CN111251814B - Thermal management system of vehicle and vehicle - Google Patents

Abstract

The invention discloses a thermal management system for a vehicle and the vehicle. The thermal management system includes a compressor, a first indoor heat exchanger, a second indoor heat exchanger, an outdoor heat exchanger, a heat source device, and a battery pack. The battery pack includes a refrigerant cooling branch and a liquid cooling branch, and the refrigerant is adapted to flow in at least one of the compressor, the first indoor heat exchanger, the second indoor heat exchanger, and the outdoor heat exchanger to form a refrigerant circulation flow path. The liquid cooling circuit is adapted to exchange heat with the heat source device. The refrigerant cooling branch can be selectively communicated with the refrigerant circulation flow path, and the liquid-cooling cooling branch can be selectively communicated with the liquid-cooling circuit. The refrigerant cooling branch is optionally connected in parallel with the first indoor heat exchanger. According to the thermal management system of the present invention, not only can the temperature of the interior space of the vehicle and the heat source device be adjusted, but also the temperature of the battery pack can be adjusted, so that the vehicle and the battery pack under different working conditions can be met in a more economical and energy-saving manner. heating and cooling needs.

Description

Vehicle thermal management system and vehicle

technical field

The present invention relates to the technical field of vehicles, and in particular, to a thermal management system of a vehicle and a vehicle.

Background technique

In order to improve the charging and discharging efficiency of the battery, it is necessary to have a suitable working temperature. Too high or too low will have a great impact on its performance and endurance. In the related art, the battery is cooled by setting an independent cooling channel. In addition, some vehicles combine the air conditioning system to control the temperature of the battery, and the air conditioning system is used to exchange heat for the cooling liquid flowing through the battery, so as to realize the cooling of the battery. or warming up. They all adopt the technology of battery liquid cooling, the structure is complex and the cooling efficiency is low, which cannot meet the temperature requirements of the battery.

SUMMARY OF THE INVENTION

The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present invention is to provide a thermal management system for a vehicle, which has the advantages of simple structure and good performance.

The present invention also proposes a vehicle comprising the above thermal management system for the vehicle.

According to a thermal management system for a vehicle according to an embodiment of the present invention, the battery pack of the vehicle includes a refrigerant cooling branch and a liquid cooling branch, and the thermal management system includes: a compressor, a first indoor heat exchanger, a second indoor heat exchanger Heat Exchanger, Outdoor Heat Exchanger The compressor includes a suction port and an exhaust port, the first indoor heat exchanger includes a first end and a second end, and the second indoor heat exchanger includes a third end and a fourth end, the outdoor heat exchanger includes a fifth end and a sixth end, and the refrigerant is suitable for the compressor, the first indoor heat exchanger, the second indoor heat exchanger, the outdoor At least one of the heat exchangers flows inside to form a refrigerant circulation flow path; a battery pack, the battery pack includes a refrigerant cooling branch and a liquid cooling branch; a heat source device for dissipating heat and a heat source device for exchanging heat with the heat source device a hot liquid cooling circuit; the refrigerant cooling branch can be selectively communicated with the refrigerant circulation flow path, the refrigerant cooling branch can be optionally connected in parallel with the first indoor heat exchanger, and the liquid cooling branch A first control valve group with adjustable opening, the first control valve group is arranged in the refrigerant circulation flow path to control the communication of at least part of the refrigerant circulation flow path or disconnect.

According to the thermal management system of the vehicle according to the embodiment of the present invention, by setting the refrigerant circulation flow path and the liquid cooling circuit, both of them can be selectively communicated with the battery pack, which can not only realize the temperature adjustment of the interior space of the vehicle and the heat source device, but also can The temperature adjustment of the battery pack is realized, so that the heating and cooling needs of the vehicle and the battery pack under different working conditions can be met in a more economical and energy-saving way. Compared with the prior art, the temperature regulation of the battery pack by liquid cooling has the advantages of high regulation efficiency and wide regulation range, so that the battery pack can be kept within a suitable temperature range, thereby improving the battery pack's endurance and performance. service life. In addition, the refrigerant cooling branch is optionally connected in parallel with the first indoor heat exchanger, so that simultaneous heating of the battery pack and the interior space of the vehicle can be achieved.

According to some embodiments of the present invention, the refrigerant circulation flow path includes: a refrigeration circuit, the exhaust port, the fifth end, the sixth end, the third end, the fourth end, and the The suction ports are connected in sequence to form the refrigeration circuit; the heating circuit, the exhaust port, the first end, the second end, the fifth end, the sixth end and the The suction ports are sequentially communicated to construct the heating circuit.

In some embodiments of the present invention, the refrigerant cooling branch is optionally communicated with the heating circuit, and the refrigerant cooling branch is connected in series between the suction port and the sixth end.

In some embodiments of the present invention, the refrigerant cooling branch is optionally communicated with the refrigeration circuit, and the refrigerant cooling branch is connected in parallel with the second indoor heat exchanger.

According to some embodiments of the present invention, the thermal management system further includes: a direct heat circuit, the exhaust port, the refrigerant cooling branch, the fifth end, the sixth end, and the suction port are connected in sequence to construct the direct heat circuit.

According to some embodiments of the present invention, the thermal management system further includes: a direct cooling circuit, the exhaust port, the fifth end, the sixth end, the refrigerant cooling branch, and the suction port They are communicated in sequence to construct the direct cooling circuit.

According to some embodiments of the present invention, the thermal management system further includes a mist removal circuit, the exhaust port, the first end, the second end, the third end, the fourth end, and The air inlets are connected in sequence to form the demisting circuit.

According to some embodiments of the present invention, the refrigerant cooling branch includes a first communication port and a second communication port, and the thermal management system further includes a first four-way valve connected to the first four-way valve. Between the first communication port and the second communication port, the first four-way valve is periodically reversed or reversed according to the temperature of the fluid at the inlet and outlet of the refrigerant cooling branch.

According to some embodiments of the present invention, the liquid cooling branch includes a third communication port and a fourth communication port, and the thermal management system further includes a second four-way valve, the second four-way valve is connected to the Between the third communication port and the fourth communication port, the second four-way valve is periodically reversed or reversed according to the temperature of the fluid at the inlet and outlet of the liquid cooling branch.

According to some embodiments of the present invention, the heat source device includes at least one of a motor, an engine, and a waste heat recovery device.

In some embodiments of the present invention, the thermal management system further includes a heat source heat dissipation branch, the heat source heat dissipation branch is connected in parallel with the liquid cooling circuit, and the heat source heat dissipation branch can selectively dissipate heat to the heat source device .

In some embodiments of the present invention, a branch heat exchanger is provided on the liquid cooling circuit, and the heat source device exchanges heat with the liquid cooling circuit through the branch heat exchanger.

According to some embodiments of the present invention, the thermal management system further includes a heater core and a wind driving component for blowing airflow around the heater core into the vehicle, the heater core optionally communicated with the liquid cooling circuit.

According to some embodiments of the present invention, the thermal management system further includes a second control valve group, and the second control valve group is provided in the refrigerant cooling branch to control the amount of refrigerant flowing through the refrigerant cooling branch.

According to some embodiments of the present invention, the thermal management system further includes a sensor for detecting the temperature or pressure of the fluid in the refrigerant cooling branch.

According to some embodiments of the present invention, the thermal management system further includes an enthalpy increasing device, and the enthalpy increasing device is connected in parallel with at least part of the pipelines of the refrigerant circulation flow path.

A vehicle according to an embodiment of the present invention includes the thermal management system of the vehicle as described above.

According to the vehicle of the embodiment of the present invention, by setting the thermal management system, the refrigerant circulation flow path and the liquid cooling circuit in the thermal management system can be selectively communicated with the battery pack, which can not only realize the temperature adjustment of the interior space of the vehicle and the heat source device , it can also realize the temperature adjustment of the battery pack, so that the heating and cooling needs of the vehicle and the battery pack under different working conditions can be met in a more economical and energy-saving way. In addition, this direct cooling method is used to cool the battery pack. Or heating, compared with the prior art, the liquid cooling method to adjust the temperature of the battery pack has the advantages of high regulation efficiency and wide adjustment range, so that the battery pack can be kept within a suitable temperature range, and the battery pack can be improved. Battery life and service life. In addition, the refrigerant cooling branch is optionally connected in parallel with the first indoor heat exchanger, so that simultaneous heating of the battery pack and the interior space of the vehicle can be achieved.

Additional aspects and advantages of the present invention will be set forth, in part, from the following description, and in part will be apparent from the following description, or may be learned by practice of the invention.

Description of drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of embodiments taken in conjunction with the accompanying drawings, wherein:

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

FIG. 2 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;

3 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;

4 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;

5 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;

6 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;

7 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;

8 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;

9 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;

10 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;

11 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;

12 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;

13 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;

14 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;

15 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;

16 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;

17 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;

18 is a schematic diagram of a partial structure of a vehicle-mounted air conditioning system according to an embodiment of the present invention;

19 is a schematic diagram of a partial structure of a vehicle-mounted air conditioning system according to an embodiment of the present invention;

20 is a schematic diagram of a partial structure of a vehicle-mounted air conditioning system according to an embodiment of the present invention;

21 is a schematic structural diagram of a vehicle according to an embodiment of the present invention.

Reference number:

Thermal Management System 1, Vehicle 2,

Compressor 10, suction port 11, exhaust port 12, gas-liquid separator 20, first indoor heat exchanger 30, first end 31, second end 32, second indoor heat exchanger 40, third end 41 , the fourth end 42, the outdoor heat exchanger 50, the fifth end 51, the sixth end 52,

the first control valve 60,

The first three-way valve 80, the second three-way valve 90, the third three-way valve 100, the fourth three-way valve 110, the fifth three-way valve 120, the sixth three-way valve 130,

The first expansion valve 150, the second expansion valve 160, the third expansion valve 170,

The first sensor 180, the second sensor 190, the third sensor 200, the fourth sensor 210, the fifth sensor 220, the sixth sensor 230, the seventh sensor 240,

The battery pack 250, the first four-way valve 260, the second four-way valve 270,

The third four-way valve 280, the fourth four-way valve 290, the fifth four-way valve 300,

Heat source device 310, motor 311, engine 312, waste heat recovery device 313,

liquid cooling circuit 320,

Heat source cooling branch 330, radiator 331,

Bypass heat exchanger 340,

Heater core 350,

Electromagnetic electronic expansion valve 360, eighth sensor 361, sixth four-way valve 362, ninth sensor 363,

Enthalpy increasing device 370,

Water pump 390, kettle 400.

Detailed ways

The following describes in detail the embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary, only used to explain the present invention, and should not be construed as a limitation of the present invention.

As shown in FIGS. 1-16 , 19 and 20 , a thermal management system 1 for a vehicle 2 according to an embodiment of the present invention includes a compressor 10 , a first indoor heat exchanger 30 , a second indoor heat exchanger 40 , The outdoor heat exchanger 50 , the battery pack 250 , the heat source device 310 and the first control valve group with adjustable opening degree, the compressor 10 includes a suction port 11 and an exhaust port 12 , and the refrigerant in the compressor 10 flows from the exhaust port 12 It is discharged and returned to the inside of the compressor 10 from the intake port 11 . The first indoor heat exchanger 30 includes a first end 31 and a second end 32, the second indoor heat exchanger 40 includes a third end 41 and a fourth end 42, and the outdoor heat exchanger 50 includes a fifth end 51 and a sixth end 52. The battery pack 250 includes a refrigerant cooling branch and a liquid cooling branch. The refrigerant is adapted to flow in at least one of the compressor 10 , the first indoor heat exchanger 30 , the second indoor heat exchanger 40 , and the outdoor heat exchanger 50 to configure a refrigerant circulation flow path. The refrigerant circulation flow path may be a flow path of the refrigerant. The refrigerant circulation flow path can be formed by a piping structure. Any two of the compressor 10 , the first indoor heat exchanger 30 , the second indoor heat exchanger 40 , and the outdoor heat exchanger 50 may be connected by pipelines to achieve communication.

The heat source device 310 generates heat during operation, and the fluid (eg, cooling water) flowing through the liquid cooling circuit 320 can exchange heat with the heat source device 310 . The liquid cooling circuit 320 may be the flow path of the fluid. The liquid cooling circuit can be formed by piping construction. For example, the heat source device 310 may be provided on the liquid cooling circuit 320 . The refrigerant cooling branch can be selectively communicated with the refrigerant circulation flow path, and the liquid cooling branch can be selectively communicated with the liquid cooling circuit 320 . The refrigerant cooling branch is optionally connected in parallel with the first indoor heat exchanger 30 . It can be understood that, when the refrigerant circulation flow path is communicated with the refrigerant cooling branch, the refrigerant in the refrigerant circulation flow path can flow through the refrigerant cooling branch to perform heat exchange with the refrigerant cooling branch, thereby affecting the temperature of the battery pack 250. Make adjustments. Wherein, when the refrigerant circulation flow path flows through the first indoor heat exchanger 30 and the refrigerant circulation flow path is communicated with the refrigerant cooling branch, the refrigerant cooling branch can be connected in parallel with the first indoor heat exchanger 30. Of course, the refrigerant cooling branch It is also possible not to connect to the first indoor heat exchanger 30 in parallel. When the liquid cooling circuit is communicated with the liquid cooling branch, the fluid in the liquid cooling circuit can flow through the liquid cooling branch to exchange heat with the liquid cooling branch, so as to adjust the temperature of the battery pack 250 . The first control valve group is arranged in the refrigerant circulation flow path to control the connection or disconnection of at least part of the refrigerant circulation flow path. The first control valve group may include a plurality of control valves, such as electromagnetic electronic expansion valves, thermal expansion valves, or electronic expansion valves. A plurality of control valves may be provided on the refrigerant circulation flow path, and each control valve can control the refrigerant flow on the refrigerant pipeline where it is located in an adjustable degree.

According to the thermal management system 1 of the vehicle 2 according to the embodiment of the present invention, by setting the refrigerant circulation flow path and the liquid cooling circuit 320, both of them can be selectively communicated with the battery pack 250, which can not only realize the internal space of the vehicle 2, the heat source device 310 The temperature adjustment of the battery pack 250 can also be realized, so that the heating and cooling requirements of the vehicle 2 and the battery pack 250 under different working conditions can be met in a more economical and energy-saving way. The method of cooling or heating the battery pack 250 compared with the liquid cooling method in the prior art to adjust the temperature of the battery pack 250 includes the advantages of high regulation efficiency and wide regulation range, so that the battery pack 250 can be maintained at a suitable temperature. Within the range, the battery pack 250's endurance and service life can be improved. In addition, the refrigerant cooling branch is optionally connected in parallel with the first indoor heat exchanger 30 , so that simultaneous heating of the battery pack 250 and the interior space of the vehicle 2 can be achieved.

As shown in FIGS. 4 and 6 , according to some embodiments of the present invention, the refrigerant circulation flow path may include a refrigeration circuit and a heating circuit. The exhaust port 12 , the fifth end 51 , the sixth end 52 , the third end 41 , the fourth end 42 and the suction port 11 are connected in sequence to form a refrigeration circuit, the exhaust port 12 , the first end 31 , the second end 32, the fifth end 51, the sixth end 52 and the air inlet 11 are communicated in sequence to form a heating circuit.

As shown in FIG. 14, according to some embodiments of the present invention, the refrigerant cooling branch is optionally communicated with the heating circuit, the refrigerant cooling branch is not connected in parallel with the first indoor heat exchanger 30, and the refrigerant cooling branch is connected in series with the suction Between port 11 and sixth end 52 . Therefore, when the heat pump system is used to heat the room, the cooling of the battery pack 250 can be achieved at the same time.

As shown in FIGS. 8 and 9 , according to some embodiments of the present invention, the refrigerant circulation flow path further includes a direct heating circuit, an exhaust port 12 , a refrigerant cooling branch, a fifth end 51 , a sixth end 52 and a suction port 11 are connected in sequence to form a direct heat circuit. In this way, the direct heating circuit 4 can realize the independent heating of the battery pack 250 by the refrigerant.

As shown in FIG. 3 , according to some embodiments of the present invention, the thermal management system 1 may further include a direct cooling circuit, the exhaust port 12 , the fifth end 51 , the sixth end 52 , the refrigerant cooling branch, and the suction port 11 in sequence. communicated to form a direct cooling circuit. Thus, the thermal management system 1 can independently cool the battery pack 250 .

As shown in FIG. 15 and FIG. 16 , according to some embodiments of the present invention, the thermal management system 1 may further include a defogging circuit, an exhaust port 12 , a first end 31 , a second end 32 , a third end 41 , and a fourth end The end 42 and the suction port 11 are communicated in sequence to form a demisting circuit. In this way, the thermal management system 1 can de-fog the inside of the vehicle 2, so that the driving safety of the vehicle 2 can be improved, and the erosion of the structural components in the vehicle 2 by water vapor can also be avoided, so that the use performance of the vehicle 2 can be improved, and the driving safety of the vehicle 2 can be improved. The user experience of the vehicle 2 is improved.

As shown in FIG. 1 and FIG. 5 , according to some embodiments of the present invention, the refrigerant cooling branch is optionally communicated with the refrigeration circuit, and the refrigerant cooling branch can be connected in parallel with the second indoor heat exchanger 40 . Thus, the thermal management system 1 can provide co-cooling of the interior space of the vehicle 2 and the battery pack 250 .

As shown in FIGS. 1-16 , 19 and 20 , according to some embodiments of the present invention, the refrigerant cooling branch includes a first communication port and a second communication port, and the thermal management system 1 may further include a first four-way valve 260, the first four-way valve 260 is connected between the first communication port and the second communication port, and the first four-way valve 260 changes direction at regular intervals or according to the temperature of the fluid (refrigerant) at the inlet and outlet of the refrigerant cooling branch, so as to Control the flow direction of the refrigerant in the refrigerant cooling branch. Therefore, by setting the first four-way valve 260, the first four-way valve 260 can control the flow direction of the refrigerant flowing through the battery pack 250, so that the flow direction of the refrigerant can be controlled according to the temperature at both ends of the battery pack 250, so as to balance the two sides of the battery pack 250. end temperature.

As shown in FIGS. 1-16 , 19 and 20 , according to some embodiments of the present invention, the liquid-cooling cooling branch includes a third communication port and a fourth communication port, and the thermal management system 1 may further include a second four-way The valve 270, the second four-way valve 270 is connected between the third communication port and the fourth communication port, and the second four-way valve 270 is changed regularly or according to the temperature of the fluid (cooling water) at the inlet and outlet of the refrigerant cooling branch , to control the flow direction of the refrigerant in the liquid cooling branch. Therefore, by arranging the second four-way valve 270, the second four-way valve 270 can control the flow direction of the cooling liquid through the battery pack 250, so as to control the flow direction of the cooling liquid according to the temperature at both ends of the battery pack 250 to balance the battery pack 250 temperature at both ends.

As shown in FIGS. 1-16 , 19 and 20 , according to some embodiments of the present invention, the heat source device 310 may include at least one of a motor 311 , an engine 312 and a waste heat recovery device 313 . Therefore, the cooling liquid of the engine 312, the waste heat of the motor 311, and the waste heat recovery device 313 (such as the waste heat recovery device 313 of the exhaust gas) can be used to heat the battery pack 250, which can adapt to the effective utilization of the energy in the vehicle 2 under different vehicle conditions, so as to improve the performance of the vehicle. 2, so that the battery pack 250 can always work within a suitable temperature range, so that the charging and discharging efficiency, endurance and service life of the battery pack 250 can be improved.

As shown in FIGS. 1-16 , 19 and 20 , in some embodiments of the present invention, the thermal management system 1 may further include a heat source cooling branch 330 , the heat source cooling branch 330 is connected in parallel with the liquid cooling circuit 320 , and the heat source The heat dissipation branch 330 can selectively dissipate heat to the heat source device 310 . Therefore, the heat source heat dissipation branch 330 can dissipate heat from the heat source device 310 according to actual requirements, so as to improve the performance of the heat source device 310 and prolong the service life of the heat source device 310 .

As shown in FIGS. 1-16 , 19 and 20 , in some embodiments of the present invention, a heat sink 331 is provided on the heat dissipation branch 330 of the heat source. In this way, the radiator 331 can dissipate heat to the tube wall of the heat source heat dissipation branch 330 and the cooling liquid in the heat source heat dissipation branch 330 . For example, the heat sink 331 may be a fan.

As shown in FIG. 19 , in some embodiments of the present invention, a branch heat exchanger 340 may be provided on the liquid cooling circuit 320 , and the heat source device 310 exchanges heat with the liquid cooling circuit 320 through the branch heat exchanger 340 .

As shown in FIGS. 1-16 , 19 and 20 , according to some embodiments of the present invention, the thermal management system 1 may further include a heater core 350 , and the battery pack 250 may pass through the heater core 350 and the heat source device 310 . heat exchange. Therefore, the heater core 350 can heat the battery pack 250 by exchanging heat with the liquid cooling circuit 320 on the heat source device 310 .

As shown in FIGS. 1-16 , 19 and 20 , according to some embodiments of the present invention, the thermal management system 1 may further include a heater core 350 and a heater for blowing airflow around the heater core 350 to the vehicle Inside the wind driven components, the warm air core 350 is optionally in communication with the liquid cooling circuit. Thus, the heater core 350 can heat the interior space of the vehicle 2 by exchanging heat with the liquid cooling circuit 320 on the heat source device 310 .

According to some embodiments of the present invention, the thermal management system 1 may further include a second control valve group, which is provided in the refrigerant cooling branch to control the amount of refrigerant flowing through the refrigerant cooling branch. Thus, the second control valve group can control the amount of refrigerant flowing through the battery pack 250 , so that the temperature of the battery pack 250 can be adjusted according to the real-time temperature of the battery pack 250 to keep the battery pack 250 within a suitable temperature range.

As shown in FIGS. 1-16 , 19 and 20 , according to some embodiments of the present invention, the thermal management system 1 may further include a sensor for detecting the temperature or pressure of the fluid in the refrigerant cooling branch. Therefore, according to the detected value of the temperature or pressure sensor, the amount of the refrigerant flowing through the cooling branch is adjusted, so that the refrigerant flowing through the battery pack 250 can properly exchange heat with the battery pack 250, so that the battery pack 250 Keep within the proper temperature range.

As shown in FIG. 20 , according to some embodiments of the present invention, the thermal management system 1 may further include an enthalpy increasing device 370 , and the enthalpy increasing device 370 is connected in parallel with at least part of the pipelines of the refrigerant circulation flow path.

The enthalpy increasing device 370 can be an economizer. The refrigerant flowing out of the first indoor heat exchanger 30 is divided into two parts after entering the economizer. One part is throttled and further cooled by thermal expansion to reduce the other part. temperature to make it supercooled, and the stabilized supercooled liquid can flow to the second indoor heat exchanger 40 and the refrigerant cooling branch of the battery pack 250 . Another part of the uncooled gaseous refrigerant may flow to the compressor 10, and then re-enter the compressor 10 to continue to compress and enter the cycle. It stabilizes the liquid refrigeration medium by means of expansion refrigeration to improve system capacity and efficiency.

As shown in FIG. 21 , the vehicle 2 according to the embodiment of the present invention includes the thermal management system 1 of the vehicle 2 as described above.

According to the vehicle 2 of the embodiment of the present invention, through the thermal management system 1, the refrigerant circulation flow path in the thermal management system 1 and the liquid cooling circuit 320 in the vehicle 2 can be selectively communicated with the battery pack 250, which not only realizes 2. The temperature adjustment of the heat source device 310 of the interior and the vehicle 2 can also realize the temperature adjustment of the battery pack 250, so that the heating and cooling requirements of the vehicle 2 and the battery pack 250 under different working conditions can be met in a more economical and energy-saving manner , In addition, the direct cooling method for cooling or heating the battery pack 250 has the advantages of high regulation efficiency and wide regulation range compared to the liquid cooling method in the prior art to regulate the temperature of the battery pack 250 , so that it can be The battery pack 250 is kept within a suitable temperature range, thereby improving the endurance and service life of the battery pack 250 .

According to some embodiments of the present invention, the vehicle 2 may be a hybrid vehicle.

The thermal management system 1 of the vehicle 2 according to the embodiment of the present invention will be described in detail below with reference to FIGS. 1 to 20 . It is to be understood that the following description is merely illustrative and not specific to the limitation of the present invention.

As shown in FIGS. 1-16 and 19-20 , the thermal management system 1 of the vehicle 2 according to the embodiment of the present invention includes a compressor 10 , a gas-liquid separator 20 , a first indoor heat exchanger 30 , and a second indoor heat exchanger 30 . Heat exchanger 40, outdoor heat exchanger 50, first control valve 60, first three-way valve 80, second three-way valve 90, third three-way valve 100, fourth three-way valve 110, fifth three-way valve 120, sixth three-way valve 130, first expansion valve 150, second expansion valve 160, third expansion valve 170, first sensor 180, second sensor 190, third sensor 200, fourth sensor 210, fifth sensor 220 , sixth sensor 230 , seventh sensor 240 , battery pack 250 , first four-way valve 260 , second four-way valve 270 , third four-way valve 280 , fourth four-way valve 290 , fifth four-way valve 300 , a heat source device 310 , a liquid cooling circuit 320 , a heat source heat dissipation branch 330 and a heater core 350 .

Specifically, as shown in FIGS. 1 to 16 and FIGS. 19 to 20 , the compressor 10 includes a suction port 11 and an exhaust port 12 , and the refrigerant in the compressor 10 is discharged from the discharge port 12 and discharged from the suction port 12 . 11 returns to the compressor 10 . The first indoor heat exchanger 30 includes a first end 31 and a second end 32, the second indoor heat exchanger 40 includes a third end 41 and a fourth end 42, and the outdoor heat exchanger 50 includes a fifth end 51 and a sixth end 52. The battery pack 250 includes a refrigerant cooling branch and a liquid cooling branch. The refrigerant is adapted to circulate and flow in the compressor 10 , the first indoor heat exchanger 30 , the second indoor heat exchanger 40 , the outdoor heat exchanger 50 and the refrigerant cooling branch.

As shown in FIGS. 1-16 and 19-20 , the discharge port 12 of the compressor 10 is in communication with the port A of the fourth three-way valve 110 , and the first sensor 180 is located between the compressor 10 and the fourth three-way valve 110 . In between, the B port of the fourth three-way valve 110 communicates with the fifth end 51 of the outdoor heat exchanger 50 , and the first expansion valve 150 is located between the fourth three-way valve 110 and the outdoor heat exchanger 50 . The sixth end 52 of the outdoor heat exchanger 50 is in communication with the inlet of the gas-liquid separator 20 , the first control valve 60 is located between the outdoor heat exchanger 50 and the gas-liquid separator 20 , and the fourth sensor 210 is located at the first control valve 60 Between the outdoor heat exchanger 50 , the outlet of the gas-liquid separator 20 communicates with the suction port 11 of the compressor 10 .

The C port of the fourth three-way valve 110 is communicated with the A port of the fifth three-way valve 120, the B port of the fifth three-way valve 120 is communicated with the gas-liquid separator 20, and the C port of the fifth three-way valve 120 is communicated with the first three-way valve 120. Port A of the four-way valve 260 is connected to port C, port C of the first four-way valve 260 is connected to one end of the refrigerant cooling branch of the battery pack 250 , and port B of the first four-way valve 260 is connected to the refrigerant cooling branch of the battery pack 250 . The other end is connected, the D port of the first four-way valve 260 is communicated with the C port of the sixth three-way valve 130, the second sensor 190 is located between the fifth three-way valve 120 and the first four-way valve 260, and the third sensor 200 It is located between the first four-way valve 260 and the sixth three-way valve 130 . Port A of the sixth three-way valve 130 communicates with the fifth end 51 through the first expansion valve 150 , port B of the sixth three-way valve 130 communicates with the sixth end 52 , and the second expansion valve 160 is located at the sixth three-way valve 130 and the fourth sensor 210 .

The first end 31 of the first indoor heat exchanger 30 communicates with the C port of the fourth three-way valve 110 , and the second end 32 of the first indoor heat exchanger 30 communicates with the fifth end 51 through the first expansion valve 150 .

The third end 41 of the second indoor heat exchanger 40 communicates with the fifth end 51 of the outdoor heat exchanger 50 through the third expansion valve 170 , and the fourth sensor 210 is located between the third expansion valve 170 and the outdoor heat exchanger 50 , The fourth end 42 of the second indoor heat exchanger 40 is communicated with the gas-liquid separator 20 , and the fifth sensor 220 is located between the second indoor heat exchanger 40 and the gas-liquid separator 20 .

As shown in FIGS. 1-16 and 19-20 , the liquid cooling circuit 320 includes a main circuit, an engine cooling liquid circulation branch, an exhaust gas waste heat recovery branch and a motor cooling liquid circulation branch. The engine cooling liquid circulation branch flows through the water pump 390 and the engine 312 , the motor cooling liquid circulation branch flows through the water pump 390 and the motor 311 , and the exhaust gas waste heat recovery branch flows through the water pump 390 and the waste heat recovery device 313 . The engine coolant circulation branch can be selectively communicated with the main circuit through the fourth four-way valve 290, the motor coolant circulation branch can be selectively communicated with the main circuit through the third four-way valve 280, and the exhaust gas waste heat recovery branch can be selectively communicated with the main circuit through the third four-way valve 280. The five-four-way valve 300 can be selectively communicated with the main circuit, and the liquid cooling branch of the battery pack 250 can be selectively communicated with the main circuit through the second four-way valve 270 . The main circuit is provided with a sixth sensor 230 and a seventh sensor 240. The sixth sensor 230 and the seventh sensor 240 are respectively located on both sides of the second four-way valve 270. By adjusting the communication between the various valve ports of the second four-way valve 270 relationship, the flow direction of the cooling water flowing through the battery pack 250 can be changed.

The main circuit is a cooling water circulation pipeline, and the main circuit includes a first section, a second section, a third section, a fourth section, and a fifth section. One end of the first section is connected to the B port of the second four-way valve 270, The other end of the first section is communicated with the B port of the third three-way valve 100, and the A port of the third three-way valve 100 and the B port of the third four-way valve 280 are communicated through the second section; The D port of the three-four-way valve 280 is communicated with, the other end of the third section is communicated with the B port of the fourth four-way valve 290; one end of the fourth section is communicated with the D port of the fourth four-way valve 290, and the other end of the fourth section is communicated with One end is communicated with the B port of the fifth four-way valve 300; one end of the fifth section is communicated with the D port of the fifth four-way valve 300, and the other end of the fifth section is communicated with the C port of the second four-way valve 270. The battery pack One end of the liquid cooling branch of the battery pack 250 is communicated with the D port of the second four-way valve 270 , and the other end of the liquid cooling branch of the battery pack 250 is communicated with the A port of the second four-way valve 270 .

One end of the motor cooling liquid circulation branch is communicated with the C port of the first three-way valve 80, the B port of the first three-way valve 80 is connected with the A port of the third four-way valve 280, and the other end of the motor cooling liquid circulation branch is connected. Connected with port C of the third four-way valve 280; one end of the engine coolant circulation branch is connected with port C of the second three-way valve 90, and port B of the second three-way valve 80 is connected with port A of the fourth four-way valve 290 The other end of the engine coolant circulation branch is connected with the C port of the fourth four-way valve 290; one end of the exhaust gas waste heat recovery branch is connected with the A port of the fifth four-way valve 300, and the exhaust gas waste heat recovery branch The other end is communicated with the C port of the fifth four-way valve 300 .

For the first four-way valve 260 , the second four-way valve 270 , the third four-way valve 280 , the fourth four-way valve 290 , and the fifth four-way valve 300 , when the A port is connected to the B port, the C port is connected to the D port is connected; when A port is connected with C port, B port is connected with D port.

As shown in FIGS. 1-16 and 19-20 , there are two heat source cooling branches 330 , and one heat source cooling branch 330 is connected in parallel to the motor cooling liquid circulation branch (one end of the heat source cooling branch 330 is connected to the first The A port of the three-way valve 80 is connected to the other end of the motor coolant circulation branch), and another heat source heat dissipation branch 330 is connected in parallel to the engine coolant circulation branch (one end of the heat source heat dissipation branch 330 is connected to the second The port A of the three-way valve 90 communicates with the other end of the engine coolant circulation branch). The heat source heat dissipation branch 330 is formed by the radiator 331 and the kettle 400 connected in series. The heater core 350 is connected to the main circuit in parallel. One end of the heater core 350 is connected to the C port of the third three-way valve 100 , and the other end of the heater core 350 is connected to the D port of the fifth four-way valve 300 .

Reversing structure of the refrigerant flowing into the battery pack 250: connect the first four-way valve 260 at the inlet of the refrigerant cooling branch of the battery pack 250, and read the difference between the second sensor 190 and the third sensor 200 (the temperature difference range of the battery pack 250 is less than 5° C. is better) to control the reversal of the first four-way valve 260, thereby optimizing the temperature uniformity of the battery pack 250 during direct cooling and direct heating.

The reversing structure of the water flowing into the battery pack 250: the second four-way valve 270 is connected to the inlet of the liquid cooling branch of the battery pack 250, and the second four-way valve 270 is controlled by reading the difference between the sixth sensor 230 and the seventh sensor 240 Reversing the valve 270, thereby optimizing the temperature uniformity of the battery pack 250 during heating and cooling.

Engine coolant circulation branch: the water outlet of the engine 312 is connected to the C port of the second three-way valve 90, the second three-way valve 90 outlet is divided into two paths, one is the A port of the second three-way valve 90 and the radiator 331 The water inlet is connected, and the other way is that the B port of the second three-way valve 90 is connected to the A port of the fourth four-way valve 290, and the C port of the fourth four-way valve 290 and the outlet of the radiator 331 are confluent and connected to the inlet of the water pump 390. The outlet of 390 is connected to the water inlet of engine 312, thereby forming an engine coolant circulation system.

Waste heat recovery system: the water outlet of the waste heat recovery device 313 is connected to the A port of the fifth four-way valve 300, the C port of the fifth four-way valve 300 is connected to the inlet of the water pump 390, and the outlet of the water pump 390 is connected to the water inlet of the waste heat recovery device 313. This forms an exhaust heat recovery system.

Motor coolant circulation branch: the water outlet of the motor 311 is connected to the C port of the first three-way valve 80, the first three-way valve 80 outlet is divided into two paths, one is the A port of the first three-way valve 80 and the radiator 331 The water inlet is connected, and the other way is that the B port of the first three-way valve 80 is connected to the A port of the third four-way valve 280, and the C port of the third four-way valve 280 and the outlet of the radiator 331 are confluent and connected to the inlet of the water pump 390. The outlet of 390 is connected to the water inlet of the motor 311, thereby forming a water circulation system.

1. The heat sink 331 of the motor 311 dissipates heat for the battery pack 250 .

Working condition: The heat dissipation required by the battery pack 250 is small, and the water circulation heat dissipation can meet the demand. At this time, the radiator 331 of the motor 311 can be used to dissipate heat for the battery pack 250. The principle is shown in FIG. 2 .

Electronic control: the motor 311 and the water pump 390 are running, the first three-way valve 80 is in a three-way state, the A port of the third four-way valve 280 is connected to the B port, the C port is connected to the D port, and the third three-way valve is connected. The A port and the B port of the 100 are open, the fourth four-way valve 290 and the fifth four-way valve 300 are both connected with the D port and the B port, and the C port and the A port are connected. The second four-way valve 270 functions to reverse the direction of cooling water.

The principle of the battery pack water circulation cooling system: the kettle supplies water, the motor 311 coolant enters the battery pack 250 under the action of the water pump 390 for heat exchange, and finally dissipates the heat through the radiator 331 of the motor 311 .

2. Battery pack direct cooling system.

Working condition: The battery pack 250 is charged by the gun, and the battery pack 250 will continue to heat up. At this time, the room does not need to be cooled. The heat pump is used to dissipate the heat of the battery pack 250. The schematic diagram is shown in Figure 3.

Electronic control: the compressor 10 is running, the first control valve 60 is closed, the ports A and B of the fourth three-way valve 110 are open, and the ports C and B of the fifth three-way valve 120 and the sixth three-way valve 130 are open , the first expansion valve 150 acts as an on-off function and is in a fully open state, the second expansion valve 160 acts as an expansion valve, and the third expansion valve 170 is closed. The first four-way valve 260 functions to reverse the direction of the refrigerant medium.

Principle: The high-temperature and high-pressure gaseous refrigerant discharged from the compressor 10 is condensed by the outdoor heat exchanger 50, and the refrigerant from the outdoor heat exchanger 50 is throttled and cooled down by the second expansion valve 160 to become a low-temperature and low-pressure refrigerant, and then passes through the battery. The pack 250 performs heat exchange into a low-temperature and low-pressure gaseous refrigerant, and then the refrigerant flows back into the compressor 10 through the gas-liquid separator 20, thereby completing a high-temperature refrigeration plus battery pack 250 cooling cycle.

3. Indoor refrigeration cycle system.

Working conditions: In summer, the car has just started or is in the parking state, and the passengers are in the car at this time, so they only need to cool the room. The schematic diagram is shown in Figure 4.

Electronic control: the compressor 10 is running, the first control valve 60 is closed, the ports A and B of the fourth three-way valve 110 are opened, all ports of the fifth three-way valve 120 and the sixth three-way valve 130 are closed, and the third three-way valve 120 and the sixth three-way valve 130 are closed. The first expansion valve 150 acts as an on-off function to be in a fully open state, and the third expansion valve 170 acts as an expansion valve.

The operating principle of high temperature refrigeration: the high temperature and high pressure gaseous refrigerant discharged from the compressor 10 is condensed by the outdoor heat exchanger 50, and the refrigerant coming out of the outdoor heat exchanger 50 is throttled and cooled down to a low temperature and low pressure refrigerant through the third expansion valve 170, After passing through the second indoor heat exchanger 40, it exchanges heat with the air into a low-temperature and low-pressure gaseous refrigerant, and then flows back to the compressor 10 through the gas-liquid separator 20, thereby completing an indoor high-temperature refrigeration cycle.

4. Heat pump air conditioning refrigeration and battery pack direct cooling circulation system.

Working conditions: In summer, when vehicle 2 is running for a long time, both the interior of the vehicle and the battery pack 250 need to be dissipated. At this time, a heat pump is used to cool the interior and the battery pack 250 at the same time. The schematic diagram is shown in Figure 5.

Electronic control control: On the basis of working condition 2, when the indoor cooling of the heat pump is turned on at the same time, the third expansion valve 170 is opened, and the third expansion valve 170 functions as an expansion valve.

The operation principle of heat pump refrigeration: the gaseous refrigerant with high temperature and high pressure discharged from the compressor 10 is condensed by the outdoor heat exchanger 50 and divided into two paths. The second indoor heat exchanger 40 exchanges heat with the air to form a low-temperature and low-pressure gaseous refrigerant, and the other way passes through the throttling of the second expansion valve 160 to cool down to a low-temperature and low-pressure refrigerant, and then conducts heat exchange through the battery pack 250 into a low-temperature and low-pressure refrigerant. For the gaseous refrigerant, the refrigerant from the battery pack 250 passes through the fifth three-way valve 120 and merges with the refrigerant from the second indoor heat exchanger 40 into the gas-liquid separator 20, and flows back to the compressor 10 together, Thus, a cycle of high temperature refrigeration plus battery pack 250 cooling is completed.

5. The heat pump is an indoor heating circulation system.

Working condition: When vehicle 2 is running in winter, the temperature of battery pack 250 is moderate, and its own heat generation is within an acceptable range. At this time, the heat pump mode only needs to heat the room. The schematic diagram is shown in Figure 6.

Electronic control: the compressor 10 is running, the first control valve 60 is opened, the ports A and C of the fourth three-way valve 110 are opened, all the ports of the fifth three-way valve 120 and the sixth three-way valve 130 are closed, and the third three-way valve 120 and the sixth three-way valve 130 are closed. An expansion valve 170 is closed, and the first expansion valve 150 functions as an expansion valve.

The operation principle of the heat pump: the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 10 is condensed by the first indoor heat exchanger 30, and then enters the outdoor heat exchanger 50 (evaporator) for heat exchange after being throttled and cooled by the first expansion valve 150. , the low-pressure low-temperature refrigerant gas from the outdoor heat exchanger 50 enters the gas-liquid separator 20 through the first control valve 60 and returns to the compressor 10 to complete a low-temperature heating cycle.

6. The engine 312 and the waste heat recovery device 313 are an indoor heating cycle system.

Working condition: The temperature is too low. When the vehicle 2 is running in the HEV mode, the heat of the waste heat recovery device 313 is used to warm up the engine 312 and supply heat to the room. Later, the engine 312 coolant and the waste heat recovery device 313 can be used for indoor heating. heating. The schematic diagram is shown in Figure 7.

Electronic control: the engine 312 and the waste heat recovery device 313 are running, the fourth four-way valve 290 and the fifth four-way valve 300 are both connected with port A and port B, port C and port D are connected, and the third three-way valve 100 The A and C ports are open.

7. The heat pump system is a battery pack 250 single heating cycle system.

Working conditions: In a low temperature environment, the battery needs to be preheated before the vehicle 2 is plugged in for charging or the vehicle 2 is not turned on. At this time, the passenger is not in the car, and the heat pump system can be used to heat the battery pack 250. The schematic diagram is shown in Figure 8. Show.

Electronic control: the compressor 10 is running, the ports A and C of the fourth three-way valve 110 are open, the ports A and C of the fifth three-way valve 120 are open, and the ports A and C of the sixth three-way valve 130 are open . The first control valve 60 is opened and the third expansion valve 170 is closed. The first expansion valve 150 functions as an expansion valve.

The operation principle of the heat pump: the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 10 is condensed by the battery pack 250, and the condensed refrigerant is throttled and cooled by the first expansion valve 150 to be cooled to a low-temperature and low-pressure refrigerant and enters the outdoor heat exchanger 50 for exchange. Heat, the low-pressure low-temperature refrigerant gas from the outdoor heat exchanger 50 enters the gas-liquid separator 20 and returns to the compressor 10 to complete a low-temperature heating cycle.

8. The motor 311 and the heat pump serve as the battery pack 250 to simultaneously heat the circulation system.

Working condition: The battery needs to be preheated before the vehicle 2 is turned on. The locked rotor heat of the motor 311 and the heat pump can heat the battery pack 250 together. The schematic diagram is shown in FIG. 9 .

Electronic control: On the basis of working condition 7, the motor 311 is turned on, and the radiator 331 of the motor 311 is turned off.

Operation principle of heat pump: the same as that of working condition 7.

9. The heat pump is an indoor heating circulation system with the battery pack 250 at the same time.

Working conditions: In winter, when passengers are in the car and the car is not turned on, the battery needs to be preheated or the car is plugged in for charging. The heat pump system is required to heat the battery pack 250 and the room at the same time. The principle is shown in Figure 10.

Electronic control: the compressor 10 is running, the ports A and C of the fourth three-way valve 110, the ports A and C of the fifth three-way valve 120, and the ports A and C of the sixth three-way valve 130 are opened, and the third three-way valve 130 is opened. A control valve 60 is opened, the first expansion valve 150 functions as an expansion valve, and both the second expansion valve 160 and the third expansion valve 170 are closed.

Operation principle of the heat pump: the high temperature and high pressure gaseous refrigerant discharged from the compressor 10 is divided into two paths after passing through the fourth three-way valve 110 , one enters the battery pack 250 and the other enters the first indoor heat exchanger 30 . After the two refrigerants are combined, they pass through the throttling of the first expansion valve 150 and are cooled to a low temperature and low pressure refrigerant and enter the outdoor heat exchanger 50 (evaporator) for heat exchange, and the low pressure and low temperature refrigerant gas from the outdoor heat exchanger 50 enters the gas The liquid separator 20 is returned to the compressor 10 to complete a low temperature heating cycle.

10. The engine 312 and the waste heat are recovered into the indoor heating cycle system with the battery pack 250 at the same time.

Working condition: start the vehicle 2 in HEV (hybrid) mode, use the waste heat recovery device 313 to warm up the engine 312, supply heat to the room and heat the battery pack 250, the engine 312 coolant and the waste heat recovery device 313 can be used together for indoor heating in the mid-term. And the battery pack 250 provides heat, and the battery pack 250 can be turned off in the EV mode when the temperature of the battery pack 250 is moderate in the later stage. The schematic diagram is shown in Figure 11.

Electronic control: On the basis of working condition 6, the room and the battery pack 250 can be heated simultaneously by controlling the third three-way valve 100.

11. The heat pump heats the room while the motor 311 heats the battery pack 250 for the heating cycle system.

Working conditions: In the pure electric mode, indoor comfort is the main factor. When the temperature is low, the heat pump can only be used to maintain the indoor environment. At this time, the battery pack 250 is heated by the motor 311 locked and heated. The principle is shown in Figure 12.

Electronic control: On the basis of working condition 5, the motor 311 is operated, and the radiator 331 of the motor 311 is turned off. The battery pack 250 is heated by the locked rotor heat of the motor 311 .

Principle: The same is true for working condition 5.

12. The heat pump and the motor 311 heat the indoor and the battery pack 250 at the same time.

Working condition: low temperature environment, after the vehicle 2 is started in pure EV (pure motion) mode, the motor 311 can be turned on together with the heat pump system to heat the battery pack 250 and the room. The schematic diagram is shown in FIG. 13 .

Electronic control: On the basis of working condition 9, run the motor 311 and turn off the radiator 331 of the motor 311. The battery pack 250 is heated by the locked rotor heat of the motor 311 .

Principle: The same is true for working condition 9.

13. The heat pump is used for indoor heating and cooling circulation system for the battery.

Working conditions: In winter, when the vehicle 2 runs for a long time, the room needs to be heated but the battery pack 250 needs to be dissipated at the same time. At this time, the heat pump system can be turned on, and the schematic diagram is shown in Figure 14.

Electronic control: the compressor 10 is running, the ports A and C of the fourth three-way valve 110 are opened, the ports B and C of the fifth three-way valve 120 are open, and the ports B and C of the sixth three-way valve 130 are open , the first control valve 60 is closed, the second expansion valve 160 acts as an expansion valve, the first expansion valve 150 acts as a solenoid valve to be fully opened, and the third expansion valve 170 is closed.

Principle: The high-temperature and high-pressure gaseous refrigerant discharged from the compressor 10 passes through the fourth three-way valve 110 and then enters the first indoor heat exchanger 30 for heat exchange. The refrigerant from the first indoor heat exchanger 30 enters the outdoor heat exchanger 50 for subcooling (the first expansion valve 150 is not throttled), and the refrigerant from the outdoor heat exchanger 50 passes through the throttle of the second expansion valve 160 The refrigerant gas cooled to low temperature and low pressure enters the battery pack 250 for heat exchange, and the low-pressure low-temperature refrigerant gas from the battery pack 250 enters the gas-liquid separator 20 and returns to the compressor 10 to complete an indoor heating and cooling of the battery pack 250. cycle.

14. Demisting when the single heat pump system is working.

Working conditions: In winter, indoor demisting is required, and the second indoor heat exchanger 40 needs to be operated. In EV mode, a heat pump is used for cooling and heating at the same time. The principle of defogging is shown in Figure 15.

Electronic control: the compressor 10 is running, the ports A and C of the fourth three-way valve 110 are opened, the fifth three-way valve 120 is completely closed, the ports A and B of the sixth three-way valve 130 are opened, and the first control valve 60 is closed, the third expansion valve 170 acts as an on-off function to be in a fully open state, and the second expansion valve 160 acts as an expansion valve.

The operation principle of the heat pump: the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 10 enters the first indoor heat exchanger 30 to release heat. The refrigerant from the first indoor heat exchanger 30 passes through the throttling of the third expansion valve 170 and is cooled to a low temperature and low pressure refrigerant and enters the outdoor heat exchanger 50 (evaporator) for heat exchange. The low-temperature refrigerant gas enters the gas-liquid separator 20 and returns to the compressor 10 to complete the defogging process.

15. Demisting when the engine 312, the waste heat recovery device 313 and the heat pump system work at the same time.

Working conditions: In winter, indoor demisting is required, and the second indoor heat exchanger 40 needs to be operated. Under the HEV simulation, the engine 312 and the waste heat recovery device 313 can be used for indoor heating and the heat pump system can be used for indoor cooling. The principle is shown in Figure 16.

Electronic control: the compressor 10 is running, the ports A and B of the fourth three-way valve 110 are opened, the ports of the fifth three-way valve 120 and the sixth three-way valve 130 are closed, the first control valve 60 is closed, the second The expansion valve 160 acts as an on-off function to be in a fully open state, and the third expansion valve 170 acts as an expansion valve.

The engine 312 and the waste heat recovery device 313 are running, the fourth four-way valve 290 and the fifth four-way valve 300 are connected with the A port and the B port, the C port is connected with the D port, the A port of the third three-way valve 100 and the Port C is open.

Operation principle of heat pump: the same as that of working condition 3.

It should be noted that the first expansion valve 150 , the second expansion valve 160 and the third expansion valve 170 may be electromagnetic electronic expansion valves, thermal expansion valves or electronic expansion valves. The first sensor 180 , the second sensor 190 , the third sensor 200 , the fourth sensor 210 , the fifth sensor 220 , the sixth sensor 230 , and the seventh sensor 240 may be temperature sensors or temperature and pressure sensors.

Considering the temperature uniformity of the battery pack 250 , a double expansion valve structure may be adopted, that is, an electromagnetic electronic expansion valve 360 is placed before and after the battery pack 250 . As shown in Figure 17.

Double expansion valve control principle: read the value of the eighth sensor 361 through one of the electromagnetic electronic expansion valves 360 to throttle and cool down, so that the refrigerant after heat exchange by the battery pack 250 has no superheat and is in a vapor-liquid mixed state. The refrigerant in the vapor-liquid mixed state is throttled and cooled by another electromagnetic electronic expansion valve 360 so that the throttled refrigerant has a certain degree of superheat, and then enters the compressor 10 .

Or the double expansion valve structure and the four-way valve structure are used together. As shown in Figure 18:

Principle: (1) Control the reversal of the sixth four-way valve 362 by reading the difference between the eighth sensor 361 and the ninth sensor 363 (the temperature difference range of the battery pack 250 is less than 5°C), thereby optimizing the battery pack (2) Read the value of the eighth sensor 361 through one of the electromagnetic electronic expansion valves 360 to throttle and cool down so that the refrigerant after heat exchange through the battery pack 250 has no superheat, For the vapor-liquid mixed state. The refrigerant in the vapor-liquid mixed state is throttled and cooled by another electromagnetic electronic expansion valve 360 so that the throttled refrigerant has a certain degree of superheat, and then enters the compressor 10 .

In addition, the third four-way valve 280 , the fourth four-way valve 290 , and the fifth four-way valve 300 can all be replaced with a branch heat exchanger 340 , such as a plate heat exchanger, as shown in FIG. 19 .

Moreover, for the north in winter, the temperature is too low, the vehicle air conditioning system 1 can also add an enthalpy increasing system, as shown in FIG. 20 .

The vehicle-mounted air conditioning system 1 of the embodiment of the present invention has the following improvements:

1. The present invention can be applied to the combination of the battery pack thermal management system and the heat pump system of the hybrid vehicle, and the heat pump system can be used to meet the needs of vehicle cooling in summer, heating in winter, and defrosting and fogging.

2. Functionally, the present invention can cool and heat the battery pack through the refrigerant of the heat pump system, and can also heat the battery pack through the engine coolant, motor waste heat and exhaust gas waste heat recovery device, which can adapt to different vehicle conditions. Use, make the battery pack always work in a suitable temperature range, improve the charging and discharging efficiency, endurance and service life of the battery pack.

3. The present invention can change the circulation direction of the refrigerant in the battery pack through the reversing function of the four-way valve, and optimize the heat transfer uniformity of the battery pack.

4. The present invention can optimize the heat transfer uniformity of the battery pack through the double expansion valve structure; and can also optimize the heat transfer uniformity of the battery pack by combining the double expansion valve and the four-way valve.

5. Start vehicle 2 in HEV mode. This system can use the exhaust heat to warm up the engine, heat the room and heat the battery pack. In the mid-term, the engine coolant and the exhaust heat can heat the room and the battery pack together. When the temperature is moderate, you can turn off the HEV mode and use the EV mode.

6. The present invention can control the temperature of the refrigerant entering the battery pack to be at a higher temperature, so as to ensure that the pipeline of the cooling branch evaporates in the battery pack and will not cause condensation.

7. When defogging indoors, the engine and waste heat recovery device can be used for indoor heating, and the heat pump system can be used for indoor cooling and defogging, or the heat pump can be used for cooling and heating simultaneously. The first indoor heat exchanger and the first indoor heat exchanger are used at the same time. , to achieve the fog removal effect.

8. The present invention can adopt an enthalpy increasing device, which can be used in areas with lower temperature.

In the description of this specification, reference to the terms "one embodiment," "some embodiments," "exemplary embodiment," "example," "specific example," or "some examples", etc., is meant to incorporate the embodiments A particular feature, structure, material, or characteristic described by an example or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Although embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that various changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, The scope of the invention is defined by the claims and their equivalents.

Claims (17)

1. A thermal management system of a vehicle, characterized in that a battery pack of the vehicle comprises a coolant cooling branch and a liquid cooling branch, the thermal management system comprising:

the compressor comprises an air suction port and an air exhaust port, the first indoor heat exchanger comprises a first end and a second end, the second indoor heat exchanger comprises a third end and a fourth end, the outdoor heat exchanger comprises a fifth end and a sixth end, and a refrigerant is suitable for flowing in at least one of the compressor, the first indoor heat exchanger, the second indoor heat exchanger and the outdoor heat exchanger to form a refrigerant circulation flow path;

the heat source device radiates heat and the liquid cooling loop is used for exchanging heat with the heat source device;

the refrigerant cooling branch is selectively communicated with the refrigerant circulating flow path, the refrigerant cooling branch is selectively connected with the first indoor heat exchanger in parallel, and the liquid cooling branch is selectively communicated with the liquid cooling loop;

the first control valve group is arranged on the refrigerant circulating flow path to control connection or disconnection of at least part of the refrigerant circulating flow path.

2. The thermal management system for a vehicle according to claim 1, wherein the refrigerant circulation flow path includes:

the exhaust port, the fifth end, the sixth end, the third end, the fourth end and the suction port are communicated in sequence to form the refrigeration circuit;

and the exhaust port, the first end, the second end, the fifth end, the sixth end and the suction port are communicated in sequence to form the heating loop.

3. The vehicle thermal management system of claim 2, wherein the coolant cooling branch is in selective communication with the heating circuit, the coolant cooling branch being in series between the suction port and the sixth end.

4. The vehicle thermal management system of claim 2, wherein the refrigerant cooling branch is in selective communication with the refrigeration circuit, the refrigerant cooling branch being in parallel with the second indoor heat exchanger.

5. The thermal management system of a vehicle of claim 1, further comprising:

the exhaust port, the refrigerant cooling branch, the fifth end, the sixth end and the suction port are communicated in sequence to form the direct heating loop.

6. The thermal management system of a vehicle of claim 1, further comprising:

the exhaust port, the fifth end, the sixth end, the refrigerant cooling branch and the suction port are communicated in sequence to form the direct cooling loop.

7. The thermal management system of a vehicle of claim 1, further comprising:

and the exhaust port, the first end, the second end, the third end, the fourth end and the air suction port are communicated in sequence to construct the demisting loop.

8. The vehicle thermal management system of claim 1, wherein the coolant cooling branch comprises a first communication port and a second communication port,

the heat management system further comprises a first four-way valve, the first four-way valve is connected between the first communicating port and the second communicating port, and the first four-way valve is reversed at regular time or according to the temperature of fluid at the inlet and the outlet of the refrigerant cooling branch.

9. The vehicle thermal management system of claim 1, wherein the electro-liquid cooling branch comprises a third communication port and a fourth communication port,

the heat management system further comprises a second four-way valve, the second four-way valve is connected between the third communicating port and the fourth communicating port, and the second four-way valve is reversed at regular time or according to the temperature of fluid at the inlet and the outlet of the liquid cooling branch.

10. The vehicle thermal management system of claim 1, wherein the heat source device comprises at least one of an electric motor, an engine, and a waste heat recovery device.

11. The thermal management system of a vehicle of claim 1, further comprising a heat source heat sink branch coupled in parallel with the liquid cooling loop, the heat source heat sink branch selectively dissipating heat from the heat source device.

12. The vehicle thermal management system of claim 1, wherein a bypass heat exchanger is provided on the liquid cooling loop,

and the heat source device exchanges heat with the liquid cooling loop through the branch heat exchanger.

13. The vehicle thermal management system of claim 1, further comprising a warm air core and a wind-driven component for blowing an air flow around the warm air core towards the vehicle, the warm air core being selectively in communication with the liquid cooling loop.

14. The vehicle thermal management system of claim 1, further comprising a second set of valves disposed in the coolant cooling branch to control an amount of coolant flowing through the coolant cooling branch.

15. The vehicle thermal management system of claim 1, further comprising a sensor for sensing a temperature or pressure of fluid in the coolant cooling branch.

16. The vehicle thermal management system of claim 1, further comprising an enthalpy-increasing device connected in parallel with at least a portion of the coolant circulation path.

17. A vehicle comprising a thermal management system of a vehicle according to any of claims 1-16.

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