser to release heat, the second heat exchanger 140 is used as an evaporator to absorb heat, the third heat exchanger 150 is used as an evaporator to absorb heat, the radiator 3121 is in a heat release state, the hot core 3131 is in a non-working state, the compressor 110 is in a working state, the first interface 1a and the fourth interface 4a of the first four-way valve 170 are connected, the third interface 3a and the second interface 2a are connected, the first expansion valve 130 is in a working state, the second expansion valve 160 is in a working state, the first water pump 210 is in a working state, the second water pump 3112 is in a working state, the third water pump 322 is in a working state, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the first opening 1c
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 passes through the first interface 1a and the fourth interface 4a of the first four-way valve 170, flows into the refrigerant channel in the first heat exchanger 120, and transfers heat to the electric drive coolant in the first heat exchanger 120, so that the first heat exchanger 120 acts as a condenser to release heat to the cabin coolant circulation system 30.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a low-temperature and high-pressure liquid, and then part of the refrigerant passes through the first expansion valve 130, becomes a low-temperature and low-pressure liquid refrigerant, and then flows into the refrigerant channel in the second heat exchanger 140, and absorbs the heat of the passenger compartment coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as an evaporator to absorb the heat in the passenger compartment.
- the refrigerant flowing out of the refrigerant channel in the second heat exchanger 140 and the refrigerant flowing out of the refrigerant channel in the third heat exchanger 150 become a high-temperature, low-pressure liquid, and then both flow into the compressor 110 through the second interface 2a and the third interface 3a in the first four-way valve 170, and pass through the compressor 110 to become a high-temperature, high-pressure gaseous refrigerant for the next circulation flow.
- the first water pump 210 delivers the passenger compartment coolant cooled by heat exchange in the second heat exchanger 140 to the hot and cold core 220 (the cold core in this case) to complete the cooling of the passenger compartment.
- the second water pump 3112 transports the electric drive coolant that has been heated by heat exchange in the first heat exchanger 120 to the charging unit 3111a, the electric drive component 3111b, the radiator 3121, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314, the first opening 1c and the second opening 2c of the second four-way valve 330 in sequence, and then returns to the second water pump 3112 to complete the circulation of the electric drive coolant, and is used to release the temperature of the electric drive coolant in the first heat exchanger 120 to the external environment through the radiator 3121.
- the third water pump 322 transports the battery coolant cooled by heat exchange in the third heat exchanger 150 to the coolant channel of the battery 321, the third opening 3c and the fourth opening 4c of the second four-way valve 330 in sequence, and then returns to the third water pump 322 to complete the battery coolant circulation, and is used to transport the battery coolant cooled by heat exchange in the third heat exchanger 150 to the coolant channel of the battery 321 to absorb the heat of the battery 321 and complete the cooling of the battery 321.
- Modes 2.1-2.4 in Table 1 are when the external environment is in spring and autumn.
- the cold and hot core 220 is in a heat absorption state
- the first heat exchanger 120 is used as a condenser to release heat
- the second heat exchanger 140 is used as an evaporator to absorb heat
- the third heat exchanger 150 is in a non-working state
- the radiator 3121 is in a heat release state
- the hot core 3131 is in a heat release state
- the compressor 110 is in a working state
- the first interface 1a and the fourth interface 4a of the first four-way valve 170 are connected
- the third interface 3a and the second interface 2a are connected
- the first expansion valve 130 is in a working state
- the second expansion valve 160 is in a non-working state
- the first water pump 210 is in a working state
- the second water pump 3112 is in a working state
- the third water pump 322 is in a non-working state.
- the first connection port 1b and the fourth connection port 4b, and the second connection port 2b and the fourth connection port 4b of the four-way proportional valve 314 are proportionally adjusted, the first opening 1c and the second opening 2c of the second four-way valve 330 are connected, and the third opening 3c and the fourth opening 4c are connected.
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 passes through the first interface 1a and the fourth interface 4a of the first four-way valve 170, flows into the refrigerant channel in the first heat exchanger 120, and transfers heat to the electric drive coolant in the first heat exchanger 120, so that the first heat exchanger 120 acts as a condenser to release heat to the cabin coolant circulation system 30.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a low-temperature and high-pressure liquid, and after passing through the first expansion valve 130, becomes a low-temperature and low-pressure liquid refrigerant, and then flows into the refrigerant channel in the second heat exchanger 140, and absorbs the heat of the passenger compartment coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as an evaporator to absorb the heat in the passenger compartment.
- the refrigerant flowing out of the refrigerant channel in the second heat exchanger 140 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the second interface 2a and the third interface 3a in the first four-way valve 170, and becomes a high-temperature, high-pressure gaseous refrigerant after passing through the compressor 110 for the next circulation.
- the first water pump 210 delivers the passenger compartment coolant cooled by heat exchange in the second heat exchanger 140 to the hot and cold core 220 (the cold core in this case) to complete the cooling of the passenger compartment.
- the second water pump 3112 delivers the electric drive coolant heated by the first heat exchanger 120 to the charging unit 3111a and the electric drive component 3111b in sequence
- part of the electric drive coolant flows into the radiator 3121, and flows out of the fourth connection port 4b of the four-way proportional valve 314 through the first connection port 1b of the four-way proportional valve 314; another part of the electric drive coolant flows into the heat core 3131, and flows out of the fourth connection port 4b of the four-way proportional valve 314 through the second connection port 2b of the four-way proportional valve 314.
- the electric drive coolant flowing out of the fourth connection port 4b of the four-way proportional valve 314 flows through the first opening 1c and the second opening 2c of the second four-way valve 330 in sequence, and then returns to the second water pump 3112 to complete the circulation of the electric drive coolant.
- the hot core 3131 can absorb the electric drive waste heat and the heat of the electric drive coolant of the first heat exchanger 120, and release it into the passenger compartment to increase the temperature of the passenger compartment, thereby realizing the dehumidification function of the passenger compartment.
- first connection port 1b and the fourth connection port 4b, and the second connection port 2b and the fourth connection port 4b of the four-way proportional valve 314 are proportionally adjusted, so that the four-way proportional valve 314 can adjust the ratio of the electric drive coolant flowing into the heat dissipation flow path 312 and the hot core flow path 313 according to actual needs, and then distribute the electric drive waste heat and the heat of the electric drive coolant of the first heat exchanger 120 to the hot core 3131 and the radiator 3121 in proportion, and absorb the heat through the hot core 3131 and release it into the passenger compartment, and release the heat to the external environment through the radiator 3121, so as to adjust the heat released into the passenger compartment by the hot core 3131 by controlling the heat absorbed by the hot core 3131, and then adjust the dehumidification capacity of the passenger compartment.
- the hot and cold core 220 is in a heat absorption state
- the first heat exchanger 120 is used as a condenser to release heat
- the second heat exchanger 140 is used as an evaporator to absorb heat
- the third heat exchanger 150 is used as an evaporator to absorb heat
- the radiator 3121 is in a heat release state
- the hot core 3131 is in a heat release state
- the compressor 110 is in a working state
- the first interface 1a and the fourth interface 4a of the first four-way valve 170 are connected
- the third interface 3a and the second interface 2a are connected
- the first expansion valve 130 is in a working state
- the second expansion valve 160 is in a working state
- the first water pump 210 is in a working state
- the second water pump 3112 is in a working state
- the third water pump 322 is in a working state
- the first connection port 1b and the fourth connection port 4b and the second connection port 2b and the fourth connection port 4b of
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 passes through the first interface 1a and the fourth interface 4a of the first four-way valve 170, flows into the refrigerant channel in the first heat exchanger 120, and transfers heat to the electric drive coolant in the first heat exchanger 120, so that the first heat exchanger 120 acts as a condenser to release heat to the cabin coolant circulation system 30.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a low-temperature and high-pressure liquid, and then part of the refrigerant passes through the first expansion valve 130 and becomes a low-temperature and low-pressure liquid refrigerant, and then flows into the refrigerant channel in the second heat exchanger 140, and absorbs the heat of the passenger compartment coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as an evaporator to absorb the heat in the passenger compartment.
- the refrigerant flowing out of the refrigerant channel in the second heat exchanger 140 and the refrigerant flowing out of the refrigerant channel in the third heat exchanger 150 become a high-temperature, low-pressure liquid, and then both flow into the compressor 110 through the second interface 2a and the third interface 3a in the first four-way valve 170, and pass through the compressor 110 to become a high-temperature, high-pressure gaseous refrigerant for the next circulation flow.
- the first water pump 210 delivers the passenger compartment coolant cooled by heat exchange in the second heat exchanger 140 to the hot and cold core 220 (the cold core in this case) to complete the cooling of the passenger compartment.
- the second water pump 3112 delivers the electric drive coolant heated by the first heat exchanger 120 to the charging unit 3111a and the electric drive component 3111b in sequence
- part of the electric drive coolant flows into the radiator 3121, and flows out of the fourth connection port 4b of the four-way proportional valve 314 through the first connection port 1b of the four-way proportional valve 314; another part of the electric drive coolant flows into the heat core 3131, and flows out of the fourth connection port 4b of the four-way proportional valve 314 through the second connection port 2b of the four-way proportional valve 314.
- the electric drive coolant flowing out of the fourth connection port 4b of the four-way proportional valve 314 flows through the first opening 1c and the second opening 2c of the second four-way valve 330 in sequence, and then returns to the second water pump 3112 to complete the circulation of the electric drive coolant.
- the hot core 3131 can absorb the electric drive waste heat and the heat of the electric drive coolant of the first heat exchanger 120, and release it into the passenger compartment to increase the temperature of the passenger compartment, thereby realizing the dehumidification function of the passenger compartment.
- first connection port 1b and the fourth connection port 4b, and the second connection port 2b and the fourth connection port 4b of the four-way proportional valve 314 are proportionally adjusted, so that the four-way proportional valve 314 can adjust the ratio of the electric drive coolant flowing into the heat dissipation flow path 312 and the hot core flow path 313 according to actual needs, and then distribute the heat of the electric drive waste heat and the electric drive coolant of the first heat exchanger 120 to the hot core 3131 and the radiator 3121 in proportion, and absorb the heat through the hot core 3131 and release it into the passenger compartment, and release the heat to the external environment through the radiator 3121, so as to adjust the heat released into the passenger compartment by the hot core 3131 by controlling the heat absorbed by the hot core 3131, and then adjust the dehumidification capacity of the passenger compartment.
- the third water pump 322 transports the battery coolant cooled by heat exchange in the third heat exchanger 150 to the coolant channel of the battery 321, the third opening 3c and the fourth opening 4c of the second four-way valve 330 in sequence, and then returns to the third water pump 322 to complete the battery coolant circulation, and is used to transport the battery coolant cooled by heat exchange in the third heat exchanger 150 to the coolant channel of the battery 321 to absorb the heat of the battery 321 and complete the cooling of the battery 321.
- 2.3 is the passenger compartment dehumidification + battery heating mode: at this time, the hot and cold core 220 is in a heat absorption state, the first heat exchanger 120 is used as a condenser to release heat, the second heat exchanger 140 is used as an evaporator to absorb heat, the third heat exchanger 150 is not working, the radiator 3121 is in a heat release state, the hot core 3131 is in a heat release state, the compressor 110 is in a working state, the first interface 1a and the fourth interface 4a of the first four-way valve 170 are connected, the third interface 3a and the second interface 2a are connected, the first expansion valve 130 is in a working state, the second expansion valve 160 is not working, the first water pump 210 is in a working state, the second water pump 3112 is in a working state, the third water pump 322 is in a working state, the first connection port 1b and the fourth connection port 4b, and the second connection port 2b and the fourth connection port 4b of the four-way proportional valve 314 are
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 passes through the first interface 1a and the fourth interface 4a of the first four-way valve 170, flows into the refrigerant channel in the first heat exchanger 120, and transfers heat to the electric drive coolant in the first heat exchanger 120, so that the first heat exchanger 120 acts as a condenser to release heat to the cabin coolant circulation system 30.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a low-temperature and high-pressure liquid, and after passing through the first expansion valve 130, becomes a low-temperature and low-pressure liquid refrigerant, and then flows into the refrigerant channel in the second heat exchanger 140, and absorbs the heat of the passenger compartment coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as an evaporator to absorb the heat in the passenger compartment.
- the refrigerant flowing out of the refrigerant channel in the second heat exchanger 140 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the second interface 2a and the third interface 3a in the first four-way valve 170, and becomes a high-temperature, high-pressure gaseous refrigerant after passing through the compressor 110 for the next circulation.
- the first water pump 210 delivers the passenger compartment coolant cooled by heat exchange in the second heat exchanger 140 to the hot and cold core 220 (the cold core in this case) to complete the cooling of the passenger compartment.
- the second water pump 3112 transports the electric drive coolant heated by heat exchange in the first heat exchanger 120 to the charging unit 3111a and the electric drive component 3111b in sequence, part of the electric drive coolant flows into the radiator 3121, and flows out of the fourth connection port 4b of the four-way proportional valve 314 through the first connection port 1b of the four-way proportional valve 314; another part of the electric drive coolant flows into the heat core 3131, and flows out of the fourth connection port 4b of the four-way proportional valve 314 through the second connection port 2b of the four-way proportional valve 314.
- the electric drive coolant flowing out of the fourth connection port 4b of the four-way proportional valve 314 flows through the first opening 1c and the fourth opening 4c of the second four-way valve 330, the third water pump 322, the coolant channel of the third heat exchanger 150, the coolant channel of the battery 321, the third opening 3c and the second opening 2c of the second four-way proportional valve 330 in sequence, and then returns to the second water pump 3112 to complete the circulation of the coolant.
- the heat core 3131 can absorb the electric drive waste heat and the heat of the electric drive coolant of the first heat exchanger 120, and release it into the passenger compartment to increase the temperature of the passenger compartment, thereby realizing the dehumidification function of the passenger compartment.
- first connection port 1b and the fourth connection port 4b, and the second connection port 2b and the fourth connection port 4b of the four-way proportional valve 314 are proportionally adjusted, so that the four-way proportional valve 314 can adjust the proportion of the electric drive coolant flowing into the heat dissipation flow path 312 and the heat core flow path 313 according to actual needs, thereby distributing the heat of the electric drive waste heat and the heat of the electric drive coolant of the first heat exchanger 120 to the heat core 3131 and the radiator 3121 in proportion, and absorbing the heat through the heat core 3131 and releasing it into the passenger compartment, and releasing the heat to the external environment through the radiator 3121, so as to adjust the heat released by the heat core 3131 into the passenger compartment by controlling the heat absorbed by the heat core 3131, thereby adjusting the dehumidification capacity of the passenger compartment.
- the battery 321 can also absorb the waste heat of the electric drive and the heat of the electric drive coolant of the first heat exchanger 120 to complete the heating
- the hot core flow path 313 and the heat dissipation flow path 312 are arranged in parallel.
- the hot core 3131 works to absorb the residual heat of the electric drive and the heat of the electric drive coolant in the first heat exchanger 120, and releases the heat to the passenger compartment to complete the dehumidification process of the passenger compartment.
- the heat of the electric drive coolant in the first heat exchanger 120 is obtained by heat exchange with the refrigerant in the first heat exchanger 120.
- the hot core 3131 in the hot core flow path 313 and the radiator 3121 in the heat dissipation flow path 312 will simultaneously absorb the heat of the electric drive coolant in the first heat exchanger 120 to improve the cooling effect of the refrigerant in the refrigerant channel of the first heat exchanger 120, thereby improving the working efficiency of the compressor 110 in the refrigerant circulation system 10 and reducing the power consumption of the compressor 110.
- the four-way proportional valve 314 can adjust the ratio of the coolant flowing into the heat dissipation flow path 312 and the hot core flow path 313 according to actual needs, so as to adjust the heat released into the passenger compartment by the hot core 3131 by controlling the heat of the coolant that can be absorbed by the hot core 3131, and then adjust the dehumidification capacity of the passenger compartment. Therefore, the four-way proportional valve 314 can steplessly adjust the dehumidification capacity of the hot core 3131.
- the hot and cold core 220 is in a non-working state
- the first heat exchanger 120 is in a non-working state
- the second heat exchanger 140 is in a non-working state
- the third heat exchanger 150 is in a non-working state
- the radiator 3121 is in a heat release state
- the hot core 3131 is in a non-working state
- the compressor 110 is in a non-working state
- the first four-way valve 170 is in a non-working state
- the first expansion valve 130 is in a non-working state
- the second expansion valve 160 is in a non-working state
- the first water pump 210 is in a non-working state
- the second water pump 3112 is in a working state
- the third water pump 322 is in a working state
- the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314 are connected
- the first opening 1c and the fourth opening 4c of the second four-way valve 330 are connected
- the refrigerant circulation system 10 does not work.
- the second water pump 3112 sequentially delivers the coolant to the charging unit 3111a, the electric drive component 3111b, the radiator 3121, the first connection port 1b of the four-way proportional valve 314, the fourth connection port 4b, the first opening 1c of the second four-way valve 330, the fourth opening 4c, the third water pump 322, the coolant channel of the third heat exchanger 150, the coolant channel of the battery 321, the third opening 3c, the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the circulation of the coolant.
- the battery 321 can release heat to the external environment through the radiator 3121, so as to complete the cooling of the battery 321 through the radiator 3121.
- Modes 3.1-3.6 in Table 1 are when the external environment is in winter.
- the hot and cold core 220 is in a heat release state
- the first heat exchanger 120 is used as an evaporator to absorb heat
- the second heat exchanger 140 is used as a condenser to release heat
- the third heat exchanger 150 is in a non-working state
- the radiator 3121 is in a non-working state
- the hot core 3131 is in a non-working state
- the compressor 110 is in a working state
- the first interface 1a and the second interface 2a of the first four-way valve 170 are connected
- the third interface 3a and the fourth interface 4a are connected
- the first expansion valve 130 is in a working state
- the second expansion valve 160 is in a non-working state
- the first water pump 210 is in a working state
- the second water pump 3112 is in a working state
- the third water pump 322 is in a non-working state
- the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314 are connected
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel in the second heat exchanger 140 through the first interface 1a and the second interface 2a in the first four-way valve 170, and transfers heat to the passenger compartment coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as a condenser to release heat into the passenger compartment, and the refrigerant flowing out of the refrigerant channel of the second heat exchanger 140 becomes a low-temperature and high-pressure liquid, and then becomes a low-temperature and low-pressure liquid refrigerant after passing through the first expansion valve 130.
- the low-temperature and low-pressure liquid refrigerant flowing out of the first expansion valve 130 flows into the refrigerant channel in the first heat exchanger 120, and the refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, so that the first heat exchanger 120 acts as an evaporator to absorb the electric drive waste heat through the cabin coolant circulation system 30.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth interface 4a and the third interface 3a in the first four-way valve 170, and becomes a high-temperature, high-pressure gaseous refrigerant after passing through the compressor 110 for the next circulation.
- the first water pump 210 delivers the passenger compartment coolant that has been heated by the second heat exchanger 140 to the cold and hot core 220 (the hot core in this case) to complete the heating of the passenger compartment.
- the second water pump 3112 transports the electric drive coolant after heat exchange and cooling in the first heat exchanger 120 to the charging unit 3111a, the electric drive component 3111b, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314, the first opening 1c and the second opening 2c of the second four-way valve 330 in sequence, and then returns to the second water pump 3112 to complete the circulation of the electric drive coolant, which is used to absorb the electric drive waste heat through the electric drive coolant of the first heat exchanger 120, and then the electric drive coolant of the first heat exchanger 120 exchanges heat with the refrigerant and transfers the heat to the refrigerant circulation system 10.
- the refrigerant flows in the refrigerant circulation system 10, it transfers the heat to the refrigerant of the second heat exchanger 140, and the refrigerant of the second heat exchanger 140 exchanges heat with the passenger compartment coolant, so that the heat is transferred to the passenger compartment coolant circulation system 20, and then the electric drive waste heat is finally transferred to the passenger compartment for heating the passenger compartment.
- the hot and cold core 220 is in a heat release state
- the first heat exchanger 120 is used as an evaporator to absorb heat
- the second heat exchanger 140 is used as a condenser to release heat
- the third heat exchanger 150 is in a non-working state
- the radiator 3121 is in a heat absorption state
- the hot core 3131 is in a non-working state
- the compressor 110 is in a working state
- the first interface 1a and the second interface 2a of the first four-way valve 170 are connected
- the third interface 3a and the fourth interface 4a are connected
- the first expansion valve 130 is in a working state
- the second expansion valve 160 is in a non-working state
- the first water pump 210 is in a working state
- the second water pump 3112 is in a working state
- the third water pump 322 is in a non-working state
- the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314 are
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel in the second heat exchanger 140 through the first interface 1a and the second interface 2a in the first four-way valve 170, and transfers heat to the passenger compartment coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as a condenser to release heat into the passenger compartment, and the refrigerant flowing out of the refrigerant channel of the second heat exchanger 140 becomes a low-temperature and high-pressure liquid, and then becomes a low-temperature and low-pressure liquid refrigerant after passing through the first expansion valve 130.
- the low-temperature and low-pressure liquid refrigerant flowing out of the first expansion valve 130 flows into the refrigerant channel in the first heat exchanger 120, and the refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, so that the first heat exchanger 120 acts as an evaporator to absorb the electric drive waste heat and the heat in the environment through the cabin coolant circulation system 30.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth interface 4a and the third interface 3a in the first four-way valve 170, and becomes a high-temperature, high-pressure gaseous refrigerant after passing through the compressor 110 for the next circulation.
- the first water pump 210 delivers the passenger compartment coolant that has been heated by the second heat exchanger 140 to the cold and hot core 220 (the hot core in this case) to complete the heating of the passenger compartment.
- the second water pump 3112 sequentially delivers the electric drive coolant after heat exchange and cooling in the first heat exchanger 120 to the charging unit 3111a, the electric drive component 3111b, the radiator 3121, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314, the first opening 1c and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the circulation of the electric drive coolant, which is used to absorb the electric drive waste heat through the electric drive coolant of the first heat exchanger 120 and the radiator 3121.
- the heat in the external environment is then transferred to the refrigerant circulation system 10 by the electric drive coolant in the first heat exchanger 120 for heat exchange with the refrigerant.
- the heat is transferred to the refrigerant in the second heat exchanger 140.
- the refrigerant in the second heat exchanger 140 exchanges heat with the passenger compartment coolant, so that the heat is transferred to the passenger compartment coolant circulation system 20. This allows the waste heat of the electric drive and the heat in the external environment to be finally transferred to the passenger compartment for heating the passenger compartment.
- the electric drive circulation loop 310 and the battery circulation loop 320 are completely independent. Since the third heat exchanger 150 is not working, the second expansion valve 160 is not working, and the third water pump 322 is not working, there is no coolant flowing in the battery circulation loop 320 at this time, that is, the battery circulation loop 320 is not working at this time. All the coolant will be injected into the passenger compartment coolant circulation system 20. When the refrigerant of the first heat exchanger 120 flows in the refrigerant circulation system 10, it will transfer heat to the refrigerant of the second heat exchanger 140. The refrigerant in the second heat exchanger 140 exchanges heat with the passenger compartment coolant, thereby accelerating the heating time of the coolant in the second heat exchanger 140 and accelerating the heating speed of the passenger compartment coolant, so that the passenger compartment can be heated quickly.
- 3.3 is the passenger compartment heating (absorbing electric drive waste heat + battery heat storage) mode: at this time, the hot and cold core 220 is in a heat release state, the first heat exchanger 120 is used as an evaporator to absorb heat, the second heat exchanger 140 is used as a condenser to release heat, the third heat exchanger 150 is in a non-working state, the radiator 3121 is in a heat absorption state, the hot core 3131 is in a non-working state, the compressor 110 is in a working state, the first interface 1a and the second interface 2a of the first four-way valve 170 are connected, the third interface 3a and the fourth interface 4a are connected, the first expansion valve 130 is in a working state, the second expansion valve 160 is in a non-working state, the first water pump 210 is in a working state, the second water pump 3112 is in a working state, the third water pump 322 is in a working state, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314 are
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel in the second heat exchanger 140 through the first interface 1a and the second interface 2a in the first four-way valve 170, and transfers heat to the passenger compartment coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as a condenser to release heat into the passenger compartment, and the refrigerant flowing out of the refrigerant channel of the second heat exchanger 140 becomes a low-temperature and high-pressure liquid, and then becomes a low-temperature and low-pressure liquid refrigerant after passing through the first expansion valve 130.
- the low-temperature and low-pressure liquid refrigerant flowing out of the first expansion valve 130 flows into the refrigerant channel in the first heat exchanger 120, and the refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, so that the first heat exchanger 120 acts as an evaporator to absorb the electric drive waste heat through the cabin coolant circulation system 30.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth interface 4a and the third interface 3a in the first four-way valve 170, and becomes a high-temperature, high-pressure gaseous refrigerant after passing through the compressor 110 for the next circulation.
- the first water pump 210 delivers the passenger compartment coolant that has been heated by the second heat exchanger 140 to the cold and hot core 220 (the hot core in this case) to complete the heating of the passenger compartment.
- the second water pump 3112 sequentially delivers the electric drive coolant after heat exchange and cooling in the first heat exchanger 120 to the charging unit 3111a, the electric drive component 3111b, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314, the first opening 1c and the fourth opening 4c of the second four-way valve 330, the third water pump 322, the coolant channel of the third heat exchanger 150, the coolant channel of the battery 321, the third opening 3c and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the coolant circulation for cooling the electric drive coolant through the first heat exchanger 120.
- the electric drive coolant of the first heat exchanger 120 absorbs the waste heat of the electric drive and the heat stored in the battery 321, and then the electric drive coolant of the first heat exchanger 120 exchanges heat with the refrigerant to transfer the heat to the refrigerant circulation system 10.
- the refrigerant flows in the refrigerant circulation system 10
- the refrigerant of the second heat exchanger 140 exchanges heat with the passenger compartment coolant, so that the heat is transferred to the passenger compartment coolant circulation system 20, and then the waste heat of the electric drive and the heat stored in the battery 321 are finally transferred to the passenger compartment for heating the passenger compartment.
- 3.4 is the passenger compartment heating + battery heating (absorbing electric drive waste heat) mode: at this time, the hot and cold core 220 is in a heat release state, the first heat exchanger 120 is used as an evaporator to absorb heat, the second heat exchanger 140 is used as a condenser to release heat, the third heat exchanger 150 is used as a condenser to release heat, the radiator 3121 is in a non-working state, the hot core 3131 is in a non-working state, the compressor 110 is in a working state, the first interface 1a and the second interface 2a of the first four-way valve 170 are connected, the third interface 3a and the fourth interface 4a are connected, the first expansion valve 130 is in a working state, the second expansion valve 160 is in a working state, the first water pump 210 is in a working state, the second water pump 3112 is in a working state, the third water pump 322 is in a working state, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 partially flows into the refrigerant channel in the second heat exchanger 140 through the first interface 1a and the second interface 2a in the first four-way valve 170, and transfers heat to the passenger compartment coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as a condenser to release heat to the passenger compartment, and the refrigerant flowing out of the refrigerant channel of the second heat exchanger 140 becomes a low-temperature and high-pressure liquid, and then passes through the first expansion valve 130 to become a low-temperature and low-pressure liquid refrigerant.
- the low-temperature, low-pressure liquid refrigerant flowing out of the first expansion valve 130 and the second expansion valve 160 flows into the refrigerant channel in the first heat exchanger 120, and the refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, so that the first heat exchanger 120 acts as an evaporator to absorb the electric drive waste heat through the cabin coolant circulation system 30.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth interface 4a and the third interface 3a in the first four-way valve 170, and becomes a high-temperature, high-pressure gaseous refrigerant through the compressor 110 for the next circulation flow.
- the first water pump 210 delivers the passenger compartment coolant that has been heated by the second heat exchanger 140 to the cold and hot core 220 (the hot core in this case) to complete the heating of the passenger compartment.
- the second water pump 3112 transports the electric drive coolant after heat exchange and cooling in the first heat exchanger 120 to the charging unit 3111a, the electric drive component 3111b, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314, the first opening 1c and the second opening 2c of the second four-way valve 330 in sequence, and then returns to the second water pump 3112 to complete the circulation of the electric drive coolant, which is used to absorb the electric drive waste heat through the electric drive coolant of the first heat exchanger 120, and then the electric drive coolant of the first heat exchanger 120 exchanges heat with the refrigerant to transfer the heat to the refrigerant circulation system 10.
- the refrigerant flows in the refrigerant circulation system 10, it transfers part of the heat to the refrigerant in the second heat exchanger 140, and the refrigerant in the second heat exchanger 140 exchanges heat with the passenger compartment coolant, so that part of the electric drive waste heat is transferred to the passenger compartment for heating the passenger compartment.
- the third water pump 322 transports the battery coolant that has been heated by heat exchange in the third heat exchanger 150 to the coolant channel of the battery 321, the third opening 3c and the fourth opening 4c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the battery coolant circulation, which is used to absorb the electric drive waste heat through the electric drive coolant of the first heat exchanger 120, and then the electric drive coolant of the first heat exchanger 120 exchanges heat with the refrigerant to transfer the heat to the refrigerant in the refrigerant circulation system 10, and the refrigerant will transfer another part of the heat to the refrigerant in the third heat exchanger 150 when flowing in the refrigerant circulation system 10, and the refrigerant in the third heat exchanger 150 exchanges heat with the battery coolant, so that another part of the electric drive waste heat is transferred to the battery 321 for heating the battery 321.
- the hot and cold core 220 is in a heat release state
- the first heat exchanger 120 is used as an evaporator to absorb heat
- the second heat exchanger 140 is used as a condenser to release heat
- the third heat exchanger 150 is used as a condenser to release heat
- the radiator 3121 is in a heat absorption state
- the hot core 3131 is in a non-working state
- the compressor 110 is in a working state
- the first interface 1a and the second interface 2a of the first four-way valve 170 are connected
- the third interface 3a and the fourth interface 4a are connected
- the first expansion valve 130 is in a working state
- the second expansion valve 160 is in a working state
- the first water pump 210 is in a working state
- the second water pump 3112 is in a working state
- the third water pump 322 is in a working state
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 partially flows into the refrigerant channel in the second heat exchanger 140 through the first interface 1a and the second interface 2a in the first four-way valve 170, and transfers heat to the passenger compartment coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as a condenser to release heat to the passenger compartment, and the refrigerant flowing out of the refrigerant channel of the second heat exchanger 140 becomes a low-temperature and high-pressure liquid, and then passes through the first expansion valve 130 to become a low-temperature and low-pressure liquid refrigerant.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth interface 4a and the third interface 3a in the first four-way valve 170, and becomes a high-temperature, high-pressure gaseous refrigerant through the compressor 110 for the next circulation flow.
- the first water pump 210 delivers the passenger compartment coolant that has been heated by the second heat exchanger 140 to the cold and hot core 220 (the hot core in this case) to complete the heating of the passenger compartment.
- the second water pump 3112 delivers the electric drive coolant after heat exchange and cooling in the first heat exchanger 120 to the charging unit 3111a, the electric drive component 3111b, the radiator 3121, the first connection port 1b and the fourth connection port 1b of the four-way proportional valve 314 in sequence.
- the electric drive coolant circulation which is used to absorb the electric drive waste heat and the heat in the external environment absorbed by the radiator 3121 through the electric drive coolant of the first heat exchanger 120, and then the electric drive coolant of the first heat exchanger 120 exchanges heat with the refrigerant to transfer the heat to the refrigerant in the refrigerant circulation system 10, and the refrigerant will transfer part of the heat to the refrigerant in the second heat exchanger 140 when flowing in the refrigerant circulation system 10, and the refrigerant in the second heat exchanger 140 exchanges heat with the passenger compartment coolant, so that part of the electric drive waste heat and the heat in the external environment absorbed by the radiator 3121 are transferred to the passenger compartment for heating the passenger compartment.
- the third water pump 322 transports the battery coolant that has been heated by heat exchange in the third heat exchanger 150 to the coolant channel of the battery 321, the third opening 3c and the fourth opening 4c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the battery coolant circulation, which is used to absorb the electric drive waste heat and the heat in the external environment absorbed by the radiator 3121 through the electric drive coolant of the first heat exchanger 120, and then the electric drive coolant of the first heat exchanger 120 exchanges heat with the refrigerant to transfer the heat to the refrigerant in the refrigerant circulation system 10, and the refrigerant will transfer another part of the heat to the refrigerant in the third heat exchanger 150 when flowing in the refrigerant circulation system 10, and the refrigerant of the third heat exchanger 150 exchanges heat with the battery coolant, so that another part of the electric drive waste heat and the heat in the external environment absorbed by the radiator 3121 are transferred to the battery 321 for heating the battery 321.
- 3.6 is the passenger compartment heating + battery heating (polar temperature, self-circulation technology) mode: at this time, the hot and cold core 220 is in a heat release state, the first heat exchanger 120 is used as an evaporator to absorb heat, the second heat exchanger 140 is used as a condenser to release heat, the third heat exchanger 150 is used as a condenser to release heat, the radiator 3121 is in a non-working state, the hot core 3131 is in a non-working state, the compressor 110 is in a working state, the first interface 1a and the second interface 2a of the first four-way valve 170 are connected, the third interface 3a and the fourth interface 4a are connected, the first expansion valve 130 is in a working state, the second expansion valve 160 is in a working state, the first water pump 210 is in a working state, the second water pump 3112 is in a working state, the third water pump 322 is in a working state, the third connection port 3b and the fourth connection port 4b of the four-way proportional
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 partially flows into the refrigerant channel in the second heat exchanger 140 through the first interface 1a and the second interface 2a in the first four-way valve 170, and transfers heat to the passenger compartment coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as a condenser to release heat to the passenger compartment, and the refrigerant flowing out of the refrigerant channel of the second heat exchanger 140 becomes a low-temperature and high-pressure liquid, and then passes through the first expansion valve 130 to become a low-temperature and low-pressure liquid refrigerant.
- the low-temperature, low-pressure liquid refrigerant flowing out of the first expansion valve 130 and the second expansion valve 160 flows into the refrigerant channel in the first heat exchanger 120, and the refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, so that the first heat exchanger 120 is used as an evaporator to absorb the electric drive waste heat through the cabin coolant circulation system 30.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth interface 4a and the third interface 3a in the first four-way valve 170, and becomes a high-temperature, high-pressure gaseous refrigerant through the compressor 110 for the next circulation flow.
- the first water pump 210 delivers the passenger compartment coolant that has been heated by the second heat exchanger 140 to the cold and hot core 220 (the hot core in this case) to complete the heating of the passenger compartment.
- the second water pump 3112 transports the electric drive coolant after heat exchange and cooling in the first heat exchanger 120 to the charging unit 3111a, the electric drive component 3111b, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314, the first opening 1c and the fourth opening 4c of the second four-way valve 330, the third water pump 322, the coolant channel of the third heat exchanger 150, the coolant channel of the battery 321, the third opening 3c and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the coolant circulation.
- the first heat exchanger 120 and the third heat exchanger 150 are connected in series, and the coolant flows from the battery coolant channel of the third heat exchanger 150 to the electric drive coolant channel of the first heat exchanger 120, so that in extremely cold weather, the heat released by the third heat exchanger 150 as a condenser is transferred to the first heat exchanger 120, and the heat is transferred to the refrigerant circulation system 10 through the heat exchange between the coolant and the refrigerant in the first heat exchanger 120, so as to maintain the self-circulation operation of the refrigerant circulation system 10 at low temperatures.
- the refrigerant in the first heat exchanger 120 since the refrigerant channel in the first heat exchanger 120 is connected to the refrigerant channel in the second heat exchanger 140, the refrigerant in the first heat exchanger 120 will also flow through the refrigerant channel in the second heat exchanger 140, and through the heat exchange between the passenger compartment coolant and the refrigerant in the second heat exchanger 140, the excess heat in the refrigerant circulation system 10 is transferred to the passenger compartment coolant circulation system 20, and released into the passenger compartment for heating, so as to eliminate the air-assisted electric heater in the passenger compartment or the high-pressure water heater on the coolant side in the traditional thermal management system, thereby greatly reducing the number of components of the thermal management system of the automobile and greatly reducing the complexity of the circuit.
- Modes 4.1-4.4 in Table 1 are when the external environment is in winter or spring and autumn.
- 4.1 is the electric drive waste heat heating battery (no cooling/heating demand in the passenger compartment) mode: at this time, the cold and hot core 220 is in a heat release state, the first heat exchanger 120 is used as an evaporator to absorb heat, the second heat exchanger 140 is in a non-working state, the third heat exchanger 150 is in a non-working state, the radiator 3121 is in a non-working state, the hot core 3131 is in a non-working state, the compressor 110 is in a non-working state, the first four-way valve 170 is in a non-working state, the first expansion valve 130 is in a non-working state, the second expansion valve 160 is in a non-working state, the first water pump 210 is in a non-working state, the second water pump 3112 is in a working state, the third water pump 322 is in a working state, the first connection port 1b and the fourth connection port 4b, and the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 3
- the refrigerant circulation system 10 does not work.
- the second water pump 3112 sequentially delivers the coolant in the first heat exchanger 120 to the charging unit 3111a and the electric drive component 3111b, part of the electric drive coolant flows into the radiator 3121, and flows out of the fourth connection port 4b of the four-way proportional valve 314 through the first connection port 1b of the four-way proportional valve 314; another part of the electric drive coolant flows into the third connection port 3b of the four-way proportional valve 314, and flows out of the fourth connection port 4b of the four-way proportional valve 314.
- the electric drive coolant flowing out of the fourth connection port 4b of the four-way proportional valve 314 sequentially flows through the first opening 1c, the fourth opening 4c of the second four-way valve 330, the third water pump 322, the coolant channel of the third heat exchanger 150, the coolant channel of the battery 321, the third opening 3c, and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the circulation of the coolant.
- the battery 321 can absorb the electric drive waste heat and the heat of the electric drive coolant of the first heat exchanger 120, which is used to heat the battery 321.
- first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314, and the third connection port 3b and the fourth connection port 4b are proportionally adjusted, so that the four-way proportional valve 314 can adjust the ratio of the electric drive coolant flowing into the heat dissipation flow path 312 and directly flowing through the electric drive flow path according to actual needs, and then distribute the electric drive waste heat to the electric drive flow path and the heat dissipation flow path 312 in proportion, so as to control the electric drive waste heat absorbed by the battery 321 by controlling the flow rate of the coolant in the electric drive flow path, and then adjust the amount of electric drive waste heat absorbed by the battery 321 according to the temperature of the external environment. For example, in spring and autumn, part of the electric drive waste heat can be allocated to the heat dissipation flow path 312, and in winter, all the electric drive waste heat can be allocated to the electric drive flow path for heating the battery 321.
- 4.2 is the mode of heat pump system heating battery (heat pump system absorbs waste heat of electric drive): at this time, the hot and cold core 220 is in a non-working state, the first heat exchanger 120 is used as an evaporator to absorb heat, the second heat exchanger 140 is in a non-working state, the third heat exchanger 150 is used as a condenser to release heat, the radiator 3121 is in a non-working state, the hot core 3131 is in a non-working state, the compressor 110 is in a working state, the first interface 1a and the second interface 2a of the first four-way valve 170 are connected, the third interface 3a and the fourth interface 4a are connected, the first expansion valve 130 is in a non-working state, the second expansion valve 160 is in a working state, the first water pump 210 is in a non-working state, the second water pump 3112 is in a working state, the third water pump 322 is in a working state, the third connection port 3b and the fourth connection port 4b of the four
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel in the third heat exchanger 150 through the first interface 1a and the second interface 2a in the first four-way valve 170, and transfers heat to the battery coolant in the third heat exchanger 150, so that the third heat exchanger 150 acts as a condenser to release heat to the battery 321, and the refrigerant flowing out of the refrigerant channel of the third heat exchanger 150 becomes a low-temperature and high-pressure liquid, and then becomes a low-temperature and low-pressure liquid refrigerant after passing through the second expansion valve 160.
- the low-temperature and low-pressure liquid refrigerant flowing out of the second expansion valve 160 flows into the refrigerant channel in the first heat exchanger 120, and the refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, so that the first heat exchanger 120 acts as an evaporator to absorb the electric drive waste heat through the cabin coolant circulation system 30.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth interface 4a and the third interface 3a in the first four-way valve 170, and becomes a high-temperature, high-pressure gaseous refrigerant after passing through the compressor 110 for the next circulation.
- the second water pump 3112 sequentially delivers the electric drive coolant after heat exchange and cooling in the first heat exchanger 120 to the charging unit 3111a, the electric drive component 3111b, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314, the first opening 1c and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the circulation of the electric drive coolant.
- the third water pump 322 sequentially delivers the battery coolant after heat exchange and heating in the third heat exchanger 150 to the coolant channel of the battery 321, the third opening 3c and the fourth opening 4c of the second four-way valve 330, and then returns to the third water pump 322 to complete the circulation of the battery coolant.
- the first heat exchanger 120 absorbs the residual heat of the electric drive, and transfers the heat to the battery 321 through heat exchange with the third heat exchanger 150 for heating the battery 321.
- the hot and cold core 220 is in a non-working state
- the first heat exchanger 120 is used as an evaporator to absorb heat
- the second heat exchanger 140 is in a non-working state
- the third heat exchanger 150 is used as a condenser to release heat
- the radiator 3121 is in a heat absorbing state
- the hot core 3131 is in a non-working state
- the compressor 110 is in a working state
- the first interface 1a and the second interface 2a of the first four-way valve 170 are connected
- the third interface 3a and the fourth interface 4a are connected
- the first expansion valve 130 is in a non-working state
- the second expansion valve 160 is in a working state
- the first water pump 210 is in a non-working state
- the second water pump 3112 is in a working state
- the third water pump 322 is in a working state
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel in the third heat exchanger 150 through the first interface 1a and the second interface 2a in the first four-way valve 170, and transfers heat to the battery coolant in the third heat exchanger 150, so that the third heat exchanger 150 acts as a condenser to release heat to the battery 321, and the refrigerant flowing out of the refrigerant channel of the third heat exchanger 150 becomes a low-temperature and high-pressure liquid, and then becomes a low-temperature and low-pressure liquid refrigerant after passing through the second expansion valve 160.
- the low-temperature and low-pressure liquid refrigerant flowing out of the second expansion valve 160 flows into the refrigerant channel in the first heat exchanger 120, and the refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, so that the first heat exchanger 120 acts as an evaporator to absorb the electric drive waste heat and the heat in the external environment through the cabin coolant circulation system 30.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth interface 4a and the third interface 3a in the first four-way valve 170, and becomes a high-temperature, high-pressure gaseous refrigerant after passing through the compressor 110 for the next circulation.
- the second water pump 3112 sequentially delivers the electric drive coolant after heat exchange and cooling by the first heat exchanger 120 to the charging unit 3111a, the electric drive component 3111b, the radiator 3121, the first connection port 1b of the four-way proportional valve 314, the fourth connection port 4b, the first opening 1c and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the circulation of the electric drive coolant.
- the third water pump 322 sequentially delivers the battery coolant after heat exchange and heating by the third heat exchanger 150 to the coolant channel of the battery 321, the third opening 3c and the fourth opening 4c of the second four-way valve 330, and then returns to the third water pump 322 to complete the circulation of the battery coolant.
- the first heat exchanger 120 absorbs the residual heat of the electric drive and the heat absorbed by the radiator 3121 from the external environment, and transfers the heat to the battery 321 through heat exchange with the third heat exchanger 150 for heating the battery 321.
- the hot and cold core 220 is in a non-working state
- the first heat exchanger 120 is used as an evaporator to absorb heat
- the second heat exchanger 140 is in a non-working state
- the third heat exchanger 150 is used as a condenser to release heat
- the radiator 3121 is in a non-working state
- the hot core 3131 is in a non-working state
- the compressor 110 is in a working state
- the first interface 1a and the second interface 2a of the first four-way valve 170 are connected
- the third interface 3a and the fourth interface 4a are connected
- the first expansion valve 130 is in a non-working state
- the second expansion valve 160 is in a working state
- the first water pump 210 is in a non-working state
- the second water pump 3112 is in a working state
- the third water pump 322 is in a working state
- the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel in the third heat exchanger 150 through the first interface 1a and the second interface 2a in the first four-way valve 170, and transfers heat to the battery coolant in the third heat exchanger 150, so that the third heat exchanger 150 acts as a condenser to release heat to the battery 321, and the refrigerant flowing out of the refrigerant channel of the third heat exchanger 150 becomes a low-temperature and high-pressure liquid, and then becomes a low-temperature and low-pressure liquid refrigerant after passing through the second expansion valve 160.
- the low-temperature and low-pressure liquid refrigerant flowing out of the second expansion valve 160 flows into the refrigerant channel in the first heat exchanger 120, and the refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, so that the first heat exchanger 120 acts as an evaporator to absorb the electric drive waste heat through the cabin coolant circulation system 30.
- the refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth interface 4a and the third interface 3a in the first four-way valve 170, and becomes a high-temperature, high-pressure gaseous refrigerant after passing through the compressor 110 for the next circulation.
- the second water pump 3112 sequentially delivers the electric drive coolant after heat exchange and cooling in the first heat exchanger 120 to the charging unit 3111a, the electric drive component 3111b, the third connection port 3b of the four-way proportional valve 314, the fourth connection port 4b, the first opening 1c of the second four-way valve 330, the fourth opening 4c, the third water pump 322, the battery coolant channel of the third heat exchanger 150, the coolant channel of the battery 321, the third opening 3c, the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the coolant circulation.
- the first heat exchanger 120 and the third heat exchanger 150 are connected in series, and absorb the residual heat of the electric drive, and transfer the heat to the battery 321 during the heat circulation process of the first heat exchanger 120 and the third heat exchanger 150 for heating the battery 321.
- This embodiment provides a car, including the thermal management system of the car in Embodiment 1.
- the thermal management system of the automobile involves components such as the air conditioner of the automobile, the motor, the charger and the battery 321 arranged in the cabin, and selectively connects the refrigerant circulation system 10, the passenger compartment coolant circulation system 20 and the cabin coolant circulation system 30 by controlling the connection and blocking between different openings of the first four-way valve 170, the second four-way valve 330 and the four-way proportional valve 314, so as to perform thermal management on the passenger compartment and the cabin of the automobile.
- the flammable and environmentally friendly refrigerant can exchange heat through two parallel circuits to avoid the danger of burning due to excessive refrigerant filling and leakage into the passenger compartment.
- the thermal management system of the automobile has the advantage of being applicable to refrigerants that require secondary circuits.
- the thermal management system of the automobile can complete the cooling or heating of the passenger compartment and the battery 321 through the heat exchange of the heat exchanger by controlling the flow direction of the refrigerant, without adding components such as electric heaters on the passenger compartment and the battery 321 side, thereby greatly reducing the number of components of the thermal management system of the automobile and greatly reducing the complexity of the circuit.
- the thermal management system of the automobile generates heat through the self-circulation process of the refrigerant, and does not need to generate heat through high-speed rotating components such as motors, so the reliability of the refrigerant circulation system 10 is higher.
- the heating efficiency is also higher than the heating efficiency of the motor stalling.
- the distribution of heat and cold in the coolant circulation system of the thermal management system of the automobile is achieved by controlling a simple valve body, so the thermal management system of the automobile also has the advantage of a simple overall structure.
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Abstract
本发明公开了一种汽车的热管理***及汽车,热管理***包括制冷剂循环***和冷却液循环***。制冷剂循环***包括压缩机、第一换热器、第一膨胀阀、第二换热器、第三换热器、第二膨胀阀及第一流路切换部件。第一换热器具有独立且可热传递的制冷剂通道和电驱冷却液通道;第二换热器具有独立且可热传递的制冷剂通道和乘客舱冷却液通道;第三换热器具有独立且可热传递的制冷剂通道和电池冷却液通道。冷却液循环***包括乘客舱冷却液循环***和机舱冷却液循环***。乘客舱冷却液循环***包括第一水泵和冷热芯。机舱冷却液循环***包括电驱循环回路、电池循环回路及第二流路切换部件。该热管理***适用于需二次回路的制冷剂,且***的零部件数量少。
Description
本发明涉及汽车热管理技术领域,尤其涉及一种汽车的热管理***及汽车。
随着新能源技术的快速发展,空调热管理的集成效率要求越来越高,对空调热管理技术提出更高的挑战。空调热管理技术主要需要解决乘客舱热管理问题和电池热管理问题。
乘客舱热管理制热方案解决:
乘客舱热管理解决方案主要有水侧高压电加热器或者空气侧高压电加热器,两种方案的制热效率均小于1。为了提高制热效率,部分车型基于制冷剂循环回路增加热泵功能,但热泵技术的制冷剂回路增加的辅件较多,结构较为复杂、成本较高,且低温(如-10℃)时,受限于制冷剂的特性以及室外换热器结霜问题,还需要保留高压的电加热方案。
另外,部分车型可以利用电机堵转发热作为热泵***的热源,但电机堵转的制热效率非常低,且由于永磁同步电机不能实现电机的堵转发热,故设置有永磁同步电机的车型无法利用电机堵转发热作为热泵***的热源。
电池热管理***方案:
对于纯电动汽车,为避免低温影响电池的充电效率以及充电时长,一般还配有电池加热***。常用的电池加热***包括电池内部的PTC(发热元件),以及通过在电池冷却液回路中增加水侧高压电加热器,以在低温下加热冷却液,再由冷却液通过电池底部的水冷板完成电池的加热,但这两种加热方式的加热效率较低。并且,电池加热***与乘客舱加热***一般需要两套辅助高压电加热器,对***成本及整车布置不友好。
另外,当前的R134a制冷剂的GWP(全球变暖潜能值)超过1300,不符合环保法规要求。而对于可行性之一的R290制冷剂,由于其具有可燃性,需要采用二次回路,以避免因制冷剂压力过大而造成危险,且制冷剂需要与冷却液换热,用于乘客舱制冷、制热和除湿,电池的加热和冷却,以及电机的冷却和余热利用,故需要非常复杂的水侧多通路阀件,回路设计复杂,对该制冷剂的发展有一定的制约性。
因此,现有技术中的汽车的热管理***存在零部件数量多、回路复杂以及无法适用于需要二次回路的制冷剂的问题。
发明内容
本发明的目的在于解决现有技术中的汽车的热管理***存在零部件数量多、回路复杂以及无法适用于需要二次回路的制冷剂的问题。
为解决上述问题,本发明的一种实施方式提供了一种汽车的热管理***,包括:制冷剂循环***,制冷剂循环***包括压缩机、第一换热器、第一膨胀阀、第二换热器、第三换热器、第二膨胀阀以及第一流路切换部件,第一换热器具有相互独立且可进行热传递的制冷剂通道和电驱冷却液通道;第二换热器具有相互独立且可进行热传递的制冷剂通道和乘客舱冷却液通道;第三换热器具有相互独立且可进行热传递的制冷剂通道和电池冷却液通道。其中,第一换热器的制冷剂通道的第一端分别与第一膨胀阀的第一端和第二膨胀阀的第一端连接;第一膨胀阀的第二端与第二换热器的制冷剂通道的第一端 连接,第二膨胀阀的第二端与第三换热器的制冷剂通道的第一端连接,且第一膨胀阀与第二膨胀阀以并联的方式设置。
第一流路切换部件设置于压缩机、第一换热器的制冷剂通道的第二端、第二换热器的制冷剂通道的第二端、以及第三换热器的制冷剂通道的第二端之间,以选择性地将第二换热器的制冷剂通道的第二端、压缩机的第一端、压缩机的第二端和第一换热器的制冷剂通道的第二端依次连通,以及将第三换热器的制冷剂通道的第二端、压缩机的第一端、压缩机的第二端和第一换热器的制冷剂通道的第二端依次连通,使得第一换热器可用作冷凝器、第二换热器和第三换热器均可用作蒸发器。
或者,将第一换热器的制冷剂通道的第二端、压缩机的第一端、压缩机的第二端和第二换热器的制冷剂通道的第二端依次连通,以及将第一换热器的制冷剂通道的第二端、压缩机的第一端、压缩机的第二端和第三换热器的制冷剂通道的第二端依次连通,使得第一换热器可用作蒸发器、第二换热器和第三换热器均可用作冷凝器。
冷却液循环***,冷却液循环***包括:乘客舱冷却液循环***,且第二换热器的乘客舱冷却液通道与乘客舱冷却液循环***连接。
机舱冷却液循环***,机舱冷却液循环***包括电驱循环回路和电池循环回路。电驱循环回路的第一端与第一换热器的电驱冷却液通道的第一端连接,电驱循环回路的第二端与第一换热器的电驱冷却液通道的第二端连接。电池循环回路的第一端与第三换热器的电池冷却液通道的第一端连接,电池循环回路的第二端与第三换热器的电池冷却液通道的第二端连接。
采用上述技术方案,在该制冷剂循环***中,制冷剂可分别流经并联的第一膨胀阀和第二换热器的回路与第二膨胀阀和第三换热器的回路,以使得具有可燃性的环保型制冷剂能够通过两条并联的回路进行换热,避免因制冷剂加注量过多以及泄漏至乘客舱而使其燃烧进而产生危险。故该汽车的热管理***具有能够适用于需要二次回路的制冷剂的优势。
并且,制冷剂循环***通过第一换热器、第二换热器以及第三换热器即可与乘客舱冷却液循环***、电驱循环回路以及电池循环回路进行换热。当外界环境的温度较高时,第一换热器用作冷凝器放热、第二换热器和第三换热器均用作蒸发器吸热,此时,第二换热器换热降温的乘客舱冷却液可输送至乘客舱冷却液循环***中吸收乘客舱的热量,以进行乘客舱的降温冷却。第三换热器换热降温的电池冷却液可输送至电池循环回路中,以进行电池的冷却,进而避免因高温而影响电池性能。第一换热器换热升温的电驱冷却液可输送至电驱循环回路中,并通过电驱循环回路将热量转移至外界环境中。当外界环境的温度较低时,第一换热器用作蒸发器吸热、第二换热器和第三换热器均用作冷凝器放热,第二换热器换热升温的乘客舱冷却液可输送至乘客舱冷却液循环***中并向乘客舱释放热量,以进行乘客舱的供热。第三换热器换热升温的电池冷却液可输送至电池循环回路中,以加热电池,进而避免因低温而影响电池性能。第一换热器换热降温的电驱冷却液可输送至电驱循环回路中,以吸收电驱余热和环境热量,从而充分利用热管理系 统中的能量,进而提高热管理***中的能量利用率。因此,该汽车的热管理***通过控制制冷剂的流向,即可通过换热器的热量交换完成乘客舱和电池的制冷或者制热,无需在乘客舱和电池侧增设电加热器等部件,从而大大减少该汽车的热管理***的零部件数量,大大降低回路的复杂度。
另外,该热管理***是通过制冷剂的自循环过程来制热的,无需通过电机等高速旋转的部件进行制热,故制冷剂循环***的可靠性更高。同时,制热效率也高于电机堵转的制热效率。
根据本发明的另一具体实施方式,本发明公开了一种汽车的热管理***,乘客舱冷却液循环***包括第一水泵和冷热芯;第一水泵的输出端与冷热芯的输入端连通,冷热芯的输出端与第二换热器的乘客舱冷却液通道的输入端连通,第二换热器的乘客舱冷却液通道的输出端与第一水泵的输入端连通。
采用上述技术方案,当外界环境的温度较高时,第一水泵将经过第二换热器换热降温的乘客舱冷却液输送至乘客舱的冷热芯(此时作为冷芯),以进行乘客舱的降温冷却。当外界环境的温度较低时,第一水泵可将经过第二换热器换热升温的乘客舱冷却液输送至乘客舱的冷热芯(此时作为热芯),以进行乘客舱的供热。在该乘客舱冷却液循环***中,第一水泵能够驱动乘客舱冷却液流向乘客舱冷却液循环***中,以提高乘客舱冷却液的流动速度,进而提高乘客舱的换热效率。冷热芯能够吸收乘客舱中更多的热量,或者将更多的热量释放到乘客舱中,从而提高乘客舱的换热效果。
根据本发明的另一具体实施方式,本发明公开了一种汽车的热管理***,机舱冷却液循环***还包括第二流路切换部件,第二流路切换部件设置于电驱循环回路与电池循环回路之间,以选择性地将电驱循环回路与电池循环回路以相互独立的方式设置,或者将电驱循环回路与电池循环回路以串联的方式设置。
采用上述技术方案,电驱循环回路与电池循环回路以相互独立的方式设置时,通过第一换热器的电驱冷却液和制冷剂的换热,使得制冷剂循环***能够与电驱循环回路进行换热。通过第三换热器的电池冷却液和制冷剂的换热,使得制冷剂循环***能够与电池循环回路换热。当电驱循环回路与电池循环回路以串联的方式设置时,第一换热器和第三换热器串联,冷却液可从第三换热器流动至第一换热器,以在极端寒冷天气下,将第三换热器用作冷凝器释放的热量转移至第一换热器,并通过第一换热器中的冷却液与制冷剂的换热,将热量传递至制冷剂循环***中,以维持制冷剂循环***在低温下的自循环运行。同时,由于第一换热器中的制冷剂通道与第二换热器中的制冷剂通道连通,故第一换热器中的制冷剂也会流经第二换热器中的制冷剂通道中,并通过第二换热器中的乘客舱冷却液与制冷剂的换热,将制冷剂循环***中多余的热量传递至乘客舱冷却液循环***中,并释放到乘客舱中进行制热,以取消传统热管理***中乘客舱内的空气辅助电加热器或者冷却液侧的高压水加热器,从而大大减少该汽车的热管理***的零部件数量,大大降低回路的复杂度。并且,电驱循环回路与电池循环回路串联时,可以利用电驱余热加热电池,也可以将电池的热量通过电驱循环回路释放到外界环境中。
根据本发明的另一具体实施方式,本发明公开了一种汽车的热管理***,第一流路切换部件设置为第一四通阀。第一四通阀具有第一接口、第二接口、第三接口和第四接口,第一接口与压缩机的第二端连接,第二接口分别与第二换热器的制冷剂通道的第二端、第三换热器的制冷剂通道的第二端连接,第三接口与压缩机的第一端连接,第四接口与第一换热器的制冷剂通道的第二端连接。
当第一四通阀中的第一接口与第四接口连通,第二接口与第三接口连通时,第二换热器的制冷剂通道的第二端、第一四通阀的第二接口、第三接口、压缩机的第一端、压缩机的第二端、第一四通阀的第一接口、第四接口、第一换热器的制冷剂通道的第二端、第一换热器的制冷剂通道的第一端、第一膨胀阀、第二换热器的制冷剂通道的第一端可依次连通,形成第一制冷剂循环回路;并且,第三换热器的制冷剂通道的第二端、第一四通阀的第二接口、第三接口、压缩机的第一端、压缩机的第二端、第一四通阀的第一接口、第四接口、第一换热器的制冷剂通道的第二端、第一换热器的制冷剂通道的第一端、第二膨胀阀、第三换热器的制冷剂通道的第一端可依次连通,形成第二制冷剂循环回路。
当第一四通阀中的第一接口与第二接口连通,第三接口与第四接口连通时,第一换热器的制冷剂通道的第二端、第一四通阀的第四接口、第三接口、压缩机的第一端、压缩机的第二端、第一四通阀的第一接口、第二接口、第二换热器的制冷剂通道的第二端、第二换热器的制冷剂通道的第一端、第一膨胀阀、第一换热器的制冷剂通道的第一端可依次连通,形成第三制冷剂循环回路;并且,第一换热器的制冷剂通道的第二端、第一四通阀的第四接口、第三接口、压缩机的第一端、压缩机的第二端、第一四通阀的第一接口、第二接口、第三换热器的制冷剂通道的第二端、第三换热器的制冷剂通道的第一端、第二膨胀阀、第一换热器的制冷剂通道的第一端可依次连通,形成第四制冷剂循环回路。
采用上述技术方案,当第一四通阀中的第一接口与第四接口连通,第二接口与第三接口连通时,压缩机中流出的高温高压气态制冷剂经过第一四通阀中的第一接口与第四接口,流入第一换热器内的制冷剂通道,并将热量传递给第一换热器内的电驱冷却液,以使得第一换热器用作冷凝器向机舱冷却液循环***中放热。流出第一换热器内的制冷剂通道的制冷剂变成低温高压液态,然后部分制冷剂经过第一膨胀阀后,变成低温低压液态制冷剂,并流入第二换热器内的制冷剂通道,吸收第二换热器内的乘客舱冷却液的热量,以使得第二换热器用作蒸发器吸收乘客舱内的热量。另一部分制冷剂经过第二膨胀阀后,变成低温低压液态制冷剂,然后流入第三换热器内的制冷剂通道,并吸收第三换热器内的电池冷却液的热量,以使得第三换热器用作蒸发器吸电池的热量。流出第二换热器内的制冷剂通道的制冷剂和流出第三换热器内的制冷剂通道的制冷剂变成高温低压液态,再均通过第一四通阀中的第二接口与第三接口流入压缩机中,并经过压缩机变成高温高压气态制冷剂,以进行下一次循环流动。
当第一四通阀中的第一接口与第二接口连通,第三接口与第四接口连通时,压缩机 中流出的高温高压气态制冷剂经过第一四通阀中的第一接口与第二接口部分流入第二换热器内的制冷剂通道,并将热量传递给第二换热器内的乘客舱冷却液,以使得第二换热器用作冷凝器向乘客舱内释放热量,流出第二换热器的制冷剂通道的制冷剂变成低温高压液态,再经过第一膨胀阀后,变成低温低压液态制冷剂。压缩机中流出的另一部分高温高压气态制冷剂流入第三换热器内的制冷剂通道,并将热量传递给第三换热器内的电池冷却液,以使得第三换热器用作冷凝器向电池释放热量,流出第三换热器的制冷剂通道的制冷剂变成低温高压液态,再经过第二膨胀阀后,变成低温低压液态制冷剂。然后从第一膨胀阀和第二膨胀阀流出的低温低压液态制冷剂流入第一换热器内的制冷剂通道,以使得第一换热器用作蒸发器通过机舱冷却液循环***吸收电驱余热和环境中的热量。流出第一换热器内的制冷剂通道的制冷剂变成高温低压液态,再通过第一四通阀中的第四接口与第三接口流入压缩机中,并经过压缩机变成高温高压气态制冷剂,以进行下一次循环流动。
因此,该汽车的热管理***通过在制冷剂循环***中设置第一四通阀,即可通过第一四通阀的换向,来转换制冷剂循环***中的制冷剂的流动方向,进而在外界环境的温度较高时,使得第一换热器用作冷凝器放热、第二换热器和第三换热器用作蒸发器吸热。在外界环境的温度较低时,第一换热器用作蒸发器吸热、第二换热器和第三换热器用作冷凝器放热。也就是说,制冷剂循环***中仅通过第一四通阀的换向,即可改变第一换热器与第二换热器和第三换热器的制冷或者制热的功能,无需在乘客舱和电池侧增设电加热器等部件,从而大大减少该汽车的热管理***的零部件数量,大大降低回路的复杂度。并且,该汽车的热管理***还能充分利用电驱余热和热泵中经过换热加热后的冷却液加热电池,从而具有能量利用率高以及加热效率高的优势。
根据本发明的另一具体实施方式,本发明公开了一种汽车的热管理***,电驱循环回路包括电驱冷却液流路和散热流路,电驱冷却液流路包括以串联的方式连接的电驱组件和第二水泵,散热流路包括散热器。
电驱循环回路还包括第三流路切换部件,第三流路切换部件设置于电驱冷却液流路和散热流路之间,以选择性地将电驱冷却液流路独立连通旁通散热流路,或者将电驱冷却液流路与散热流路以串联的方式设置。其中,电驱冷却液流路的第一端构成电驱循环回路的第一端,电驱冷却液流路的第二端构成电驱循环回路的第二端。
采用上述技术方案,当电驱组件的余热足够向制冷剂循环***供热时,电驱冷却液流路独立连通且旁通散热流路,电驱冷却液流经第一换热器的电驱冷却液通道并与第一换热器的制冷剂通道中的制冷剂换热,且传递至制冷剂循环***中,以回收电驱组件的余热,进而提高该热管理***的能量利用率。当电驱组件的余热不足以向制冷剂循环***供热时,电驱冷却液流路与散热流路以串联的方式设置,以使得电驱循环回路将通过低温散热器从外界环境中吸收的热量以及电驱组件的余热传递至第一换热器的电驱冷却液中,并与第一换热器的制冷剂通道中的制冷剂换热,且传递至制冷剂循环***中,以满足制冷剂循环***的供热需求。同时,散热流路中的低温散热器也能吸收第一换热器 的电驱冷却液中的热量,并通过第一换热器的制冷剂与电驱冷却液的换热,将制冷剂循环***中的热量转移至外界环境中。因此,该汽车的热管理***的电驱循环回路仅需设置第三流路切换部件,即可使得电驱循环回路根据制冷剂循环***的热量需求与其进行热量交换,从而使得电驱循环回路的整体结构更加简单。
根据本发明的另一具体实施方式,本发明公开了一种汽车的热管理***,电驱循环回路还包括热芯流路,热芯流路包括热芯。热芯设置于电驱组件与第三流路切换部件之间,使得第三流路切换部件还能选择性地将电驱冷却液流路与热芯流路以串联的方式设置。
采用上述技术方案,电驱冷却液流路与热芯流路以串联的方式设置时,热芯能够吸收电驱余热以及第一换热器的电驱冷却液的热量,并释放到乘客舱中,以调高乘客舱的温度,进而实现乘客舱的除湿功能。并且,由于热芯流路和散热流路是并联设置的,故通过调节第三流路切换部件即可根据实际需求调整流入散热流路和热芯流路的电驱冷却液的比例,进而将电驱余热和第一换热器的电驱冷却液的热量按比例分配给热芯和散热器,以通过控制热芯吸收的电驱冷却液的热量来调整热芯释放到乘客舱中的热量,进而调整乘客舱的除湿能力。
根据本发明的另一具体实施方式,本发明公开了一种汽车的热管理***,电池循环回路包括以串联的方式连接的电池和第三水泵。第三水泵的第二端与第三换热器的电池冷却液通道的第一端连接,第三换热器的电池冷却液通道的第二端与电池的冷却液通道的第一端连接,电池的冷却液通道的第二端通过第二流路切换部件与第三水泵的第一端连接,以选择性地将电池的冷却液通道的第二端连通第三水泵的第一端,使得电驱循环回路与电池循环回路以相互独立的方式设置,或者,将电池的冷却液通道的第二端通过第二流路切换部件与第二水泵的第一端连通,以选择性地将电池的冷却液通道的第二端连通第二水泵的第一端,使得电驱循环回路与电池循环回路以串联的方式设置。
采用上述技术方案,电驱循环回路与电池循环回路以相互独立的方式设置时,电池循环回路仅与第三换热器进行换热,即第三换热器可对电池进行制冷或者制热。电驱循环回路与电池循环回路以串联的方式设置时,电池循环回路的第三换热器中的部分热量可通过电池循环回路和电驱循环回路传递至第二水泵中,以在低温极端天气下,避免第二水泵产生结霜停机问题。同时,电驱循环回路与电池循环回路串联还能使得电池通过散热器将热量释放到外界环境中,从而在保证电池冷却效率的同时,降低制冷剂循环***中的制冷要求。
根据本发明的另一具体实施方式,本发明公开了一种汽车的热管理***,第二流路切换部件设置为第二四通阀。第二四通阀具有第一开口、第二开口、第三开口以及第四开口,第一开口与第三流路切换部件连接,第二开口与第二水泵的第一端连接,第三开口与电池的冷却液通道的第二端连接,第四开口与第三水泵的第一端连接。
当第二四通阀的第一开口与第二开口连通,第三开口与第四开口连通时,电驱循环回路与电池循环回路以相互独立的方式设置。
当第二四通阀中的第一开口与第四开口连通,第三开口与第二开口连通时,电驱循 环回路与电池循环回路以串联的方式设置。
采用上述技术方案,第二流路切换部件设置为第二四通阀,配合第一四通阀使得该汽车的热管理***仅需通过简单的阀体设置,将电池热管理***与乘客舱热管理***统一起来。即可根据简单的阀体流路切换,完成乘客舱和电池的制冷和制热,从而使得热管理***的整体回路更加简单。
根据本发明的另一具体实施方式,本发明公开了一种汽车的热管理***,第三流路切换部件设置为四通比例阀。四通比例阀具有第一连接口、第二连接口、第三连接口以及第四连接口,第一连接口与散热器的第二端连接,第二连接口与热芯的第二端连接,第三连接口与电驱组件的第二端连接,第四连接口与第二四通阀的第一开口连接;电驱组件的第一端与第一换热器的电驱冷却液通道的第一端连接,散热器的第一端与电驱组件的第二端连接,热芯的第一端与电驱组件的第二端连接。
当四通比例阀的第一连接口与第四连接口连通时,电驱冷却液流路与散热流路以串联的方式设置。
当四通比例阀的第一连接口与第二连接口成比例地与第四连接口连通时,电驱冷却液流路成比例地分别与散热流路和热芯流路以串联的方式设置。
当四通比例阀的第三连接口与第四连接口连通时,电驱冷却液流路独立连通并旁通散热流路和热芯流路。
当四通比例阀的第一连接口与第三连接口成比例地与第四连接口连通时,电驱冷却液流路成比例地部分独立连通且旁通散热流路和热芯流路,另一部分与散热流路以串联的方式设置。
采用上述技术方案,第三流路切换部件设置为四通比例阀使得该汽车的热管理***仅需通过简单的阀体设置,即可根据热量需求分配第一换热器、第三换热器与低温散热器、电驱组件以及热芯的热量交换,从而使得电驱循环回路的整体结构更加简单,鲁棒性更强。同时,还可以通过调节四通比例阀的不同连接口的开度大小,来控制流过散热器、热芯以及四通比例阀的第三连接口的电驱冷却液流量,进而控制第一换热器、第三换热器与低温散热器、电驱组件以及热芯之间的热量传递,以通过简单的阀体设置,即可实现电驱循环回路与电池循环回路中的热量分配,从而使得汽车的热管理***的整体结构更加简单。
根据本发明的另一具体实施方式,本发明公开了一种汽车的热管理***,电驱组件包括充电单元和电驱构件,充电单元的第一端与第一换热器的电驱冷却液通道的第一端连接,充电单元的第二端与电驱构件的第一端连接,电驱构件的第二端分别与四通比例阀的第三连接口、散热器的第一端以及热芯的第一端连接。
采用上述技术方案,充电单元和电驱构件均能产生热量,进而形成电驱余热。
本发明的一种实施方式还提供了一种汽车,包括上述任意一种汽车的热管理***。
采用上述技术方案,该汽车的热管理***中,具有可燃性的环保型制冷剂能够通过两条并联的回路进行换热,避免因制冷剂加注量过多以及泄漏至乘客舱而使其燃烧进而 产生危险。故该汽车的热管理***具有能够适用于需要二次回路的制冷剂的优势。并且,该汽车的热管理***通过控制制冷剂的流向,即可通过换热器的热量交换完成乘客舱和电池的制冷或者制热,无需在乘客舱和电池侧增设电加热器等部件,从而大大减少该汽车的热管理***的零部件数量,大大降低回路的复杂度。另外,该汽车的热管理***是通过制冷剂的自循环过程来制热的,无需通过电机等高速旋转的部件进行制热,故制冷剂循环***的可靠性更高。同时,制热效率也高于电机堵转的制热效率。而汽车的热管理***的冷却液循环***中的热量和冷量的分配是通过控制简单的阀体实现的,因此,该汽车的热管理***还具有整体结构简单的优势。
本发明的有益效果是:
本发明提供的汽车的热管理***的制冷剂循环***中,制冷剂可分别流经并联的第一膨胀阀和第二换热器的回路与第二膨胀阀和第三换热器的回路,以使得例如R290制冷剂等具有可燃性的环保型制冷剂能够通过两条并联的回路进行换热,避免因制冷剂加注量过多以及泄漏至乘客舱而使其燃烧进而产生危险。故该汽车的热管理***具有能够适用于需要二次回路的制冷剂的优势。
并且,制冷剂循环***可通过第一换热器、第二换热器以及第三换热器即可与乘客舱冷却液循环***、电驱循环回路以及电池循环回路进行换热。当外界环境的温度较高时,第一换热器用作冷凝器放热、第二换热器和第三换热器均用作蒸发器吸热,第一水泵可将经过第二换热器换热降温的乘客舱冷却液输送至乘客舱的冷热芯(此时作为冷芯),以进行乘客舱的降温冷却。第三水泵将经过第三换热器换热降温的电池冷却液输送至电池循环回路中,以进行电池的冷却,进而避免因高温而影响电池性能。第二水泵将经过第一换热器换热升温的电驱冷却液输送至电驱循环回路中,并通过电驱循环回路将热量转移至外界环境中。当外界环境的温度较低时,第一换热器用作蒸发器吸热、第二换热器和第三换热器均用作冷凝器放热,第一水泵可将经过第二换热器换热升温的乘客舱冷却液输送至乘客舱的冷热芯(此时作为热芯),以进行乘客舱的供热。第三水泵将经过第三换热器换热升温的电池冷却液输送至电池循环回路中,以加热电池,进而避免因低温而影响电池性能。第二水泵将经过第一换热器换热降温的电驱冷却液输送至电驱循环回路中,以吸收电驱余热和环境热量,从而充分利用热管理***中的能量,进而提高热管理***中的能量利用率。因此,该汽车的热管理***通过控制制冷剂的流向,即可通过换热器的热量交换完成乘客舱和电池的制冷或者制热,无需在乘客舱和电池侧增设电加热器等部件,从而大大减少该汽车的热管理***的零部件数量,大大降低回路的复杂度。
另外,该热管理***是通过制冷剂的自循环过程来制热的,无需通过电机等高速旋转的部件进行制热,故制冷剂循环***的可靠性更高。同时,制热效率也高于电机堵转的制热效率。而汽车的热管理***的冷却液循环***中的热量和冷量的分配是通过控制简单的阀体实现的,因此,该汽车的热管理***还具有整体结构简单的优势。
本发明其他特征和相应的有益效果在说明书的后面部分进行阐述说明,且应当理解,至少部分有益效果从本发明说明书中的记载变的显而易见。
图1为本发明实施例1提供的汽车的热管理***在第一种工作模式下的***示意图;
图2为本发明实施例1提供的汽车的热管理***在第二种工作模式下的***示意图;
图3为本发明实施例1提供的汽车的热管理***在第三种工作模式下的***示意图;
图4为本发明实施例1提供的汽车的热管理***在第四种工作模式下的***示意图;
图5为本发明实施例1提供的汽车的热管理***在第五种工作模式下的***示意图;
图6为本发明实施例1提供的汽车的热管理***在第六种工作模式下的***示意图;
图7为本发明实施例1提供的汽车的热管理***在第七种工作模式下的***示意图;
图8为本发明实施例1提供的汽车的热管理***在第八种工作模式下的***示意图;
图9为本发明实施例1提供的汽车的热管理***在第九种工作模式下的***示意图;
图10为本发明实施例1提供的汽车的热管理***在第十种工作模式下的***示意图;
图11为本发明实施例1提供的汽车的热管理***在第十一种工作模式下的***示意图;
图12为本发明实施例1提供的汽车的热管理***在第十二种工作模式下的***示意图;
图13为本发明实施例1提供的汽车的热管理***在第十三种工作模式下的***示意图;
图14为本发明实施例1提供的汽车的热管理***在第十四种工作模式下的***示意图;
图15为本发明实施例1提供的汽车的热管理***在第十五种工作模式下的***示意图;
图16为本发明实施例1提供的汽车的热管理***在第十六种工作模式下的***示意图;
图17为本发明实施例1提供的汽车的热管理***在第十七种工作模式下的***示意图。
附图标记说明:
10:制冷剂循环***;
110:压缩机;
120:第一换热器;
130:第一膨胀阀;
140:第二换热器;
150:第三换热器;
160:第二膨胀阀;
170:第一四通阀;1a:第一接口;2a:第二接口;3a:第三接口;4a:第四接口;
20:乘客舱冷却液循环***;210:第一水泵;220:冷热芯;
30:机舱冷却液循环***;
310:电驱循环回路;
311:电驱冷却液流路;3111:电驱组件;3111a:充电单元;3111b:电驱构件;3112:第二水泵;
312:散热流路;3121:散热器;
313:热芯流路;3131:热芯;
314:四通比例阀;1b:第一连接口;2b:第二连接口;3b:第三连接口;4b:第四连接口;
320:电池循环回路;
321:电池;
322:第三水泵;
330:第二四通阀;1c:第一开口;2c:第二开口;3c:第三开口;4c:第四开口。
以下由特定的具体实施例说明本发明的实施方式,本领域技术人员可由本说明书所揭示的内容轻易地了解本发明的其他优点及功效。虽然本发明的描述将结合较佳实施例一起介绍,但这并不代表此发明的特征仅限于该实施方式。恰恰相反,结合实施方式作发明介绍的目的是为了覆盖基于本发明的权利要求而有可能延伸出的其它选择或改造。为了提供对本发明的深度了解,以下描述中将包含许多具体的细节。本发明也可以不使用这些细节实施。此外,为了避免混乱或模糊本发明的重点,有些具体细节将在描述中被省略。需要说明的是,在不冲突的情况下,本发明中的实施例及实施例中的特征可以相互组合。
应注意的是,在本说明书中,相似的标号和字母在下面的附图中表示类似项,因此,一旦某一项在一个附图中被定义,则在随后的附图中不需要对其进行进一步定义和解释。
在本实施例的描述中,需要说明的是,术语“上”、“下”、“内”、“底”等指示的方位或位置关系为基于附图所示的方位或位置关系,或者是该发明产品使用时惯常摆放的方位或位置关系,仅是为了便于描述本发明和简化描述,而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作,因此不能理解为对本发明的限制。
术语“第一”、“第二”等仅用于区分描述,而不能理解为指示或暗示相对重要性。
在本实施例的描述中,还需要说明的是,除非另有明确的规定和限定,术语“设置”、“相连”、“连接”应做广义理解,例如,可以是固定连接,也可以是可拆卸连接,或一体地连接;可以是机械连接,也可以是电连接;可以是直接相连,也可以通过中间媒介间接相连,可以是两个元件内部的连通。对于本领域的普通技术人员而言,可以具体情况理解上述术语在本实施例中的具体含义。
为使本发明的目的、技术方案和优点更加清楚,下面将结合附图对本发明的实施方式作进一步地详细描述。
实施例1
本实施例提供了一种汽车的热管理***,如图1-图17所示,包括:制冷剂循环***10和冷却液循环***。
其中,制冷剂循环***10包括压缩机110、第一换热器120、第一膨胀阀130、第二换热器140、第三换热器150、第二膨胀阀160以及第一流路切换部件。
第一换热器120具有相互独立且可进行热传递的制冷剂通道和电驱冷却液通道。第二换热器140具有相互独立且可进行热传递的制冷剂通道和乘客舱冷却液通道。第三换热器150具有相互独立且可进行热传递的制冷剂通道和电池冷却液通道。其中,第一换热器120的制冷剂通道的第一端分别与第一膨胀阀130的第一端和第二膨胀阀160的第一端连接。第一膨胀阀130的第二端与第二换热器140的制冷剂通道的第一端连接,第二膨胀阀160的第二端与第三换热器150的制冷剂通道的第一端连接,且第一膨胀阀130与第二膨胀阀160以并联的方式设置。
第一流路切换部件设置于压缩机110、第一换热器120的制冷剂通道的第二端、第二换热器140的制冷剂通道的第二端、以及第三换热器150的制冷剂通道的第二端之间,以选择性地将第二换热器140的制冷剂通道的第二端、压缩机110的第一端、压缩机110的第二端和第一换热器120的制冷剂通道的第二端依次连通,以及将第三换热器150的制冷剂通道的第二端、压缩机110的第一端、压缩机110的第二端和第一换热器120的制冷剂通道的第二端依次连通,使得第一换热器120可用作冷凝器、第二换热器140和第三换热器150均可用作蒸发器。
或者,将第一换热器120的制冷剂通道的第二端、压缩机110的第一端、压缩机110的第二端和第二换热器140的制冷剂通道的第二端依次连通,以及将第一换热器120的制冷剂通道的第二端、压缩机110的第一端、压缩机110的第二端和第三换热器150的制冷剂通道的第二端依次连通,使得第一换热器120可用作蒸发器、第二换热器140和第三换热器150均可用作冷凝器。
另外,冷却液循环***包括:乘客舱冷却液循环***20以及机舱冷却液循环***30,且第二换热器140的乘客舱冷却液通道与乘客舱冷却液循环***20连接。具体来说,乘客舱冷却液循环***20可以包括散热器,且第二换热器140的乘客舱冷却液通道与散热器连通。散热器能够将第二换热器140的乘客舱冷却液中的热量散发出去,以达到乘客舱的制热效果;或者使得第二换热器140的乘客舱冷却液通过散热器吸收乘客舱中的热量,以达到乘客舱的制冷效果。乘客舱冷却液循环***20也可以包括第一水泵210和冷热芯220。第一水泵210的输出端与冷热芯220的输入端连通,冷热芯220的输出端与第二换热器140的乘客舱冷却液通道的输入端连通,第二换热器140的乘客舱冷却液通道的输出端与第一水泵210的输入端连通。第一水泵210能够将第二换热器140的乘客舱冷却液泵入冷热芯220,且冷热芯220作为冷芯时,可使得乘客舱冷却液吸收乘客舱的热量,进而达到乘客舱制冷效果;冷热芯220作为热芯时,可将乘客舱冷却液的热量释放到乘客舱中,进而达到乘客舱制热效果。由于第一水泵210能够驱动第二换热器140的乘客舱冷却液流入冷热芯220,以提高乘客舱冷却液的流动速度,进而提高乘客舱的换热效率。冷热芯220能够吸收乘客舱中更多的热量,或者将更多的热量释放到乘客舱中,从而提高乘客舱的换热效果。故本实施例中的乘客舱冷却液循环***20优选地包括第一水泵210和冷热芯220。
机舱冷却液循环***30包括电驱循环回路310、电池循环回路320以及第二流路切换部件。电驱循环回路310的第一端与第一换热器120的电驱冷却液通道的第一端连接,电驱循环回路310的第二端与第一换热器120的电驱冷却液通道的第二端连接。电池循环回路320的第一端与第三换热器150的电池冷却液通道的第一端连接,电池循环回路320的第二端与第三换热器150的电池冷却液通道的第二端连接。
具体地,制冷剂循环***10和冷却液循环***中的各个部件之间是通过管路连通的,且各个管路与各个部件的进出口之间是通过管接头连接的。
更为具体地,第一换热器120、第二换热器140以及第三换热器150均为双向换热器,以通过调节制冷剂的流向,使得第一换热器120用作冷凝器,第二换热器140和第三换热器150用作蒸发器,或者第一换热器120用作蒸发器,第二换热器140和第三换热器150用作冷凝器。并且,第一换热器120、第二换热器140以及第三换热器150可分别设置为板式换热器、管式换热器或者其他种类的换热器。
更为具体地,第一流路切换部件可以为至少设置有四个开口的电磁换向阀、球阀等结构,以通过切换不同路径调节制冷剂的流向。
需要说明的是,在该制冷剂循环***10中,制冷剂可分别流经并联的第一膨胀阀130和第二换热器140的回路与第二膨胀阀160和第三换热器150的回路,以使得例如R290制冷剂等具有可燃性的环保型制冷剂能够通过两条并联的回路进行换热,避免因制冷剂加注量过多以及泄漏至乘客舱而使其燃烧进而产生危险。故该汽车的热管理***具有能够适用于需要二次回路的制冷剂的优势。
并且,制冷剂循环***10通过第一换热器120、第二换热器140以及第三换热器150即可与乘客舱冷却液循环***20、电驱循环回路310以及电池循环回路320进行换热。当外界环境的温度较高时,第一换热器120用作冷凝器放热、第二换热器140和第三换热器150均用作蒸发器吸热,第一水泵210可将经过第二换热器140换热降温的乘客舱冷却液输送至乘客舱的冷热芯220(此时作为冷芯),以进行乘客舱的降温冷却。第三换热器150换热冷却的电池冷却液可输送至电池循环回路320中,以进行电池321的冷却,进而避免因高温而影响电池321性能。第一换热器120换热升温的电驱冷却液可输送至电驱循环回路310中,并通过电驱循环回路310将热量转移至外界环境中。当外界环境的温度较低时,第一换热器120用作蒸发器吸热、第二换热器140和第三换热器150均用作冷凝器放热,第一水泵210可将经过第二换热器140换热升温的乘客舱冷却液输送至乘客舱的冷热芯220(此时作为热芯),以进行乘客舱的供热。第三换热器150换热升温的电池冷却液可输送至电池循环回路320中,以加热电池321,进而避免因低温而影响电池321性能。第一换热器120换热降温的电驱冷却液可输送至电驱循环回路310中,以吸收电驱余热和环境热量,从而充分利用热管理***中的能量,进而提高热管理***中的能量利用率。因此,该汽车的热管理***通过控制制冷剂的流向,即可通过换热器的热量交换完成乘客舱和电池321的制冷或者制热,无需在乘客舱和电池321侧增设电加热器等部件,从而大大减少该汽车的热管理***的零部件数量,大大降低回路的复杂度。
另外,该热管理***是通过制冷剂的自循环过程来制热的,无需通过电机等高速旋转的部件进行制热,故制冷剂循环***10的可靠性更高。同时,制热效率也高于电机堵转的制热效率。
在图1-图17所示的汽车的热管理***中,可选地,机舱冷却液循环***30还包括第二流路切换部件,第二流路切换部件设置于电驱循环回路310与电池循环回路320之间,以选择性地将电驱循环回路310与电池循环回路320以相互独立的方式设置,或者将电驱循环回路310与电池循环回路320以串联的方式设置。并且,第二流路切换部件可以为至少设置有四个开口的电磁换向阀、球阀等结构,以通过切换不同路径使得电驱循环回路310与电池循环回路320以相互独立的方式设置,或者将电驱循环回路310与电池循环回路320以串联的方式设置。
具体地,电驱循环回路310与电池循环回路320以相互独立的方式设置时,通过第一换热器120的电驱冷却液和制冷剂的换热,使得制冷剂循环***10能够与电驱循环回路310进行换热。通过第三换热器150的电池冷却液和制冷剂的换热,使得制冷剂循环 ***10能够与电池循环回路320换热。当电驱循环回路310与电池循环回路320以串联的方式设置时,第一换热器120和第三换热器150串联,冷却液可从第三换热器150流动至第一换热器120,以在极端寒冷天气下,将第三换热器150用作冷凝器释放的热量转移至第一换热器120,并通过第一换热器120中的冷却液与制冷剂的换热,将热量传递至制冷剂循环***10中,以维持制冷剂循环***10在低温下的自循环运行。同时,由于第一换热器120中的制冷剂通道与第二换热器140中的制冷剂通道连通,故第一换热器120中的制冷剂也会流经第二换热器140中的制冷剂通道中,并通过第二换热器140中的乘客舱冷却液与制冷剂的换热,将制冷剂循环***10中多余的热量传递至乘客舱冷却液循环***20中,并释放到乘客舱中进行制热,以取消传统热管理***中乘客舱内的空气辅助电加热器或者冷却液侧的高压水加热器,从而大大减少该汽车的热管理***的零部件数量,大大降低回路的复杂度。并且,电驱循环回路310与电池循环回路320串联时,可以利用电驱余热加热电池321,也可以将电池321的热量通过电驱循环回路310释放到外界环境中。
在图1-图17所示的汽车的热管理***中,可选地,第一流路切换部件设置为第一四通阀170。第一四通阀170具有第一接口1a、第二接口2a、第三接口3a和第四接口4a,第一接口1a与压缩机110的第二端连接,第二接口2a分别与第二换热器140的制冷剂通道的第二端、第三换热器150的制冷剂通道的第二端连接,第三接口3a与压缩机110的第一端连接,第四接口4a与第一换热器120的制冷剂通道的第二端连接。
当第一四通阀170中的第一接口1a与第四接口4a连通,第二接口2a与第三接口3a连通时,第二换热器140的制冷剂通道的第二端、第一四通阀170的第二接口2a、第三接口3a、压缩机110的第一端、压缩机110的第二端、第一四通阀170的第一接口1a、第四接口4a、第一换热器120的制冷剂通道的第二端、第一换热器120的制冷剂通道的第一端、第一膨胀阀130、第二换热器140的制冷剂通道的第一端可依次连通,形成第一制冷剂循环回路;并且,第三换热器150的制冷剂通道的第二端、第一四通阀170的第二接口2a、第三接口3a、压缩机110的第一端、压缩机110的第二端、第一四通阀170的第一接口1a、第四接口4a、第一换热器120的制冷剂通道的第二端、第一换热器120的制冷剂通道的第一端、第二膨胀阀160、第三换热器150的制冷剂通道的第一端可依次连通,形成第二制冷剂循环回路。
当第一四通阀170中的第一接口1a与第二接口2a连通,第三接口3a与第四接口4a连通时,第一换热器120的制冷剂通道的第二端、第一四通阀170的第四接口4a、第三接口3a、压缩机110的第一端、压缩机110的第二端、第一四通阀170的第一接口1a、第二接口2a、第二换热器140的制冷剂通道的第二端、第二换热器140的制冷剂通道的第一端、第一膨胀阀130、第一换热器120的制冷剂通道的第一端可依次连通,形成第三制冷剂循环回路;并且,第一换热器120的制冷剂通道的第二端、第一四通阀170的第四接口4a、第三接口3a、压缩机110的第一端、压缩机110的第二端、第一四通阀170的第一接口1a、第二接口2a、第三换热器150的制冷剂通道的第二端、第三换热器150的制冷剂通道的第一端、第二膨胀阀160、第一换热器120的制冷剂通道的第一端可依次连通,形成第四制冷剂循环回路。
具体地,当第一四通阀170中的第一接口1a与第四接口4a连通,第二接口2a与第三接口3a连通时,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第四接口4a,流入第一换热器120内的制冷剂通道,并将热量传递给第一换热器120内的电驱冷却液,以使得第一换热器120用作冷凝器向机舱冷却液循环***30中放热。流出第一换热器120内的制冷剂通道的制冷剂变成低温高压液态,然后部分制冷剂经过第一膨胀阀130后,变成低温低压液态制冷剂,并流入第二换热器140内的制冷剂通道,吸收第二换热器140内的乘客舱冷却液的热量,以使得第二换热器140用作 蒸发器吸收乘客舱内的热量。另一部分制冷剂经过第二膨胀阀160后,变成低温低压液态制冷剂,并流入第三换热器150内的制冷剂通道,吸收第三换热器150内的电池冷却液的热量,以使得第三换热器150用作蒸发器吸电池321的热量。流出第二换热器140内的制冷剂通道的制冷剂和流出第三换热器150内的制冷剂通道的制冷剂变成高温低压液态,再均通过第一四通阀170中的第二接口2a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
当第一四通阀170中的第一接口1a与第二接口2a连通,第三接口3a与第四接口4a连通时,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第二接口2a部分流入第二换热器140内的制冷剂通道,并将热量传递给第二换热器140内的乘客舱冷却液,以使得第二换热器140用作冷凝器向乘客舱内释放热量,流出第二换热器140的制冷剂通道的制冷剂变成低温高压液态,再经过第一膨胀阀130后,变成低温低压液态制冷剂。压缩机110中流出的另一部分高温高压气态制冷剂流入第三换热器150内的制冷剂通道,并将热量传递给第三换热器150内的电池冷却液,以使得第三换热器150用作冷凝器向电池321释放热量,流出第三换热器150的制冷剂通道的制冷剂变成低温高压液态,再经过第二膨胀阀160后,变成低温低压液态制冷剂。然后从第一膨胀阀130和第二膨胀阀160流出的低温低压液态制冷剂流入第一换热器120内的制冷剂通道,第一换热器120内的制冷剂与电驱冷却液换热,以使得第一换热器120用作蒸发器通过机舱冷却液循环***30吸收电驱余热和环境中的热量。流出第一换热器120内的制冷剂通道的制冷剂变成高温低压液态,再通过第一四通阀170中的第四接口4a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
因此,该汽车的热管理***通过在制冷剂循环***10中设置第一四通阀170,即可通过第一四通阀170的换向,来转换制冷剂循环***10中的制冷剂的流动方向,进而在外界环境的温度较高时,使得第一换热器120用作冷凝器放热、第二换热器140和第三换热器150用作蒸发器吸热。在外界环境的温度较低时,第一换热器120用作蒸发器吸热、第二换热器140和第三换热器150用作冷凝器放热。也就是说,制冷剂循环***10中仅通过第一四通阀170的换向,即可改变第一换热器120与第二换热器140和第三换热器150的制冷或者制热的功能,无需在乘客舱和电池321侧增设电加热器等部件,从而大大减少该汽车的热管理***的零部件数量,大大降低回路的复杂度。并且,该汽车的热管理***还能充分利用电驱余热和热泵中经过换热加热后的冷却液加热电池321,从而具有能量利用率高以及加热效率高的优势。
在图1-图17所示的汽车的热管理***中,可选地,电驱循环回路310包括电驱冷却液流路311和散热流路312,电驱冷却液流路311包括以串联的方式连接的电驱组件3111和第二水泵3112,散热流路312包括散热器3121。
电驱循环回路310还包括第三流路切换部件,第三流路切换部件设置于电驱冷却液流路311和散热流路312之间,以选择性地将电驱冷却液流路311独立连通旁通散热流路312,或者将电驱冷却液流路311与散热流路312以串联的方式设置。其中,电驱冷却液流路311的第一端构成电驱循环回路310的第一端,电驱冷却液流路311的第二端构成电驱循环回路310的第二端。
具体地,电驱组件3111具体可以包括充电器、电机等构件,且电驱组件3111是设置于汽车的机舱内的。
更为具体地,在保证第一换热器120的电驱冷却液通道的第一端连通电驱组件3111的第一端的前提下,电驱组件3111和第一换热器120之间的距离和位置可根据实际设计和使用需求调整,本实施例对此不做具体限定。
需要说明的是,当电驱组件3111的余热足够向制冷剂循环***10供热时,电驱冷 却液流路311独立连通且旁通散热流路312,电驱冷却液流经第一换热器120的电驱冷却液通道并与第一换热器120的制冷剂通道中的制冷剂换热,且传递至制冷剂循环***10中,以回收电驱组件3111的余热,进而提高该热管理***的能量利用率。当电驱组件3111的余热不足以向制冷剂循环***10供热时,电驱冷却液流路311与散热流路312以串联的方式设置,以使得电驱循环回路310将通过低温散热器3121从外界环境中吸收的热量以及回收的电驱组件3111的余热传递至第一换热器120的电驱冷却液中,并与第一换热器120的制冷剂通道中的制冷剂换热,且传递至制冷剂循环***10中,以满足制冷剂循环***10的供热需求。同时,散热流路312中的低温散热器3121也能吸收第一换热器120的电驱冷却液中的热量,并通过第一换热器120的制冷剂与电驱冷却液的换热,将制冷剂循环***10中的热量转移至外界环境中。因此,该汽车的热管理***的电驱循环回路310仅需设置第三流路切换部件,即可使得电驱循环回路310根据制冷剂循环***10的热量需求与其进行的热量交换,从而使得电驱循环回路310的整体结构更加简单。
在图1-图17所示的汽车的热管理***中,可选地,电驱循环回路310还包括热芯流路313;热芯流路313包括热芯3131。热芯3131设置于电驱组件3111与第三流路切换部件之间,使得第三流路切换部件还能选择性地将电驱冷却液流路311与热芯流路313以串联的方式设置。并且,热芯3131是设置于空调箱内部的,用于起到空调的除湿功能。
具体地,电驱冷却液流路311与热芯流路313以串联的方式设置时,热芯3131能够吸收电驱余热以及第一换热器120的电驱冷却液的热量,并释放到乘客舱中,以调高乘客舱的温度,进而实现乘客舱的除湿功能。并且,由于热芯流路313和散热流路312是并联设置的,故通过调节第三流路切换部件即可根据实际需求调整流入散热流路312和热芯流路313的电驱冷却液的比例,进而将电驱余热和第一换热器120的电驱冷却液的热量按比例分配给热芯3131和散热器3121,以通过控制热芯3131吸收的电驱冷却液的热量来调整热芯3131释放到乘客舱中的热量,进而调整乘客舱的除湿能力。
更为具体地,第三流路切换部件可以为至少设置有四个开口的电磁阀、比例阀等结构。优选地,为能更精准地分配流入散热流路312和热芯流路313的电驱冷却液的比例,进而控制热量的传递,本实施例中的第三流路切换部件为至少设置有四个开口的比例阀。
在图1-图17所示的汽车的热管理***中,可选地,电池循环回路320包括以串联的方式连接的电池321和第三水泵322。第三水泵322的第二端与第三换热器150的电池冷却液通道的第一端连接,第三换热器150的电池冷却液通道的第二端与电池321的冷却液通道的第一端连接,电池321的冷却液通道的第二端通过第二流路切换部件与第三水泵322的第一端连接,以选择性地将电池321的冷却液通道的第二端连通第三水泵322的第一端,使得电驱循环回路310与电池循环回路320以相互独立的方式设置,或者,将电池321的冷却液通道的第二端通过第二流路切换部件与第二水泵3112的第一端连通,以选择性地将电池321的冷却液通道的第二端连通第二水泵3112的第一端,使得电驱循环回路310与电池循环回路320以串联的方式设置。
具体地,电驱循环回路310与电池循环回路320以相互独立的方式设置时,电池循环回路320仅与第三换热器150进行换热,即第三换热器150可对电池321进行制冷或者制热。电驱循环回路310与电池循环回路320以串联的方式设置时,电池循环回路320的第三换热器150中的部分热量可通过电池循环回路320和电驱循环回路310传递至第二水泵3112中,以在低温极端天气下,避免第二水泵3112产生结霜停机问题。同时,电驱循环回路310与电池循环回路320串联还能使得电池321通过散热器3121将热量释放到外界环境中,从而在保证电池321冷却效率的同时,降低制冷剂循环***10中的制冷要求。
在图1-图17所示的汽车的热管理***中,可选地,第二流路切换部件设置为第二四通阀330。第二四通阀330具有第一开口1c、第二开口2c、第三开口3c以及第四开口 4c,第一开口1c与第三流路切换部件连接,第二开口2c与第二水泵3112的第一端连接,第三开口3c与电池321的冷却液通道的第二端连接,第四开口4c与第三水泵322的第一端连接。
当第二四通阀330的第一开口1c与第二开口2c连通,第三开口3c与第四开口4c连通时,电驱循环回路310与电池循环回路320以相互独立的方式设置。此时,从第一换热器120的电驱冷却液通道的第一端流出的电驱冷却液依次经过电驱组件3111、散热器3121、第三流路切换部件、第二四通阀330的第一开口1c、第二开口2c、第二水泵3112以及第一换热器120的电驱冷却液通道的第二端形成第一电驱冷却液回路。或者,从第一换热器120的电驱冷却液通道的第一端流出的电驱冷却液依次经过电驱组件3111、热芯3131、第三流路切换部件、第二四通阀330的第一开口1c、第二开口2c、第二水泵3112以及第一换热器120的电驱冷却液通道的第二端形成第二电驱冷却液回路。或者,从第一换热器120的电驱冷却液通道的第一端流出的电驱冷却液依次经过电驱组件3111、第三流路切换部件、第二四通阀330的第一开口1c、第二开口2c、第二水泵3112以及第一换热器120的电驱冷却液通道的第二端形成第三电驱冷却液回路。
从第三换热器150的电池冷却液通道的第一端流出的电池冷却液依次经过电池321的冷却液通道、第二四通阀330的第三开口3c、第四开口4c、第三水泵322、以及第三换热器150的电池冷却液通道的第二端形成电池冷却液回路。
因此,电驱循环回路310与电池循环回路320以相互独立的方式设置时,电驱循环回路310仅与第一换热器120进行换热,第一换热器120可从电驱循环回路310中吸收热量或者将热量释放到电驱循环回路310中。电池循环回路320仅与第三换热器150进行换热,第三换热器150可对电池321进行制冷或者制热。
当第二四通阀330中的第一开口1c与第四开口4c连通,第三开口3c与第二开口2c连通时,电驱循环回路310与电池循环回路320以串联的方式设置。此时,从第一换热器120的电驱冷却液通道的第一端流出的电驱冷却液依次经过电驱组件3111、散热器3121、第三流路切换部件、第二四通阀330的第一开口1c、第四开口4c、第三水泵322、第三换热器150、电池321的冷却液通道、第二四通阀330的第三开口3c、第二开口2c、第二水泵3112、以及第一换热器120的电驱冷却液通道的第二端,以形成第一冷却液回路。
或者,从第一换热器120的电驱冷却液通道的第一端流出的电驱冷却液依次经过电驱组件3111、热芯3131、第三流路切换部件、第二四通阀330的第一开口1c、第四开口4c、第三水泵322、第三换热器150、电池321的冷却液通道、第二四通阀330的第三开口3c、第二开口2c、第二水泵3112、以及第一换热器120的电驱冷却液通道的第二端,以形成第二冷却液回路。
从第一换热器120的电驱冷却液通道的第一端流出的电驱冷却液依次经过电驱组件3111、第三流路切换部件、第二四通阀330的第一开口1c、第四开口4c、第三水泵322、第三换热器150、电池321的冷却液通道、第二四通阀330的第三开口3c、第二开口2c、第二水泵3112、以及第一换热器120的电驱冷却液通道的第二端,以形成第三冷却液回路。
因此,电驱循环回路310与电池循环回路320以串联的方式设置时,电池循环回路320的第三换热器150中的部分热量可通过电池循环回路320和电驱循环回路310传递至第二水泵3112中,以在低温极端天气下,避免第二水泵3112产生结霜停机问题。同时,电驱循环回路310与电池循环回路320串联还能使得电池321通过散热器3121将热量释放到外界环境中,从而在保证电池321冷却效率的同时,降低制冷剂循环***10中的制冷要求。
需要说明的是,第二流路切换部件设置为第二四通阀330,配合第一四通阀170使得 该汽车的热管理***仅需通过简单的阀体设置,将电池热管理***与乘客舱热管理***统一起来。即可根据简单的阀体流路切换,完成乘客舱和电池321的制冷和制热,从而使得热管理***的整体回路更加简单。
在图1-图17所示的汽车的热管理***中,可选地,第三流路切换部件设置为四通比例阀314。四通比例阀314具有第一连接口1b、第二连接口2b、第三连接口3b以及第四连接口4b,第一连接口1b与散热器3121的第二端连接,第二连接口2b与热芯3131的第二端连接,第三连接口3b与电驱组件3111的第二端连接,第四连接口4b与第二四通阀330的第一开口1c连接;电驱组件3111的第一端与第一换热器120的电驱冷却液通道的第一端连接,散热器3121的第一端与电驱组件3111的第二端连接,热芯3131的第一端与电驱组件3111的第二端连接。
当四通比例阀314的第一连接口1b与第四连接口4b连通时,电驱冷却液流路311与散热流路312以串联的方式设置。从第一换热器120的电驱冷却液通道的第一端流出的电驱冷却液依次经过电驱组件3111、散热器3121、以及四通比例阀314的第一连接口1b、第四连接口4b,并通过第二四通阀330使得电驱循环回路310与电池循环回路320相互独立或串联。此时,电驱组件3111的热量不足以承担冷却液循环***中的热量需求,需要将电驱组件3111和散热器3121串联,并通过电驱组件3111获得其余热以及通过散热器3121从外界环境中获得热量。
当四通比例阀314的第一连接口1b与第二连接口2b成比例地与第四连接口4b连通时,电驱冷却液流路311成比例地分别与散热流路312和热芯流路313以串联的方式设置。从第一换热器120的电驱冷却液通道的第一端流出的电驱冷却液经过电驱组件3111后,部分依次流经散热器3121、四通比例阀314的第一连接口1b、第四连接口4b,另一部分依次流经热芯3131、四通比例阀314的第二连接口2b、第四连接口4b;并通过第二四通阀330使得电驱循环回路310与电池循环回路320相互独立或串联。该过程中,热芯3131能够吸收电驱余热、第一换热器120的电驱冷却液的热量,并释放到乘客舱中,以调高乘客舱的温度,进而实现乘客舱的除湿功能。并且,可根据实际需求调整流入散热流路312和热芯流路313的电驱冷却液的比例,进而调整乘客舱的除湿能力。同时,当电驱循环回路310与电池循环回路320串联时,电池321还能通过散热器3121从外界环境吸收热量或者向外界环境中释放热量。
当四通比例阀314的第三连接口3b与第四连接口4b连通时,电驱冷却液流路311独立连通并旁通散热流路312和热芯流路313。从第一换热器120的电驱冷却液通道的第一端流出的电驱冷却液依次经过电驱组件3111、以及四通比例阀314的第三连接口3b、第四连接口4b,并通过第二四通阀330使得电驱循环回路310与电池循环回路320相互独立或串联。此时,电驱组件3111的余热足以承担冷却液循环***中的热量需求。
当四通比例阀314的第一连接口1b与第三连接口3b成比例地与第四连接口4b连通时,电驱冷却液流路311成比例地部分独立连通且旁通散热流路312和热芯流路313,另一部分与散热流路312以串联的方式设置。从第一换热器120的电驱冷却液通道的第一端流出的电驱冷却液经过电驱组件3111后,部分依次流经散热器3121、四通比例阀314的第一连接口1b、第四连接口4b,另一部分依次流经四通比例阀314的第三连接口3b、第四连接口4b;并通过第二四通阀330使得电驱循环回路310与电池循环回路320相互独立或串联。该过程中,电驱循环回路310与电池循环回路320相互独立时,第一换热器120可吸收电驱余热,以及通过散热器3121从外界环境中吸收热量,或者通过散热器3121向外界环境中释放热量。电驱循环回路310与电池循环回路320串联时,电池321吸收电驱余热,以及通过散热器3121从外界环境中吸收热量,或者通过散热器3121向外界环境中释放热量。
需要说明的是,第三流路切换部件设置为四通比例阀314使得该汽车的热管理*** 仅需通过简单的阀体设置,即可根据热量需求分配第一换热器120、第三换热器150与低温散热器3121、电驱组件3111以及热芯3131的热量交换,从而使得电驱循环回路310的整体结构更加简单,鲁棒性更强。同时,还可以通过调节四通比例阀314的不同连接口的开度大小,来控制流过散热器3121、热芯3131以及四通比例阀314的第三连接口3b的电驱冷却液流量,进而控制第一换热器120、第三换热器150与低温散热器3121、电驱组件3111以及热芯3131之间的热量传递,以通过简单的阀体设置,即可实现电驱循环回路310与电池循环回路320中的热量分配,从而使得汽车的热管理***的整体结构更加简单。
在图1-图17所示的汽车的热管理***中,可选地,电驱组件3111包括充电单元3111a和电驱构件3111b,充电单元3111a的第一端与第一换热器120的电驱冷却液通道的第一端连接,充电单元3111a的第二端与电驱构件3111b的第一端连接,电驱构件3111b的第二端分别与四通比例阀314的第三连接口3b、散热器3121的第一端以及热芯3131的第一端连接。
具体地,充电单元3111a和电驱构件3111b均能产生热量,进而形成电驱余热。并且,电驱构件3111b可为电机,充电单元3111a可为充电器,且电机和充电器可一体设置,也可以分开设置。
该汽车的热管理***通过控制第一四通阀170、第二四通阀330、四通比例阀314的不同开口之间的连通与阻断,以选择性地连通制冷剂循环***10、乘客舱冷却液循环***20以及机舱冷却液循环***30之间的各个回路,以使得该汽车的热管理***处于不同的工作模式(详见下文),如下表1所示,表1为该汽车的热管理***的工作模式分类表。
表1
表1中的模式1.1-1.3为外界环境处于夏季时的情况,其中,
1.1为仅乘客舱制冷模式:此时,冷热芯220处于吸热状态,第一换热器120用作冷凝器放热,第二换热器140用作蒸发器吸热,第三换热器150处于不工作状态,散热器3121处于放热状态,热芯3131处于不工作状态,压缩机110处于工作状态,第一四通阀170的第一接口1a和第四接口4a连通,第三接口3a和第二接口2a连通,第一膨胀阀130处于工作状态,第二膨胀阀160处于不工作状态,第一水泵210处于工作状态,第二水泵3112处于工作状态,第三水泵322处于不工作状态,四通比例阀314的第一连接口1b和第四连接口4b连通,第二四通阀330的第一开口1c和第二开口2c连通,第三开口3c和第四开口4c连通。
该模式下,如图1所示,制冷剂循环***10中,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第四接口4a,流入第一换热器120内的制冷剂通道,并将热量传递给第一换热器120内的电驱冷却液,以使得第一换热器120用作冷凝器向机舱冷却液循环***30中放热。流出第一换热器120内的制冷剂通道的制冷剂变成低温高压液态,经过第一膨胀阀130后,变成低温低压液态制冷剂,然后流入第二换热器140内的制冷剂通道,并吸收第二换热器140内的乘客舱冷却液的热量,以使得第二换热器140用作蒸发器吸收乘客舱内的热量。流出第二换热器140内的制冷剂通道的制冷剂变成高温低压液态,再通过第一四通阀170中的第二接口2a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
冷却液循环***中,第一水泵210将经过第二换热器140换热冷却的乘客舱冷却液输送至冷热芯220(此时为冷芯),以完成乘客舱的制冷。
第二水泵3112将经过第一换热器120换热升温的电驱冷却液依次输送至充电单元3111a、电驱构件3111b、散热器3121、四通比例阀314的第一连接口1b、第四连接口4b、第二四通阀330的第一开口1c、第二开口2c,再回到第二水泵3112,以完成电驱冷却液循环,用于通过散热器3121将第一换热器120内的电驱冷却液的温度释放到外界环境中。
需要说明的是,仅乘客舱制冷状态下,电驱循环回路310与电池循环回路320之间完全独立。由于第三换热器150处于不工作状态,第二膨胀阀160处于不工作状态,第三水泵322处于不工作状态,故此时电池循环回路320中没有流动的冷却液,也即此时电池循环回路320不工作。所有的冷却液都会注入乘客舱冷却液循环***20中,第一换热器120的制冷剂在制冷剂循环***10中流动时会吸收第二换热器140的制冷剂的热量,然后第二换热器140中的制冷剂与乘客舱冷却液换热,从而加快第二换热器140内的乘客舱冷却液的降温时间,加快乘客舱冷却液的制冷速度,进而使得乘客舱能够被快速制冷。
1.2为仅电池冷却模式:此时,冷热芯220处于不工作状态,第一换热器120用作冷凝器放热,第二换热器140处于不工作状态,第三换热器150用作蒸发器吸热,散热器3121处于放热状态,热芯3131处于不工作状态,压缩机110处于工作状态,第一四通阀170的第一接口1a和第四接口4a连通,第三接口3a和第二接口2a连通,第一膨胀阀130处于不工作状态,第二膨胀阀160处于工作状态,第一水泵210处于不工作状态,第二水泵3112处于工作状态,第三水泵322处于工作状态,四通比例阀314的第一连接口1b和第四连接口4b连通,第二四通阀330的第一开口1c和第二开口2c连通,第三开口3c和第四开口4c连通。
该模式下,如图2所示,制冷剂循环***10中,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第四接口4a,流入第一换热器120内的制冷剂通道,并将热量传递给第一换热器120内的电驱冷却液,以使得第一换热器120用作冷凝器向机舱冷却液循环***30中放热。流出第一换热器120内的制冷剂通道的制冷剂变成低温高压液态,经过第二膨胀阀160后,变成低温低压液态制冷剂,然后流入第三换热器150内的制冷剂通道,并吸收第三换热器150内的电池冷却液的热量,以使得第三换热器150用作蒸发器吸收电池321的热量。流出第三换热器150内的制冷剂通道的制冷剂变成高温低压液态,再通过第一四通阀170中的第二接口2a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
冷却液循环***中,第二水泵3112将经过第一换热器120换热升温的电驱冷却液依次输送至充电单元3111a、电驱构件3111b、散热器3121、四通比例阀314的第一连接口1b、第四连接口4b、第二四通阀330的第一开口1c、第二开口2c,再回到第二水泵3112,以完成电驱冷却液循环,用于通过散热器3121将第一换热器120内的电驱冷却液的温度释放到外界环境中。
第三水泵322将经过第三换热器150换热冷却的电池冷却液依次输送至电池321的冷却液通道、第二四通阀330的第三开口3c、第四开口4c,再回到第三水泵322,以完成电池冷却液循环,用于将经过第三换热器150换热冷却的电池冷却液输送至电池321的冷却液通道中,以吸收电池321的热量,完成电池321的冷却。
1.3为乘客舱制冷+电池冷却模式:此时,冷热芯220处于吸热状态,第一换热器120用作冷凝器放热,第二换热器140用作蒸发器吸热,第三换热器150用作蒸发器吸热,散热器3121处于放热状态,热芯3131处于不工作状态,压缩机110处于工作状态,第一四通阀170的第一接口1a和第四接口4a连通,第三接口3a和第二接口2a连通,第一膨胀阀130处于工作状态,第二膨胀阀160处于工作状态,第一水泵210处于工作状态,第二水泵3112处于工作状态,第三水泵322处于工作状态,四通比例阀314的第一连接口1b和第四连接口4b连通,第二四通阀330的第一开口1c和第二开口2c连通,第三开口3c和第四开口4c连通。
该模式下,如图3所示,制冷剂循环***10中,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第四接口4a,流入第一换热器120内的制冷剂通道,并将热量传递给第一换热器120内的电驱冷却液,以使得第一换热器120用 作冷凝器向机舱冷却液循环***30中放热。流出第一换热器120内的制冷剂通道的制冷剂变成低温高压液态,然后部分制冷剂经过第一膨胀阀130后,变成低温低压液态制冷剂,然后流入第二换热器140内的制冷剂通道,并吸收第二换热器140内的乘客舱冷却液的热量,以使得第二换热器140用作蒸发器吸收乘客舱内的热量。另一部分制冷剂经过第二膨胀阀160后,变成低温低压液态制冷剂,然后流入第三换热器150内的制冷剂通道,并吸收第三换热器150内的电池冷却液的热量,以使得第三换热器150用作蒸发器吸电池321的热量。流出第二换热器140内的制冷剂通道的制冷剂和流出第三换热器150内的制冷剂通道的制冷剂变成高温低压液态,再均通过第一四通阀170中的第二接口2a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
冷却液循环***中,第一水泵210将经过第二换热器140换热冷却的乘客舱冷却液输送至冷热芯220(此时为冷芯),以完成乘客舱的制冷。
第二水泵3112将经过第一换热器120换热升温的电驱冷却液依次输送至充电单元3111a、电驱构件3111b、散热器3121、四通比例阀314的第一连接口1b、第四连接口4b、第二四通阀330的第一开口1c、第二开口2c,再回到第二水泵3112,以完成电驱冷却液循环,用于通过散热器3121将第一换热器120内的电驱冷却液的温度释放到外界环境中。
第三水泵322将经过第三换热器150换热冷却的电池冷却液依次输送至电池321的冷却液通道、第二四通阀330的第三开口3c、第四开口4c,再回到第三水泵322,以完成电池冷却液循环,用于将经过第三换热器150换热冷却的电池冷却液输送至电池321的冷却液通道中,以吸收电池321的热量,完成电池321的冷却。
表1中的模式2.1-2.4为外界环境处于春秋季时的情况。其中,
2.1为乘客舱除湿模式:此时,冷热芯220处于吸热状态,第一换热器120用作冷凝器放热,第二换热器140用作蒸发器吸热,第三换热器150处于不工作状态,散热器3121处于放热状态,热芯3131处于放热状态,压缩机110处于工作状态,第一四通阀170的第一接口1a和第四接口4a连通,第三接口3a和第二接口2a连通,第一膨胀阀130处于工作状态,第二膨胀阀160处于不工作状态,第一水泵210处于工作状态,第二水泵3112处于工作状态,第三水泵322处于不工作状态,四通比例阀314的第一连接口1b和第四连接口4b、以及第二连接口2b和第四连接口4b之间比例调节,第二四通阀330的第一开口1c和第二开口2c连通,第三开口3c和第四开口4c连通。
该模式下,如图4所示,制冷剂循环***10中,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第四接口4a,流入第一换热器120内的制冷剂通道,并将热量传递给第一换热器120内的电驱冷却液,以使得第一换热器120用作冷凝器向机舱冷却液循环***30中放热。流出第一换热器120内的制冷剂通道的制冷剂变成低温高压液态,经过第一膨胀阀130后,变成低温低压液态制冷剂,然后流入第二换热器140内的制冷剂通道,并吸收第二换热器140内的乘客舱冷却液的热量,以使得第二换热器140用作蒸发器吸收乘客舱内的热量。流出第二换热器140内的制冷剂通道的制冷剂变成高温低压液态,再通过第一四通阀170中的第二接口2a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
冷却液循环***中,第一水泵210将经过第二换热器140换热冷却的乘客舱冷却液输送至冷热芯220(此时为冷芯),以完成乘客舱的制冷。
第二水泵3112将经过第一换热器120换热升温的电驱冷却液依次输送至充电单元3111a、电驱构件3111b后,部分电驱冷却液流入散热器3121,并经过四通比例阀314的第一连接口1b流出四通比例阀314的第四连接口4b;另一部分电驱冷却液流入热芯3131, 并经过四通比例阀314的第二连接口2b流出四通比例阀314的第四连接口4b,流出四通比例阀314的第四连接口4b的电驱冷却液依次流经第二四通阀330的第一开口1c、第二开口2c,再回到第二水泵3112,以完成电驱冷却液循环。该过程中,热芯3131能够吸收电驱余热、第一换热器120的电驱冷却液的热量,并释放到乘客舱中,以调高乘客舱的温度,进而实现乘客舱的除湿功能。并且,四通比例阀314的第一连接口1b和第四连接口4b、以及第二连接口2b和第四连接口4b之间比例调节,使得四通比例阀314可根据实际需求调整流入散热流路312和热芯流路313的电驱冷却液的比例,进而将电驱余热和第一换热器120的电驱冷却液的热量按比例分配给热芯3131和散热器3121,并通过热芯3131吸收热量并释放到乘客舱中,通过散热器3121将热量释放到外界环境中,以通过控制热芯3131吸收的热量来调整热芯3131释放到乘客舱中的热量,进而调整乘客舱的除湿能力。
2.2为乘客舱除湿+电池冷却模式:此时,冷热芯220处于吸热状态,第一换热器120用作冷凝器放热,第二换热器140用作蒸发器吸热,第三换热器150用作蒸发器吸热,散热器3121处于放热状态,热芯3131处于放热状态,压缩机110处于工作状态,第一四通阀170的第一接口1a和第四接口4a连通,第三接口3a和第二接口2a连通,第一膨胀阀130处于工作状态,第二膨胀阀160处于工作状态,第一水泵210处于工作状态,第二水泵3112处于工作状态,第三水泵322处于工作状态,四通比例阀314的第一连接口1b和第四连接口4b、以及第二连接口2b和第四连接口4b之间比例调节,第二四通阀330的第一开口1c和第二开口2c连通,第三开口3c和第四开口4c连通。
该模式下,如图5所示,制冷剂循环***10中,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第四接口4a,流入第一换热器120内的制冷剂通道,并将热量传递给第一换热器120内的电驱冷却液,以使得第一换热器120用作冷凝器向机舱冷却液循环***30中放热。流出第一换热器120内的制冷剂通道的制冷剂变成低温高压液态,然后部分制冷剂经过第一膨胀阀130后,变成低温低压液态制冷剂,然后流入第二换热器140内的制冷剂通道,并吸收第二换热器140内的乘客舱冷却液的热量,以使得第二换热器140用作蒸发器吸收乘客舱内的热量。另一部分制冷剂经过第二膨胀阀160后,变成低温低压液态制冷剂,然后流入第三换热器150内的制冷剂通道,并吸收第三换热器150内的电池冷却液的热量,以使得第三换热器150用作蒸发器吸电池321的热量。流出第二换热器140内的制冷剂通道的制冷剂和流出第三换热器150内的制冷剂通道的制冷剂变成高温低压液态,再均通过第一四通阀170中的第二接口2a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
冷却液循环***中,第一水泵210将经过第二换热器140换热冷却的乘客舱冷却液输送至冷热芯220(此时为冷芯),以完成乘客舱的制冷。
第二水泵3112将经过第一换热器120换热升温的电驱冷却液依次输送至充电单元3111a、电驱构件3111b后,部分电驱冷却液流入散热器3121,并经过四通比例阀314的第一连接口1b流出四通比例阀314的第四连接口4b;另一部分电驱冷却液流入热芯3131,并经过四通比例阀314的第二连接口2b流出四通比例阀314的第四连接口4b,流出四通比例阀314的第四连接口4b的电驱冷却液依次流经第二四通阀330的第一开口1c、第二开口2c,再回到第二水泵3112,以完成电驱冷却液循环。该过程中,热芯3131能够吸收电驱余热、第一换热器120的电驱冷却液的热量,并释放到乘客舱中,以调高乘客舱的温度,进而实现乘客舱的除湿功能。并且,四通比例阀314的第一连接口1b和第四连接口4b、以及第二连接口2b和第四连接口4b之间比例调节,使得四通比例阀314可根据实际需求调整流入散热流路312和热芯流路313的电驱冷却液的比例,进而将电驱余热和第一换热器120的电驱冷却液的热量按比例分配给热芯3131和散热器3121,并通过 热芯3131吸收热量并释放到乘客舱中,通过散热器3121将热量释放到外界环境中,以通过控制热芯3131吸收的热量来调整热芯3131释放到乘客舱中的热量,进而调整乘客舱的除湿能力。
第三水泵322将经过第三换热器150换热冷却的电池冷却液依次输送至电池321的冷却液通道、第二四通阀330的第三开口3c、第四开口4c,再回到第三水泵322,以完成电池冷却液循环,用于将经过第三换热器150换热冷却的电池冷却液输送至电池321的冷却液通道中,以吸收电池321的热量,完成电池321的冷却。
2.3为乘客舱除湿+电池加热模式:此时,冷热芯220处于吸热状态,第一换热器120用作冷凝器放热,第二换热器140用作蒸发器吸热,第三换热器150不工作,散热器3121处于放热状态,热芯3131处于放热状态,压缩机110处于工作状态,第一四通阀170的第一接口1a和第四接口4a连通,第三接口3a和第二接口2a连通,第一膨胀阀130处于工作状态,第二膨胀阀160处于不工作状态,第一水泵210处于工作状态,第二水泵3112处于工作状态,第三水泵322处于工作状态,四通比例阀314的第一连接口1b和第四连接口4b、以及第二连接口2b和第四连接口4b之间比例调节,第二四通阀330的第一开口1c和第四开口4c连通,第三开口3c和第二开口2c连通。
该模式下,如图6所示,制冷剂循环***10中,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第四接口4a,流入第一换热器120内的制冷剂通道,并将热量传递给第一换热器120内的电驱冷却液,以使得第一换热器120用作冷凝器向机舱冷却液循环***30中放热。流出第一换热器120内的制冷剂通道的制冷剂变成低温高压液态,经过第一膨胀阀130后,变成低温低压液态制冷剂,然后流入第二换热器140内的制冷剂通道,并吸收第二换热器140内的乘客舱冷却液的热量,以使得第二换热器140用作蒸发器吸收乘客舱内的热量。流出第二换热器140内的制冷剂通道的制冷剂变成高温低压液态,再通过第一四通阀170中的第二接口2a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
冷却液循环***中,第一水泵210将经过第二换热器140换热冷却的乘客舱冷却液输送至冷热芯220(此时为冷芯),以完成乘客舱的制冷。
第二水泵3112将经过第一换热器120换热升温的电驱冷却液依次输送至充电单元3111a、电驱构件3111b后,部分电驱冷却液流入散热器3121,并经过四通比例阀314的第一连接口1b流出四通比例阀314的第四连接口4b;另一部分电驱冷却液流入热芯3131,并经过四通比例阀314的第二连接口2b流出四通比例阀314的第四连接口4b,流出四通比例阀314的第四连接口4b的电驱冷却液依次流经第二四通阀330的第一开口1c、第四开口4c、第三水泵322、第三换热器150的冷却液通道、电池321的冷却液通道、第二四通阀330的第三开口3c、第二开口2c,再回到第二水泵3112,以完成冷却液的循环。该过程中,热芯3131能够吸收电驱余热、第一换热器120的电驱冷却液的热量,并释放到乘客舱中,以调高乘客舱的温度,进而实现乘客舱的除湿功能。并且,四通比例阀314的第一连接口1b和第四连接口4b、以及第二连接口2b和第四连接口4b之间比例调节,使得四通比例阀314可根据实际需求调整流入散热流路312和热芯流路313的电驱冷却液的比例,进而将电驱余热和第一换热器120的电驱冷却液的热量按比例分配给热芯3131和散热器3121,并通过热芯3131吸收热量并释放到乘客舱中,通过散热器3121将热量释放到外界环境中,以通过控制热芯3131吸收的热量来调整热芯3131释放到乘客舱中的热量,进而调整乘客舱的除湿能力。同时,电池321也能吸收电驱余热和第一换热器120的电驱冷却液的热量,以完成电池321的加热。
需要说明的是,热芯流路313和散热流路312是并联设置的,乘客舱需要除湿时,热芯3131工作吸收电驱余热和第一换热器120的电驱冷却液的热量,并向乘客舱中释放 热量,以完成乘客舱的除湿过程。第一换热器120中的电驱冷却液的热量是通过与第一换热器120中的制冷剂换热获得的。该过程中,热芯流路313中的热芯3131和散热流路312中的散热器3121会同时吸收第一换热器120中的电驱冷却液的热量,以提高第一换热器120的制冷剂通道中的制冷剂的冷却效果,进而提高制冷剂循环***10中的压缩机110的工作效率,降低压缩机110的功耗。同时,四通比例阀314可根据实际需求调整流入散热流路312和热芯流路313的冷却液的比例,以通过控制热芯3131能够吸收的冷却液的热量来调整热芯3131释放到乘客舱中的热量,进而调整乘客舱的除湿能力,故四通比例阀314能够无级调整热芯3131的除湿能力。
2.4为散热器冷却电池模式:此时,冷热芯220处于不工作状态,第一换热器120处于不工作状态,第二换热器140处于不工作状态,第三换热器150处于不工作状态,散热器3121处于放热状态,热芯3131处于不工作状态,压缩机110处于不工作状态,第一四通阀170处于不工作状态,第一膨胀阀130处于不工作状态,第二膨胀阀160处于不工作状态,第一水泵210处于不工作状态,第二水泵3112处于工作状态,第三水泵322处于工作状态,四通比例阀314的第一连接口1b和第四连接口4b连通,第二四通阀330的第一开口1c和第四开口4c连通,第三开口3c和第二开口2c连通。
该模式下,如图7所示,制冷剂循环***10不工作。冷却液循环***中,第二水泵3112将冷却液依次输送至充电单元3111a、电驱构件3111b、散热器3121、四通比例阀314的第一连接口1b、第四连接口4b、第二四通阀330的第一开口1c、第四开口4c、第三水泵322、第三换热器150的冷却液通道、电池321的冷却液通道、第二四通阀330的第三开口3c、第二开口2c,再回到第二水泵3112,以完成冷却液的循环。该过程中,电池321能通过散热器3121向外界环境释放热量,以通过散热器3121完成电池321的冷却。
表1中的模式3.1-3.6为外界环境处于冬季时的情况。其中,
3.1为乘客舱制热(吸收电驱余热)模式:此时,冷热芯220处于放热状态,第一换热器120用作蒸发器吸热,第二换热器140用作冷凝器放热,第三换热器150处于不工作状态,散热器3121处于不工作状态,热芯3131处于不工作状态,压缩机110处于工作状态,第一四通阀170的第一接口1a和第二接口2a连通,第三接口3a和第四接口4a连通,第一膨胀阀130处于工作状态,第二膨胀阀160处于不工作状态,第一水泵210处于工作状态,第二水泵3112处于工作状态,第三水泵322处于不工作状态,四通比例阀314的第三连接口3b和第四连接口4b连通,第二四通阀330的第一开口1c和第二开口2c连通,第三开口3c和第四开口4c连通。
该模式下,如图8所示,制冷剂循环***10中,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第二接口2a流入第二换热器140内的制冷剂通道,并将热量传递给第二换热器140内的乘客舱冷却液,以使得第二换热器140用作冷凝器向乘客舱内释放热量,流出第二换热器140的制冷剂通道的制冷剂变成低温高压液态,再经过第一膨胀阀130后,变成低温低压液态制冷剂。然后从第一膨胀阀130流出的低温低压液态制冷剂流入第一换热器120内的制冷剂通道,第一换热器120内的制冷剂与电驱冷却液换热,以使得第一换热器120用作蒸发器通过机舱冷却液循环***30吸收电驱余热。流出第一换热器120内的制冷剂通道的制冷剂变成高温低压液态,再通过第一四通阀170中的第四接口4a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
冷却液循环***中,第一水泵210将经过第二换热器140换热升温后的乘客舱冷却液输送至冷热芯220(此时为热芯),以完成乘客舱的制热。
第二水泵3112将经过第一换热器120换热冷却后的电驱冷却液依次输送至充电单元3111a、电驱构件3111b、四通比例阀314的第三连接口3b、第四连接口4b、第二四通阀 330的第一开口1c、第二开口2c,再回到第二水泵3112,以完成电驱冷却液循环,用于通过第一换热器120的电驱冷却液吸收电驱余热,然后第一换热器120的电驱冷却液与制冷剂换热,并将热量传递至制冷剂循环***10中,制冷剂在制冷剂循环***10中流动时会将热量传递至第二换热器140的制冷剂中,且第二换热器140的制冷剂与乘客舱冷却液换热,使得热量传递至乘客舱冷却液循环***20中,进而使得电驱余热最终传递至乘客舱中,用于乘客舱的制热。
3.2为乘客舱制热(吸收电驱余热+环境热量)模式:此时,冷热芯220处于放热状态,第一换热器120用作蒸发器吸热,第二换热器140用作冷凝器放热,第三换热器150处于不工作状态,散热器3121处于吸热状态,热芯3131处于不工作状态,压缩机110处于工作状态,第一四通阀170的第一接口1a和第二接口2a连通,第三接口3a和第四接口4a连通,第一膨胀阀130处于工作状态,第二膨胀阀160处于不工作状态,第一水泵210处于工作状态,第二水泵3112处于工作状态,第三水泵322处于不工作状态,四通比例阀314的第一连接口1b和第四连接口4b连通,第二四通阀330的第一开口1c和第二开口2c连通,第三开口3c和第四开口4c连通。
该模式下,如图9所示,制冷剂循环***10中,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第二接口2a流入第二换热器140内的制冷剂通道,并将热量传递给第二换热器140内的乘客舱冷却液,以使得第二换热器140用作冷凝器向乘客舱内释放热量,流出第二换热器140的制冷剂通道的制冷剂变成低温高压液态,再经过第一膨胀阀130后,变成低温低压液态制冷剂。然后从第一膨胀阀130流出的低温低压液态制冷剂流入第一换热器120内的制冷剂通道,第一换热器120内的制冷剂与电驱冷却液换热,以使得第一换热器120用作蒸发器通过机舱冷却液循环***30吸收电驱余热和环境中的热量。流出第一换热器120内的制冷剂通道的制冷剂变成高温低压液态,再通过第一四通阀170中的第四接口4a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
冷却液循环***中,第一水泵210将经过第二换热器140换热升温后的乘客舱冷却液输送至冷热芯220(此时为热芯),以完成乘客舱的制热。
第二水泵3112将经过第一换热器120换热冷却后的电驱冷却液依次输送至充电单元3111a、电驱构件3111b、散热器3121、四通比例阀314的第一连接口1b、第四连接口4b、第二四通阀330的第一开口1c、第二开口2c,再回到第二水泵3112,以完成电驱冷却液循环,用于通过第一换热器120的电驱冷却液吸收电驱余热和散热器3121吸收地外界环境中的热量,然后第一换热器120的电驱冷却液与制冷剂换热,将热量传递至制冷剂循环***10中,制冷剂在制冷剂循环***10中流动时会将热量传递至第二换热器140的制冷剂中,且第二换热器140的制冷剂与乘客舱冷却液换热,使得热量传递至乘客舱冷却液循环***20中,进而使得电驱余热和外界环境中的热量最终传递至乘客舱中,用于乘客舱的制热。
需要说明的是,仅乘客舱制热状态下,电驱循环回路310与电池循环回路320之间完全独立。由于第三换热器150处于不工作状态,第二膨胀阀160处于不工作状态,第三水泵322处于不工作状态,故此时电池循环回路320中没有流动的冷却液,也即此时电池循环回路320不工作。所有的冷却液都会注入乘客舱冷却液循环***20中,第一换热器120的制冷剂在制冷剂循环***10中流动时会将热量传递至第二换热器140的制冷剂中,第二换热器140中的制冷剂与乘客舱冷却液换热,从而加快第二换热器140内的冷却液的升温时间,加快乘客舱冷却液的制热速度,进而使得乘客舱能够被快速制热。
3.3为乘客舱制热(吸收电驱余热+电池蓄热)模式:此时,冷热芯220处于放热状态,第一换热器120用作蒸发器吸热,第二换热器140用作冷凝器放热,第三换热器150处于不工作状态,散热器3121处于吸热状态,热芯3131处于不工作状态,压缩机110 处于工作状态,第一四通阀170的第一接口1a和第二接口2a连通,第三接口3a和第四接口4a连通,第一膨胀阀130处于工作状态,第二膨胀阀160处于不工作状态,第一水泵210处于工作状态,第二水泵3112处于工作状态,第三水泵322处于工作状态,四通比例阀314的第三连接口3b和第四连接口4b连通,第二四通阀330的第一开口1c和第四开口4c连通,第三开口3c和第二开口2c连通。
该模式下,如图10所示,制冷剂循环***10中,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第二接口2a流入第二换热器140内的制冷剂通道,并将热量传递给第二换热器140内的乘客舱冷却液,以使得第二换热器140用作冷凝器向乘客舱内释放热量,流出第二换热器140的制冷剂通道的制冷剂变成低温高压液态,再经过第一膨胀阀130后,变成低温低压液态制冷剂。然后从第一膨胀阀130流出的低温低压液态制冷剂流入第一换热器120内的制冷剂通道,第一换热器120内的制冷剂与电驱冷却液换热,以使得第一换热器120用作蒸发器通过机舱冷却液循环***30吸收电驱余热。流出第一换热器120内的制冷剂通道的制冷剂变成高温低压液态,再通过第一四通阀170中的第四接口4a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
冷却液循环***中,第一水泵210将经过第二换热器140换热升温后的乘客舱冷却液输送至冷热芯220(此时为热芯),以完成乘客舱的制热。
第二水泵3112将经过第一换热器120换热冷却后的电驱冷却液依次输送至充电单元3111a、电驱构件3111b、四通比例阀314的第三连接口3b、第四连接口4b、第二四通阀330的第一开口1c、第四开口4c、第三水泵322、第三换热器150的冷却液通道、电池321的冷却液通道、第二四通阀330的第三开口3c、第二开口2c,再回到第二水泵3112,以完成冷却液循环,用于通过第一换热器120的电驱冷却液吸收电驱余热和电池321蓄热,然后第一换热器120的电驱冷却液与制冷剂换热,将热量传递至制冷剂循环***10中,制冷剂在制冷剂循环***10中流动时会将热量传递至第二换热器140的制冷剂中,且第二换热器140的制冷剂与乘客舱冷却液换热,使得热量传递至乘客舱冷却液循环***20中,进而使得电驱余热和电池321蓄热最终传递至乘客舱中,用于乘客舱的制热。
3.4为乘客舱制热+电池加热(吸收电驱余热)模式:此时,冷热芯220处于放热状态,第一换热器120用作蒸发器吸热,第二换热器140用作冷凝器放热,第三换热器150用作冷凝器放热,散热器3121处于不工作状态,热芯3131处于不工作状态,压缩机110处于工作状态,第一四通阀170的第一接口1a和第二接口2a连通,第三接口3a和第四接口4a连通,第一膨胀阀130处于工作状态,第二膨胀阀160处于工作状态,第一水泵210处于工作状态,第二水泵3112处于工作状态,第三水泵322处于工作状态,四通比例阀314的第三连接口3b和第四连接口4b连通,第二四通阀330的第一开口1c和第二开口2c连通,第三开口3c和第四开口4c连通。
该模式下,如图11所示,制冷剂循环***10中,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第二接口2a部分流入第二换热器140内的制冷剂通道,并将热量传递给第二换热器140内的乘客舱冷却液,以使得第二换热器140用作冷凝器向乘客舱内释放热量,流出第二换热器140的制冷剂通道的制冷剂变成低温高压液态,再经过第一膨胀阀130后,变成低温低压液态制冷剂。压缩机110中流出的另一部分高温高压气态制冷剂流入第三换热器150内的制冷剂通道,并将热量传递给第三换热器150内的电池冷却液,以使得第三换热器150用作冷凝器向电池321释放热量,流出第三换热器150的制冷剂通道的制冷剂变成低温高压液态,再经过第二膨胀阀160后,变成低温低压液态制冷剂。然后从第一膨胀阀130和第二膨胀阀160流出的低温低压液态制冷剂流入第一换热器120内的制冷剂通道,第一换热器120内的制冷剂与电驱冷却液换热,以使得第一换热器120用作蒸发器通过机舱冷却液循环***30吸 收电驱余热。流出第一换热器120内的制冷剂通道的制冷剂变成高温低压液态,再通过第一四通阀170中的第四接口4a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
冷却液循环***中,第一水泵210将经过第二换热器140换热升温后的乘客舱冷却液输送至冷热芯220(此时为热芯),以完成乘客舱的制热。
第二水泵3112将经过第一换热器120换热冷却后的电驱冷却液依次输送至充电单元3111a、电驱构件3111b、四通比例阀314的第三连接口3b、第四连接口4b、第二四通阀330的第一开口1c、第二开口2c,再回到第二水泵3112,以完成电驱冷却液循环,用于通过第一换热器120的电驱冷却液吸收电驱余热,然后第一换热器120的电驱冷却液与制冷剂换热,将热量传递至制冷剂循环***10中,制冷剂在制冷剂循环***10中流动时会将部分热量传递至第二换热器140的制冷剂中,而第二换热器140的制冷剂与乘客舱冷却液换热,使得部分电驱余热传递至乘客舱中,用于乘客舱的制热。
第三水泵322将经过第三换热器150换热升温后的电池冷却液输送至电池321的冷却液通道、第二四通阀330的第三开口3c、第四开口4c,再回到第二水泵3112,以完成电池冷却液循环,用于通过第一换热器120的电驱冷却液吸收电驱余热,然后第一换热器120的电驱冷却液与制冷剂换热,将热量传递至制冷剂循环***10中的制冷剂中,且制冷剂在制冷剂循环***10中流动时会将另一部分热量传递至第三换热器150的制冷剂中,而第三换热器150的制冷剂与电池冷却液换热,使得另一部分电驱余热传递至电池321内,用于电池321的制热。
3.5为乘客舱制热+电池加热(吸收电驱余热+环境热量)模式:此时,冷热芯220处于放热状态,第一换热器120用作蒸发器吸热,第二换热器140用作冷凝器放热,第三换热器150用作冷凝器放热,散热器3121处于吸热状态,热芯3131处于不工作状态,压缩机110处于工作状态,第一四通阀170的第一接口1a和第二接口2a连通,第三接口3a和第四接口4a连通,第一膨胀阀130处于工作状态,第二膨胀阀160处于工作状态,第一水泵210处于工作状态,第二水泵3112处于工作状态,第三水泵322处于工作状态,四通比例阀314的第一连接口1b和第四连接口4b连通,第二四通阀330的第一开口1c和第二开口2c连通,第三开口3c和第四开口4c连通。
该模式下,如图12所示,制冷剂循环***10中,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第二接口2a部分流入第二换热器140内的制冷剂通道,并将热量传递给第二换热器140内的乘客舱冷却液,以使得第二换热器140用作冷凝器向乘客舱内释放热量,流出第二换热器140的制冷剂通道的制冷剂变成低温高压液态,再经过第一膨胀阀130后,变成低温低压液态制冷剂。压缩机110中流出的另一部分高温高压气态制冷剂流入第三换热器150内的制冷剂通道,并将热量传递给第三换热器150内的电池冷却液,以使得第三换热器150用作冷凝器向电池321释放热量,流出第三换热器150的制冷剂通道的制冷剂变成低温高压液态,再经过第二膨胀阀160后,变成低温低压液态制冷剂。然后从第一膨胀阀130和第二膨胀阀160流出的低温低压液态制冷剂流入第一换热器120内的制冷剂通道,第一换热器120内的制冷剂与电驱冷却液换热,以使得第一换热器120用作蒸发器通过机舱冷却液循环***30吸收电驱余热和环境中的热量。流出第一换热器120内的制冷剂通道的制冷剂变成高温低压液态,再通过第一四通阀170中的第四接口4a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
冷却液循环***中,第一水泵210将经过第二换热器140换热升温后的乘客舱冷却液输送至冷热芯220(此时为热芯),以完成乘客舱的制热。
第二水泵3112将经过第一换热器120换热冷却后的电驱冷却液依次输送至充电单元3111a、电驱构件3111b、散热器3121、四通比例阀314的第一连接口1b、第四连接口 4b、第二四通阀330的第一开口1c、第二开口2c,再回到第二水泵3112,以完成电驱冷却液循环,用于通过第一换热器120的电驱冷却液吸收电驱余热和散热器3121吸收地外界环境中的热量,然后第一换热器120的电驱冷却液与制冷剂换热,将热量传递至制冷剂循环***10中的制冷剂中,且制冷剂在制冷剂循环***10中流动时会将部分热量传递至第二换热器140的制冷剂中,而第二换热器140的制冷剂与乘客舱冷却液换热,使得部分电驱余热和散热器3121吸收地外界环境中的热量传递至乘客舱中,用于乘客舱的制热。
第三水泵322将经过第三换热器150换热升温后的电池冷却液输送至电池321的冷却液通道、第二四通阀330的第三开口3c、第四开口4c,再回到第二水泵3112,以完成电池冷却液循环,用于通过第一换热器120的电驱冷却液吸收电驱余热和散热器3121吸收地外界环境中的热量,然后第一换热器120的电驱冷却液与制冷剂换热,将热量传递至制冷剂循环***10中的制冷剂中,且制冷剂在制冷剂循环***10中流动时会将另一部分热量传递至第三换热器150的制冷剂中,而第三换热器150的制冷剂与电池冷却液换热,使得另一部分电驱余热和散热器3121吸收地外界环境中的热量传递至电池321内,用于电池321的制热。
3.6为乘客舱制热+电池加热(极地温度,自循环技术)模式:此时,冷热芯220处于放热状态,第一换热器120用作蒸发器吸热,第二换热器140用作冷凝器放热,第三换热器150用作冷凝器放热,散热器3121处于不工作状态,热芯3131处于不工作状态,压缩机110处于工作状态,第一四通阀170的第一接口1a和第二接口2a连通,第三接口3a和第四接口4a连通,第一膨胀阀130处于工作状态,第二膨胀阀160处于工作状态,第一水泵210处于工作状态,第二水泵3112处于工作状态,第三水泵322处于工作状态,四通比例阀314的第三连接口3b和第四连接口4b连通,第二四通阀330的第一开口1c和第四开口4c连通,第三开口3c和第二开口2c连通。
该模式下,如图13所示,制冷剂循环***10中,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第二接口2a部分流入第二换热器140内的制冷剂通道,并将热量传递给第二换热器140内的乘客舱冷却液,以使得第二换热器140用作冷凝器向乘客舱内释放热量,流出第二换热器140的制冷剂通道的制冷剂变成低温高压液态,再经过第一膨胀阀130后,变成低温低压液态制冷剂。压缩机110中流出的另一部分高温高压气态制冷剂流入第三换热器150内的制冷剂通道,并将热量传递给第三换热器150内的电池冷却液,以使得第三换热器150用作冷凝器向电池321释放热量,流出第三换热器150的制冷剂通道的制冷剂变成低温高压液态,再经过第二膨胀阀160后,变成低温低压液态制冷剂。然后从第一膨胀阀130和第二膨胀阀160流出的低温低压液态制冷剂流入第一换热器120内的制冷剂通道,第一换热器120内的制冷剂与电驱冷却液换热,以使得第一换热器120用作蒸发器通过机舱冷却液循环***30吸收电驱余热。流出第一换热器120内的制冷剂通道的制冷剂变成高温低压液态,再通过第一四通阀170中的第四接口4a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
冷却液循环***中,第一水泵210将经过第二换热器140换热升温后的乘客舱冷却液输送至冷热芯220(此时为热芯),以完成乘客舱的制热。
第二水泵3112将经过第一换热器120换热冷却后的电驱冷却液依次输送至充电单元3111a、电驱构件3111b、四通比例阀314的第三连接口3b、第四连接口4b、第二四通阀330的第一开口1c、第四开口4c、第三水泵322、第三换热器150的冷却液通道、电池321的冷却液通道、第二四通阀330的第三开口3c、第二开口2c,再回到第二水泵3112,以完成冷却液循环。此时,第一换热器120和第三换热器150串联,冷却液从第三换热器150的电池冷却液通道流动至第一换热器120的电驱冷却液通道,以在极端寒冷天气 下,将第三换热器150用作冷凝器释放的热量转移至第一换热器120中,并通过第一换热器120中的冷却液与制冷剂的换热,将热量传递至制冷剂循环***10中,以维持制冷剂循环***10在低温下的自循环运行。且冷却液从第三换热器150的电池冷却液通道流动至第一换热器120的电驱冷却液通道的过程中,会途经第二水泵3112,第二水泵3112吸收热量,以在低温极端天气下避免第二水泵3112产生结霜停机问题。同时,由于第一换热器120中的制冷剂通道与第二换热器140中的制冷剂通道连通,故第一换热器120中的制冷剂也会流经第二换热器140中的制冷剂通道中,并通过第二换热器140中的乘客舱冷却液与制冷剂的换热,将制冷剂循环***10中多余的热量传递至乘客舱冷却液循环***20中,并释放到乘客舱中进行制热,以取消传统热管理***中乘客舱内的空气辅助电加热器或者冷却液侧的高压水加热器,从而大大减少该汽车的热管理***的零部件数量,大大降低回路的复杂度。
表1中的模式4.1-4.4为外界环境处于冬季或者春秋季时的情况。其中,
4.1为电驱余热加热电池(乘客舱无制冷/制热需求)模式:此时,冷热芯220处于放热状态,第一换热器120用作蒸发器吸热,第二换热器140处于不工作状态,第三换热器150处于不工作状态,散热器3121处于不工作状态,热芯3131处于不工作状态,压缩机110处于不工作状态,第一四通阀170处于不工作状态,第一膨胀阀130处于不工作状态,第二膨胀阀160处于不工作状态,第一水泵210处于不工作状态,第二水泵3112处于工作状态,第三水泵322处于工作状态,四通比例阀314的第一连接口1b和第四连接口4b、以及第三连接口3b和第四连接口4b之间比例调节,第二四通阀330的第一开口1c和第四开口4c连通,第三开口3c和第二开口2c连通。
该模式下,如图14所示,制冷剂循环***10不工作。冷却液循环***中,第二水泵3112将第一换热器120中的冷却液依次输送至充电单元3111a、电驱构件3111b后,部分电驱冷却液流入散热器3121,并经过四通比例阀314的第一连接口1b流出四通比例阀314的第四连接口4b;另一部分电驱冷却液流入四通比例阀314的第三连接口3b,并流出四通比例阀314的第四连接口4b。流出四通比例阀314的第四连接口4b的电驱冷却液依次流经第二四通阀330的第一开口1c、第四开口4c、第三水泵322、第三换热器150的冷却液通道、电池321的冷却液通道、第二四通阀330的第三开口3c、第二开口2c,再回到第二水泵3112,以完成冷却液的循环。该过程中,电池321能够吸收电驱余热和第一换热器120的电驱冷却液的热量,用于加热电池321。并且,四通比例阀314的第一连接口1b和第四连接口4b、以及第三连接口3b和第四连接口4b之间比例调节,使得四通比例阀314可根据实际需求调整流入散热流路312和直接流经电驱流路的电驱冷却液的比例,进而将电驱余热按比例分配至电驱流路和散热流路312,以通过控制电驱流路中冷却液的流量来控制电池321吸收地电驱余热,进而根据外界环境的温度,调整电池321吸收地电驱余热的量。例如,春秋季时,可将部分电驱余热分配至散热流路312,冬季时,电驱余热全部分配至电驱流路中,用于电池321的加热。
4.2为热泵***加热电池(热泵***吸收电驱余热)模式:此时,冷热芯220处于不工作状态,第一换热器120用作蒸发器吸热,第二换热器140处于不工作状态,第三换热器150用作冷凝器放热,散热器3121处于不工作状态,热芯3131处于不工作状态,压缩机110处于工作状态,第一四通阀170的第一接口1a和第二接口2a连通,第三接口3a和第四接口4a连通,第一膨胀阀130处于不工作状态,第二膨胀阀160处于工作状态,第一水泵210处于不工作状态,第二水泵3112处于工作状态,第三水泵322处于工作状态,四通比例阀314的第三连接口3b和第四连接口4b连通,第二四通阀330的第一开口1c和第二开口2c连通,第三开口3c和第四开口4c连通。
该模式下,如图15所示,制冷剂循环***10中,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第二接口2a流入第三换热器150内的 制冷剂通道,并将热量传递给第三换热器150内的电池冷却液,以使得第三换热器150用作冷凝器向电池321释放热量,流出第三换热器150的制冷剂通道的制冷剂变成低温高压液态,再经过第二膨胀阀160后,变成低温低压液态制冷剂。然后从第二膨胀阀160流出的低温低压液态制冷剂流入第一换热器120内的制冷剂通道,第一换热器120内的制冷剂与电驱冷却液换热,以使得第一换热器120用作蒸发器通过机舱冷却液循环***30吸收电驱余热。流出第一换热器120内的制冷剂通道的制冷剂变成高温低压液态,再通过第一四通阀170中的第四接口4a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
冷却液循环***中,第二水泵3112将经过第一换热器120换热冷却后的电驱冷却液依次输送至充电单元3111a、电驱构件3111b、四通比例阀314的第三连接口3b、第四连接口4b、第二四通阀330的第一开口1c、第二开口2c,再回到第二水泵3112,以完成电驱冷却液的循环。第三水泵322将第三换热器150换热加热后的电池冷却液依次输送至电池321的冷却液通道、第二四通阀330的第三开口3c、第四开口4c,再回到第三水泵322,以完成电池冷却液循环。该过程中,第一换热器120会吸收电驱余热,并通过与第三换热器150的热量交换将热量传递至电池321中,用于电池321的加热。
4.3为热泵***加热电池(热泵吸收电驱余热+环境热量)模式:此时,冷热芯220处于不工作状态,第一换热器120用作蒸发器吸热,第二换热器140处于不工作状态,第三换热器150用作冷凝器放热,散热器3121处于吸热状态,热芯3131处于不工作状态,压缩机110处于工作状态,第一四通阀170的第一接口1a和第二接口2a连通,第三接口3a和第四接口4a连通,第一膨胀阀130处于不工作状态,第二膨胀阀160处于工作状态,第一水泵210处于不工作状态,第二水泵3112处于工作状态,第三水泵322处于工作状态,四通比例阀314的第一连接口1b和第四连接口4b连通,第二四通阀330的第一开口1c和第二开口2c连通,第三开口3c和第四开口4c连通。
该模式下,如图16所示,制冷剂循环***10中,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第二接口2a流入第三换热器150内的制冷剂通道,并将热量传递给第三换热器150内的电池冷却液,以使得第三换热器150用作冷凝器向电池321释放热量,流出第三换热器150的制冷剂通道的制冷剂变成低温高压液态,再经过第二膨胀阀160后,变成低温低压液态制冷剂。然后从第二膨胀阀160流出的低温低压液态制冷剂流入第一换热器120内的制冷剂通道,第一换热器120内的制冷剂与电驱冷却液换热,以使得第一换热器120用作蒸发器通过机舱冷却液循环***30吸收电驱余热和外界环境中的热量。流出第一换热器120内的制冷剂通道的制冷剂变成高温低压液态,再通过第一四通阀170中的第四接口4a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
冷却液循环***中,第二水泵3112将经过第一换热器120换热冷却后的电驱冷却液依次输送至充电单元3111a、电驱构件3111b、散热器3121、四通比例阀314的第一连接口1b、第四连接口4b、第二四通阀330的第一开口1c、第二开口2c,再回到第二水泵3112,以完成电驱冷却液的循环。第三水泵322将第三换热器150换热加热后的电池冷却液依次输送至电池321的冷却液通道、第二四通阀330的第三开口3c、第四开口4c,再回到第三水泵322,以完成电池冷却液循环。该过程中,第一换热器120会吸收电驱余热以及散热器3121从外界环境中吸收的热量,并通过与第三换热器150的热量交换将热量传递至电池321中,用于电池321的加热。
4.4为热泵***加热电池(制冷剂自循环技术)模式:此时,冷热芯220处于不工作状态,第一换热器120用作蒸发器吸热,第二换热器140处于不工作状态,第三换热器150用作冷凝器放热,散热器3121处于不工作状态,热芯3131处于不工作状态,压缩机110处于工作状态,第一四通阀170的第一接口1a和第二接口2a连通,第三接口3a和第四 接口4a连通,第一膨胀阀130处于不工作状态,第二膨胀阀160处于工作状态,第一水泵210处于不工作状态,第二水泵3112处于工作状态,第三水泵322处于工作状态,四通比例阀314的第三连接口3b和第四连接口4b连通,第二四通阀330的第一开口1c和第四开口4c连通,第三开口3c和第二开口2c连通。
该模式下,如图17所示,制冷剂循环***10中,压缩机110中流出的高温高压气态制冷剂经过第一四通阀170中的第一接口1a与第二接口2a流入第三换热器150内的制冷剂通道,并将热量传递给第三换热器150内的电池冷却液,以使得第三换热器150用作冷凝器向电池321释放热量,流出第三换热器150的制冷剂通道的制冷剂变成低温高压液态,再经过第二膨胀阀160后,变成低温低压液态制冷剂。然后从第二膨胀阀160流出的低温低压液态制冷剂流入第一换热器120内的制冷剂通道,第一换热器120内的制冷剂与电驱冷却液换热,以使得第一换热器120用作蒸发器通过机舱冷却液循环***30吸收电驱余热。流出第一换热器120内的制冷剂通道的制冷剂变成高温低压液态,再通过第一四通阀170中的第四接口4a与第三接口3a流入压缩机110中,并经过压缩机110变成高温高压气态制冷剂,以进行下一次循环流动。
冷却液循环***中,第二水泵3112将经过第一换热器120换热冷却后的电驱冷却液依次输送至充电单元3111a、电驱构件3111b、四通比例阀314的第三连接口3b、第四连接口4b、第二四通阀330的第一开口1c、第四开口4c、第三水泵322、第三换热器150的电池冷却液通道、电池321的冷却液通道、第二四通阀330的第三开口3c、第二开口2c,再回到第二水泵3112,以完成冷却液循环。该过程中,第一换热器120和第三换热器150串联,且会吸收电驱余热,并在第一换热器120和第三换热器150的热量循环过程中,将热量传递至电池321中,用于电池321的加热。
实施例2
本实施例提供了一种汽车,包括实施例1中的汽车的热管理***。
具体地,如图1-图17所示,该汽车的热管理***涉及汽车的空调、设置于机舱内的电机、充电器以及电池321等部件,并通过控制第一四通阀170、第二四通阀330、四通比例阀314的不同开口之间的连通与阻断,以选择性地连通制冷剂循环***10、乘客舱冷却液循环***20以及机舱冷却液循环***30之间的各个回路,进而能够对汽车的乘客舱和机舱进行热管理。该汽车的热管理***中,具有可燃性的环保型制冷剂能够通过两条并联的回路进行换热,避免因制冷剂加注量过多以及泄漏至乘客舱而使其燃烧进而产生危险。故该汽车的热管理***具有能够适用于需要二次回路的制冷剂的优势。并且,该汽车的热管理***通过控制制冷剂的流向,即可通过换热器的热量交换完成乘客舱和电池321的制冷或者制热,无需在乘客舱和电池321侧增设电加热器等部件,从而大大减少该汽车的热管理***的零部件数量,大大降低回路的复杂度。另外,该汽车的热管理***是通过制冷剂的自循环过程来制热的,无需通过电机等高速旋转的部件进行制热,故制冷剂循环***10的可靠性更高。同时,制热效率也高于电机堵转的制热效率。而汽车的热管理***的冷却液循环***中的热量和冷量的分配是通过控制简单的阀体实现的,因此,该汽车的热管理***还具有整体结构简单的优势。
虽然通过参照本发明的某些优选实施方式,已经对本发明进行了图示和描述,但本领域的普通技术人员应该明白,以上内容是结合具体的实施方式对本发明所作的进一步详细说明,不能认定本发明的具体实施只局限于这些说明。本领域技术人员可以在形式上和细节上对其作各种改变,包括做出若干简单推演或替换,而不偏离本发明的精神和范围。
Claims (11)
- 一种汽车的热管理***,包括:制冷剂循环***,所述制冷剂循环***包括压缩机、第一换热器、第一膨胀阀、第二换热器、第三换热器、第二膨胀阀以及第一流路切换部件,所述第一换热器具有相互独立且可进行热传递的制冷剂通道和电驱冷却液通道;所述第二换热器具有相互独立且可进行热传递的制冷剂通道和乘客舱冷却液通道;所述第三换热器具有相互独立且可进行热传递的制冷剂通道和电池冷却液通道;其中,所述第一换热器的制冷剂通道的第一端分别与所述第一膨胀阀的第一端和所述第二膨胀阀的第一端连接;所述第一膨胀阀的第二端与所述第二换热器的制冷剂通道的第一端连接,所述第二膨胀阀的第二端与所述第三换热器的制冷剂通道的第一端连接,且所述第一膨胀阀与所述第二膨胀阀以并联的方式设置;所述第一流路切换部件设置于所述压缩机、所述第一换热器的制冷剂通道的第二端、所述第二换热器的制冷剂通道的第二端、以及所述第三换热器的制冷剂通道的第二端之间,以选择性地将所述第二换热器的制冷剂通道的第二端、所述压缩机的第一端、所述压缩机的第二端和所述第一换热器的制冷剂通道的第二端依次连通,以及将所述第三换热器的制冷剂通道的第二端、所述压缩机的第一端、所述压缩机的第二端和所述第一换热器的制冷剂通道的第二端依次连通,使得所述第一换热器可用作冷凝器、所述第二换热器和所述第三换热器均可用作蒸发器;或者,将所述第一换热器的制冷剂通道的第二端、所述压缩机的第一端、所述压缩机的第二端和所述第二换热器的制冷剂通道的第二端依次连通,以及将所述第一换热器的制冷剂通道的第二端、所述压缩机的第一端、所述压缩机的第二端和所述第三换热器的制冷剂通道的第二端依次连通,使得所述第一换热器可用作蒸发器、所述第二换热器和所述第三换热器均可用作冷凝器;冷却液循环***,所述冷却液循环***包括:乘客舱冷却液循环***,且所述第二换热器的乘客舱冷却液通道与所述乘客舱冷却液循环***连接;机舱冷却液循环***,所述机舱冷却液循环***包括电驱循环回路和电池循环回路;所述电驱循环回路的第一端与所述第一换热器的电驱冷却液通道的第一端连接,所述电驱循环回路的第二端与所述第一换热器的电驱冷却液通道的第二端连接;所述电池循环回路的第一端与所述第三换热器的电池冷却液通道的第一端连接,所述电池循环回路的第二端与所述第三换热器的电池冷却液通道的第二端连接。
- 如权利要求1所述的汽车的热管理***,其中,所述乘客舱冷却液循环***包括第一水泵和冷热芯;所述第一水泵的输出端与所述冷热芯的输入端连通,所述冷热芯的输出端与所述第二换热器的乘客舱冷却液通道的输入端连通,所述第二换热器的乘客舱冷却液通道的输出端与所述第一水泵的输入端连通。
- 如权利要求1所述的汽车的热管理***,其中,所述第一流路切换部件设置为第一四通阀;所述第一四通阀具有第一接口、第二接口、第三接口和第四接口,所述第一接口与所述压缩机的第二端连接,所述第二接口分别与所述第二换热器的制冷剂通道的第二端、所述第三换热器的制冷剂通道的第二端连接,所述第三接口与所述压缩机的第一端连接,所述第四接口与所述第一换热器的制冷剂通道的第二端连接;当所述第一四通阀中的所述第一接口与所述第四接口连通,所述第二接口与所述第三接口连通时,所述第二换热器的制冷剂通道的第二端、所述第一四通阀的第二接口、第三接口、所述压缩机的第一端、所述压缩机的第二端、所述第一四通阀的第一接口、第四接口、所述第一换热器的制冷剂通道的第二端、所述第一换热器的制冷剂通道的第一端、所 述第一膨胀阀、所述第二换热器的制冷剂通道的第一端可依次连通,形成第一制冷剂循环回路;并且,所述第三换热器的制冷剂通道的第二端、所述第一四通阀的第二接口、第三接口、所述压缩机的第一端、所述压缩机的第二端、所述第一四通阀的第一接口、第四接口、所述第一换热器的制冷剂通道的第二端、所述第一换热器的制冷剂通道的第一端、所述第二膨胀阀、所述第三换热器的制冷剂通道的第一端可依次连通,形成第二制冷剂循环回路;当所述第一四通阀中的所述第一接口与所述第二接口连通,所述第三接口与所述第四接口连通时,所述第一换热器的制冷剂通道的第二端、所述第一四通阀的第四接口、第三接口、所述压缩机的第一端、所述压缩机的第二端、所述第一四通阀的第一接口、第二接口、所述第二换热器的制冷剂通道的第二端、所述第二换热器的制冷剂通道的第一端、所述第一膨胀阀、所述第一换热器的制冷剂通道的第一端可依次连通,形成第三制冷剂循环回路;并且,所述第一换热器的制冷剂通道的第二端、所述第一四通阀的第四接口、第三接口、所述压缩机的第一端、所述压缩机的第二端、所述第一四通阀的第一接口、第二接口、所述第三换热器的制冷剂通道的第二端、所述第三换热器的制冷剂通道的第一端、所述第二膨胀阀、所述第一换热器的制冷剂通道的第一端可依次连通,形成第四制冷剂循环回路。
- 如权利要求1-3中任一项所述的汽车的热管理***,其中,所述机舱冷却液循环***还包括第二流路切换部件;所述第二流路切换部件设置于所述电驱循环回路与所述电池循环回路之间,以选择性地将所述电驱循环回路与所述电池循环回路以相互独立的方式设置,或者将所述电驱循环回路与所述电池循环回路以串联的方式设置。
- 如权利要求4所述的汽车的热管理***,其中,所述电驱循环回路包括电驱冷却液流路和散热流路,所述电驱冷却液流路包括以串联的方式连接的电驱组件和第二水泵,所述散热流路包括散热器;所述电驱循环回路还包括第三流路切换部件,所述第三流路切换部件设置于所述电驱冷却液流路和所述散热流路之间,以选择性地将所述电驱冷却液流路独立连通旁通所述散热流路,或者将所述电驱冷却液流路与所述散热流路以串联的方式设置;其中,所述电驱冷却液流路的第一端构成所述电驱循环回路的第一端,所述电驱冷却液流路的第二端构成所述电驱循环回路的第二端。
- 如权利要求5所述的汽车的热管理***,其中,所述电驱循环回路还包括热芯流路,所述热芯流路包括热芯;所述热芯设置于所述电驱组件与所述第三流路切换部件之间,使得所述第三流路切换部件还能选择性地将所述电驱冷却液流路与所述热芯流路以串联的方式设置。
- 如权利要求6所述的汽车的热管理***,其中,所述电池循环回路包括以串联的方式连接的电池和第三水泵;且所述第三水泵的第二端与所述第三换热器的电池冷却液通道的第一端连接,所述第三换热器的电池冷却液通道的第二端与所述电池的冷却液通道的第一端连接,所述电池的冷却液通道的第二端通过所述第二流路切换部件与所述第三水泵的第一端连接,以选择性地将所述电池的冷却液通道的第二端连通所述第三水泵的第一端,使得所述电驱循环回路与所述电池循环回路以相互独立的方式设置,或者,将所述电池的冷却液通道的第二端通过所述第二流路切换部件与所述第二水泵的第一端连通,以选择性地将所述电池的冷却液通道的第二端连通所述第二水泵的第一端,使得所述电驱循环 回路与所述电池循环回路以串联的方式设置。
- 如权利要求7所述的汽车的热管理***,其中,所述第二流路切换部件设置为第二四通阀;所述第二四通阀具有第一开口、第二开口、第三开口以及第四开口,所述第一开口与所述第三流路切换部件连接,所述第二开口与所述第二水泵的第一端连接,所述第三开口与所述电池的冷却液通道的第二端连接,所述第四开口与所述第三水泵的第一端连接;当所述第二四通阀的所述第一开口与所述第二开口连通,所述第三开口与所述第四开口连通时,所述电驱循环回路与所述电池循环回路以相互独立的方式设置;当所述第二四通阀中的所述第一开口与所述第四开口连通,所述第三开口与所述第二开口连通时,所述电驱循环回路与所述电池循环回路以串联的方式设置。
- 如权利要求8所述的汽车的热管理***,其中,所述第三流路切换部件设置为四通比例阀;所述四通比例阀具有第一连接口、第二连接口、第三连接口以及第四连接口,所述第一连接口与所述散热器的第二端连接,所述第二连接口与所述热芯的第二端连接,所述第三连接口与所述电驱组件的第二端连接,所述第四连接口与所述第二四通阀的所述第一开口连接;所述电驱组件的第一端与所述第一换热器的电驱冷却液通道的第一端连接,所述散热器的第一端与所述电驱组件的第二端连接,所述热芯的第一端与所述电驱组件的第二端连接;当所述四通比例阀的所述第一连接口与所述第四连接口连通时,所述电驱冷却液流路与所述散热流路以串联的方式设置;当所述四通比例阀的所述第一连接口与所述第二连接口成比例地与所述第四连接口连通时,所述电驱冷却液流路成比例地分别与所述散热流路和所述热芯流路以串联的方式设置;当所述四通比例阀的所述第三连接口与所述第四连接口连通时,所述电驱冷却液流路独立连通并旁通所述散热流路和所述热芯流路;当所述四通比例阀的所述第一连接口与所述第三连接口成比例地与所述第四连接口连通时,所述电驱冷却液流路成比例地部分独立连通且旁通所述散热流路和所述热芯流路,另一部分与所述散热流路以串联的方式设置。
- 如权利要求9所述的汽车的热管理***,其中,所述电驱组件包括充电单元和电驱构件,所述充电单元的第一端与所述第一换热器的电驱冷却液通道的第一端连接,所述充电单元的第二端与所述电驱构件的第一端连接,所述电驱构件的第二端分别与所述四通比例阀的所述第三连接口、所述散热器的第一端以及所述热芯的第一端连接。
- 一种汽车,包括如权利要求1-10任意一项所述的汽车的热管理***。
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