CN217514932U

CN217514932U - Heat management structure of automobile and automobile

Info

Publication number: CN217514932U
Application number: CN202221533994.XU
Authority: CN
Inventors: 邓景超
Original assignee: Modern Auto Co Ltd
Current assignee: Modern Auto Co Ltd
Priority date: 2022-06-16
Filing date: 2022-06-16
Publication date: 2022-09-30
Anticipated expiration: 2032-06-16

Abstract

The utility model discloses a heat management framework and car of car, the heat management framework of car include refrigerant circulation system and coolant liquid circulation system, refrigerant circulation system and coolant liquid circulation system UNICOM for selective refrigeration perhaps heats. The refrigerant circulating system comprises a compressor, a first heat exchanger, an electronic expansion valve, a second heat exchanger and a gas-liquid separator which are arranged in sequence. The cooling liquid circulation system comprises a cabin circulation system and a cabin circulation system. The cabin circulation system includes a first valve body and an air conditioning system including a heating module and a cooling module. The cabin circulating system comprises a second valve body, a battery water pump, a battery pack temperature adjusting module, a power assembly temperature adjusting module, a front end cooling module and a motor water pump. The automobile heat management structure has the advantage of high safety, and the heat of each component in the heat management structure can be fully utilized, so that the automobile heat management structure has the advantages of good heat exchange performance and high energy utilization rate.

Description

Heat management structure of automobile and automobile

Technical Field

The utility model relates to an automotive filed especially relates to a thermal management framework and car of car.

Background

The related cabin refrigeration and heating functions of the existing electric vehicle heat management structure are that the refrigeration function is realized by phase-change absorption of a liquid refrigerant in an evaporator and the cabin heating function is realized by liquefying and releasing heat of a high-temperature and high-pressure gaseous refrigerant compressed by a compressor in an indoor condenser, so that once leakage occurs, firstly pungent smell is generated in the cabin, and secondly, because the high-pressure for heating the cabin refrigerant is generally 1.3-1.5Mpa, the leakage of the high-pressure refrigerant can cause serious harm to passengers.

In addition, the cooling module at the front end of the cabin comprises an outdoor condenser, a heat dissipation water tank and a cooling fan at present, the outdoor condenser is responsible for heat dissipation of the cabin, the heat dissipation water tank is responsible for heat dissipation of the battery pack and the power assembly, outdoor air sequentially passes through the outdoor condenser and the heat dissipation water tank under the action of the cooling fan, and if the heat load of the outdoor condenser is greater than that of the heat dissipation water tank (the ambient temperature is greater than 38 ℃), hot air passing through the outdoor condenser cannot dissipate heat of the battery pack and the power assembly, and poor heat dissipation is caused.

In low-temperature weather (the environmental temperature is lower than minus 15 ℃), the battery pack cannot be in the optimal working temperature range even if the waste heat of the motor is recycled because the self electric heating heat of the battery pack is less. Although the battery high-voltage heating module is matched to improve the whole vehicle to a certain extent, the electric energy of the whole vehicle can be consumed by the high-voltage heating module, and the low-temperature endurance performance of the whole vehicle is further reduced.

Therefore, the thermal management structure of the automobile in the prior art has the problems of low safety and poor heat exchange performance.

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve the problem that the thermal management framework of the automobile in the prior art has lower and the heat transfer performance is poor of security.

In order to solve the above problem, an embodiment of the present invention provides a thermal management structure of a vehicle, including a coolant circulation system and a coolant circulation system, the coolant circulation system is communicated with the coolant circulation system for selective refrigeration or heating.

The refrigerant circulating system comprises a compressor, a first heat exchanger, an electronic expansion valve, a second heat exchanger and a gas-liquid separator which are arranged in sequence; the output end of the compressor is communicated with the input end of the first heat exchanger, and the output end of the first heat exchanger is communicated with the input end of the electronic expansion valve; the output end of the electronic expansion valve is communicated with the input end of the second heat exchanger, and the output end of the second heat exchanger is communicated with the input end of the gas-liquid separator; the output end of the gas-liquid separator is communicated with the input end of the compressor.

The cooling liquid circulation system comprises a cabin circulation system and a cabin circulation system. The cabin circulation system comprises a first valve body and an air conditioning system. The air conditioning system comprises a heating module and a refrigerating module, wherein one of the output end of the first heat exchanger and the output end of the second heat exchanger is selectively communicated with the input end of the heating module through the first valve body, the output end of the heating module is communicated with the input end of the refrigerating module through the first valve body, and the output end of the refrigerating module is selectively communicated with one of the input end of the first heat exchanger and the input end of the second heat exchanger through the first valve body.

The cabin circulation system comprises a second valve body, a battery water pump, a battery pack temperature adjusting module, a power assembly temperature adjusting module, a front end cooling module and a motor water pump, wherein the output end of the first heat exchanger is selectively communicated with the input end of the front end cooling module or the input end of the battery pack temperature adjusting module through the second valve body. The output end of the front end cooling module is communicated with the input end of the motor water pump through the second valve body, and the output end of the motor water pump is communicated with the input end of the first heat exchanger. The output end of the battery pack temperature adjusting module is communicated with the input end of the power assembly temperature adjusting module through the second valve body, the output end of the power assembly temperature adjusting module is communicated with the input end of the motor water pump through the second valve body, and the output end of the motor water pump is communicated with the input end of the first heat exchanger. The output end of the second heat exchanger is communicated with the input end of the battery water pump, and the output end of the battery water pump is selectively communicated with the input end of the battery pack temperature adjusting module or the input end of the front-end cooling module through the second valve body. The output end of the battery pack temperature adjusting module is communicated with the input end of the power assembly temperature adjusting module through the second valve body, and the output end of the power assembly temperature adjusting module is communicated with the input end of the second heat exchanger through the second valve body. The output end of the front end cooling module is communicated with the input end of the second heat exchanger through the second valve body.

By adopting the technical scheme, the heat of the cabin cooling liquid of the heat exchanger is transferred to the air conditioning system through the refrigerant in the process of refrigerating or heating the cabin by the heat management structure of the automobile, and the heat is transferred to the air conditioning system through the cabin cooling liquid, so that the refrigerant does not flow through the air conditioning system. That is, the refrigerant does not directly participate in the cooling or heating process of the cabin, so that the refrigerant having a high pressure may not be transferred to the air conditioning system and leak, thereby causing serious damage to passengers. Meanwhile, the refrigerant flows through the first heat exchanger and the second heat exchanger in sequence, so that the first heat exchanger supplies heat to the air conditioning system, and the second heat exchanger cools the air conditioning system. Compared with the prior art, the refrigeration function is realized by phase-change absorption of the liquid refrigerant in the evaporator and the cabin heating function is realized by liquefying the high-temperature high-pressure gaseous refrigerant compressed by the compressor in the indoor condenser, and the energy utilization rate of the heat management structure of the automobile is higher. Therefore, the thermal management structure of the automobile has the advantages of high safety and high energy utilization rate.

And when outdoor temperature is lower, first heat exchanger passes through second valve body and cabin circulation system intercommunication to the heat supply of cabin circulation system, and heat the battery package through battery package temperature regulation module, heat the power assembly through power assembly temperature regulation module, can also heat front end cooling module, avoid battery package, power assembly to influence its performance because of the temperature is low excessively, avoid front end cooling module to produce the low temperature problem of frosting. And the circuit that first heat exchanger transferred heat to the battery package and the circuit that the front end cooling module transferred heat all pass through the motor water pump, and then can transfer the heat transfer in motor transfer to the motor water pump to battery package and front end cooling module to realize make full use of motor waste heat, improve energy utilization's effect. In addition, the second heat exchanger is communicated with the cabin circulating system through the second valve body, so that the second heat exchanger absorbs heat in a loop of the battery water pump and the front end cooling module, and further the refrigerant passing through the second heat exchanger absorbs heat and is changed from a low-temperature low-pressure liquid state into a low-temperature low-pressure gaseous state. Therefore, the heat management structure of the automobile can also fully utilize the energy of each component so as to meet the heat requirement of the whole system.

When the outdoor temperature is high, the second heat exchanger is communicated with the cabin circulating system through the second valve body to refrigerate the cabin circulating system, absorb heat of the battery water pump, absorb heat of the battery pack through the battery pack temperature adjusting module and absorb heat of the power assembly through the power assembly temperature adjusting module, and the situation that the performance of the battery water pump, the battery pack and the power assembly is influenced due to overhigh temperature is avoided. Therefore, the heat management structure of the automobile has the advantage of good heat exchange performance. In addition, the first heat exchanger is communicated with the cabin circulating system through the second valve body, so that the first heat exchanger releases heat to the front end cooling module and the motor water pump, and further the heat of the refrigerant passing through the first heat exchanger is released, and the refrigerant is changed into a medium-temperature high-pressure liquid state from a high-temperature high-pressure gas state. Therefore, the heat management structure of the automobile can also fully utilize the energy of each component so as to meet the heat requirement of the whole system.

Therefore, the heat management structure of the automobile can provide heat for the battery pack, the power assembly and the front end cooling module at a lower temperature and absorb the heat of the battery pack and the power assembly at a higher temperature by selectively communicating some passages. Meanwhile, the heat of each component in the heat management structure can be fully utilized to meet the heat exchange requirement of the whole system. Therefore, the heat management structure of the automobile has the advantages of good heat exchange performance and high energy utilization rate.

According to the utility model discloses a further embodiment, the utility model discloses an embodiment discloses a thermal management framework of car, and wherein, first valve body sets up to eight logical valves, and the second valve body sets up to ten logical valves.

By adopting the technical scheme, the input end and the output end of the cabin cooling liquid of the first heat exchanger or the second heat exchanger are communicated with the heating module and the refrigerating module through the first valve body, and the first valve body needs to be provided with eight openings, so that the first valve body is arranged into an eight-way valve. The input end and the output end of the cabin cooling liquid of the first heat exchanger and the second heat exchanger are communicated with each component in the cabin circulating system through a second valve body, and the second valve body needs to be provided with ten openings, so the second valve body is provided with ten-way valves.

According to the utility model discloses a another embodiment, the utility model discloses an embodiment discloses a thermal management framework of car, and first heat exchanger and second heat exchanger all include the heat transfer layer that the three-layer was laminated in proper order, and are located the heat transfer in situ in the middle of and are provided with the refrigerant, are located the heat transfer in situ of both sides and are provided with the coolant liquid. And each heat exchange layer has a respective input and output.

By adopting the technical scheme, compared with the single-effect heat exchanger which is provided with two mutually-jointed heat exchange layers and is provided with the refrigerant in one heat exchange layer and the cooling liquid in the other heat exchange layer in the prior art, the first heat exchanger and the second heat exchanger of the heat management structure of the automobile have the refrigerating and heating functions, so that the system integration and the energy integration of the heat management structure are facilitated, and the heat exchange of the refrigerant, the cabin cooling liquid and the cabin cooling liquid can be better carried out.

According to another specific embodiment of the present invention, an embodiment of the present invention discloses a thermal management structure of an automobile, wherein the heating module comprises a heating water pump and a liquid cooling heater; the refrigeration module comprises a refrigeration water pump and a liquid cooling cooler. One of the output end of the first heat exchanger and the output end of the second heat exchanger is selectively communicated with the input end of the heating water pump through the first valve body, the output end of the heating water pump is communicated with the input end of the liquid cooling heater, the output end of the liquid cooling heater is communicated with the input end of the liquid cooling cooler through the first valve body, the output end of the liquid cooling cooler is communicated with the input end of the refrigerating water pump, and the output end of the refrigerating water pump is selectively communicated with one of the input end of the first heat exchanger and the input end of the second heat exchanger through the first valve body.

By adopting the technical scheme, the heating water pump is used for supplying water to the liquid cooling heater, and the refrigerating water pump is used for supplying water to the liquid cooling cooler.

According to the utility model discloses a further embodiment, the utility model discloses an embodiment discloses a thermal management framework of car, and air conditioning system still includes the air-blower, and the air-blower is integrated as an organic whole with liquid cooling heater and liquid cooling cooler.

By adopting the technical scheme, the arrangement mode can improve the integration level of the air conditioning system, thereby further improving the integration level of the heat management structure of the automobile, reducing the number of pipelines, reducing the heat loss in the pipeline transmission process and further improving the energy utilization rate of the automobile.

According to the utility model discloses a another embodiment, the utility model discloses an embodiment discloses a thermal management framework of car, and front end cooling module includes low temperature radiator and cooling fan. The output end of the first heat exchanger or the output end of the battery water pump is selectively communicated with the input end of the low-temperature radiator through the second valve body, and the output end of the low-temperature radiator is selectively communicated with the input end of the motor water pump or the input end of the second heat exchanger through the second valve body. And, the cooling fan is integrated with the low temperature radiator.

By adopting the technical scheme, the front end cooling module can play a better heat dissipation function by matching the low-temperature radiator with the cooling fan. And the cooling fan and the low-temperature radiator are integrated into a whole, so that the integration level of a cabin circulating system can be improved, the integration level of a heat management framework of the automobile is further improved, the number of pipelines of the automobile is reduced, the loss of heat is reduced in the pipeline transmission process, and the energy utilization rate of the automobile is further improved.

According to the utility model discloses a further embodiment, the utility model discloses an embodiment discloses a thermal management framework of car, and the thermal management framework of car still includes the temperature monitoring unit for the temperature of monitoring car external environment.

And when the temperature value monitored by the temperature monitoring unit is lower than a first threshold value, the output end of the first heat exchanger is communicated with the input end of the heating water pump through the first valve body, the output end of the heating water pump is communicated with the input end of the liquid cooling heater, the output end of the liquid cooling heater is communicated with the input end of the liquid cooling cooler through the first valve body, the output end of the liquid cooling cooler is communicated with the input end of the refrigerating water pump, and the output end of the refrigerating water pump is communicated with the input end of the first heat exchanger through the first valve body.

The output end of the first heat exchanger is communicated with the input end of the low-temperature radiator and the input end of the battery pack temperature adjusting module through the second valve body. The output end of the low-temperature radiator is communicated with the input end of the motor water pump through the second valve body, and the output end of the motor water pump is communicated with the input end of the first heat exchanger. The output end of the battery pack temperature adjusting module is communicated with the input end of the power assembly temperature adjusting module through the second valve body, the output end of the power assembly temperature adjusting module is communicated with the input end of the motor water pump through the second valve body, and the output end of the motor water pump is communicated with the input end of the first heat exchanger. The output end of the second heat exchanger is communicated with the input end of the battery water pump, the output end of the battery water pump is communicated with the input end of the low-temperature radiator through the second valve body, and the output end of the low-temperature radiator is communicated with the input end of the second heat exchanger through the second valve body.

Adopt above-mentioned technical scheme, first heat exchanger is through first valve body and air conditioning system intercommunication to supply heat to air conditioning system, and then supply heat in to the car passenger cabin. In the process, the refrigerant is only used for improving the heat of the cooling liquid in the first heat exchanger, the heat supply of the air conditioning system is completed by the cabin cooling liquid exchanging heat with the refrigerant in the first heat exchanger, so the refrigerant does not directly participate in the heating process of the cabin, the refrigerant with high pressure cannot be transmitted into the air conditioning system and generates leakage, serious harm is caused to passengers, and the heat management framework of the automobile has the advantage of high safety.

And first heat exchanger passes through second valve body and cabin circulation system intercommunication to supply heat to cabin circulation system, and heat the battery package through battery package temperature regulation module, heat the power assembly through power assembly temperature regulation module, can also heat front end cooling module, avoid battery package, power assembly to influence its performance because of the temperature is low excessively, avoid front end cooling module to produce the low temperature problem of frosting. And the first heat exchanger transmits heat to the battery pack and transmits heat to the front end cooling module through the motor water pump, so that the heat transmitted from the motor to the motor water pump is transmitted to the battery pack and the front end cooling module, the waste heat of the motor is fully utilized, and the energy utilization rate is improved.

In addition, the second heat exchanger is communicated with the cabin circulating system through the second valve body, so that the second heat exchanger absorbs heat in a loop of the battery water pump and the front end cooling module, and further the refrigerant passing through the second heat exchanger absorbs heat and is changed from a low-temperature low-pressure liquid state into a low-temperature low-pressure gaseous state. Therefore, the heat management structure of the automobile can also fully utilize the energy of each component so as to meet the heat requirement of the whole system.

According to the utility model discloses a further embodiment, the utility model discloses an embodiment discloses a thermal management framework of car, and the thermal management framework of car still includes the temperature monitoring unit for the temperature of monitoring car external environment condition.

And when the temperature value that the temperature monitoring unit monitored is higher than the second threshold value, the output of second heat exchanger passes through the input of first valve body intercommunication heating water pump, and the output of heating water pump communicates the input of liquid cooling heater, and the output of liquid cooling heater passes through the input of first valve body intercommunication liquid cooling ware, and the output of liquid cooling ware communicates the input of refrigeration water pump, and the output of refrigeration water pump passes through the input of first valve body intercommunication second heat exchanger. The output end of the first heat exchanger is communicated with the input end of the low-temperature radiator through the second valve body, the output end of the low-temperature radiator is communicated with the input end of the motor water pump through the second valve body, and the output end of the motor water pump is communicated with the input end of the first heat exchanger. The output end of the second heat exchanger is communicated with the input end of the battery water pump, the output end of the battery water pump is communicated with the input end of the battery pack temperature adjusting module through the second valve body, the output end of the battery pack temperature adjusting module is communicated with the input end of the power assembly temperature adjusting module through the second valve body, and the output end of the power assembly temperature adjusting module is communicated with the input end of the second heat exchanger through the second valve body.

By adopting the technical scheme, the second heat exchanger is communicated with the air conditioning system through the first valve body so as to refrigerate the air conditioning system, and further refrigerate the interior of the automobile cabin. In the process, the refrigerant is only used for reducing the heat of the cooling liquid in the second heat exchanger, the refrigeration of the air conditioning system is completed by the cabin cooling liquid which exchanges heat with the refrigerant in the second heat exchanger, so the refrigerant does not directly participate in the refrigeration process of the cabin, the refrigerant cannot be transferred into the air conditioning system and leaks, serious harm is caused to passengers, and the heat management structure of the automobile has the advantage of high safety.

And the second heat exchanger is communicated with the cabin circulating system through the second valve body so as to refrigerate the cabin circulating system, absorb the heat of the battery water pump, the heat of the battery pack through the battery pack temperature adjusting module and the heat of the power assembly through the power assembly temperature adjusting module, and avoid the influence on the performance of the battery water pump, the battery pack and the power assembly due to overhigh temperature. Therefore, the heat management structure of the automobile has the advantage of good heat exchange performance.

In addition, the first heat exchanger is communicated with the cabin circulating system through the second valve body, so that the first heat exchanger releases heat to the low-temperature radiator and the motor water pump, and further the heat of the refrigerant passing through the first heat exchanger is released, and the refrigerant is changed into a medium-temperature high-pressure liquid from a high-temperature high-pressure gas. Therefore, the heat management structure of the automobile can also fully utilize the energy of each component so as to meet the heat requirement of the whole system.

According to the utility model discloses a another embodiment, the utility model discloses an embodiment discloses a thermal management framework of car, and first heat exchanger, electronic expansion valve and second heat exchanger are located same sharp communicating pipe way, and passenger cabin circulating system and cabin circulating system are located the both sides of communicating pipe way.

In the cabin circulating system, the battery water pump, the battery pack temperature adjusting module and the power assembly temperature adjusting module are located on one side of the second valve body, and the front end cooling module and the motor water pump are located on the other side of the second valve body.

By adopting the technical scheme, the overall arrangement of the thermal management framework of the automobile is more reasonable by the arrangement mode, so that all parts in the thermal management framework are more compact.

The utility model discloses an embodiment still provides an automobile, including the heat management framework of above-mentioned arbitrary automobile.

By adopting the technical scheme, the refrigerant of the thermal management structure of the automobile does not flow through the air conditioning system. That is, the refrigerant does not directly participate in the cooling or heating process of the cabin, so that the refrigerant having a high pressure cannot be transferred to the air conditioning system and leak, causing serious damage to passengers. Therefore, the thermal management structure of the automobile has the advantage of high safety. Meanwhile, the heat management structure of the automobile can also make full use of the heat of each component to meet the heat exchange requirement of the whole system. Therefore, the heat management structure of the automobile also has the advantages of good heat exchange performance and high energy utilization rate.

The utility model has the advantages that:

the utility model provides a thermal management framework of car, including refrigerant circulating system and coolant liquid circulating system, coolant liquid circulating system includes passenger cabin circulating system and cabin circulation system. In the process of refrigerating or heating the cabin by the heat management structure of the automobile, heat is transferred to cabin cooling liquid of the heat exchanger through a refrigerant, the heat is transferred to an air conditioning system through the cabin cooling liquid, and the refrigerant does not flow through the air conditioning system. That is, the refrigerant does not directly participate in the cooling or heating process of the cabin, so that the refrigerant having a high pressure may not be transferred to the air conditioning system and leak, thereby causing serious damage to passengers. Meanwhile, the refrigerant flows through the first heat exchanger and the second heat exchanger in sequence, so that the first heat exchanger supplies heat to the air conditioning system, and the second heat exchanger cools the air conditioning system. Compared with the prior art, the refrigeration function is realized by phase-change absorption of the liquid refrigerant in the evaporator and the cabin heating function is realized by liquefying the high-temperature high-pressure gaseous refrigerant compressed by the compressor in the indoor condenser, and the energy utilization rate of the heat management structure of the automobile is higher. Therefore, the thermal management structure of the automobile has the advantages of high safety and high energy utilization rate.

In addition, the heat management structure of the automobile selectively communicates with some passages to provide heat for the battery pack, the power assembly and the front end cooling module at a lower temperature and absorb the heat of the battery pack and the power assembly at a higher temperature. Meanwhile, the heat of each component in the heat management structure can be fully utilized to meet the heat exchange requirement of the whole system. Therefore, the heat management structure of the automobile has the advantages of good heat exchange performance and high energy utilization rate.

Other features and corresponding advantages of the invention are set forth in the following part of the specification, and it is to be understood that at least some of the advantages become apparent from the description of the invention.

Drawings

Fig. 1 is a schematic diagram of a thermal management architecture of an automobile when an outdoor temperature is low according to an embodiment of the present invention;

fig. 2 is a schematic diagram of a thermal management architecture of an automobile when an outdoor temperature is high according to an embodiment of the present invention;

fig. 3 is a schematic diagram illustrating a manner of forming a first heat exchanger and a second heat exchanger of a thermal management structure of an automobile according to an embodiment of the present invention.

Description of reference numerals:

10: a refrigerant circulation system; 110: a compressor; 120: a first heat exchanger; 130: an electronic expansion valve; 140: a second heat exchanger; 150: a gas-liquid separator;

20: a coolant circulation system;

210: a cabin circulation system;

211: a first valve body;

212: a heating module; 2121: a heating water pump; 2122: a liquid-cooled heater;

213: a refrigeration module; 2131: a refrigeration water pump; 2132: a liquid-cooled cooler;

214: a blower;

220: a cabin circulation system;

221: a second valve body;

222: a battery water pump;

223: a battery pack temperature adjusting module;

224: a power assembly temperature adjusting module;

225: a front end cooling module; 2251: a low temperature heat sink; 2252: a cooling fan;

226: a motor and a water pump.

Detailed Description

The following description is given for illustrative embodiments of the invention, and other advantages and effects of the invention will be apparent to those skilled in the art from the disclosure of the present invention. While the invention will be described in conjunction with the preferred embodiments, it is not intended that features of the invention be limited to only those embodiments. On the contrary, the intention of implementing the novel features described in connection with the embodiments is to cover other alternatives or modifications which may be extended based on the claims of the present invention. In the following description, numerous specific details are included to provide a thorough understanding of the invention. The invention may be practiced without these particulars. Moreover, some of the specific details are omitted from the description so as not to obscure or obscure the focus of the present invention. It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.

It should be noted that in this specification, like reference numerals and letters refer to like items in the following drawings, and thus, once an item is defined in one drawing, it need not be further defined and explained in subsequent drawings.

The terms "first," "second," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.

In the description of the present embodiment, it should be further noted that, unless explicitly stated or limited otherwise, the terms "disposed," "connected," and "connected" are to be interpreted broadly, e.g., as a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present embodiment can be understood in specific cases by those of ordinary skill in the art.

In order to make the objects, technical solutions and advantages of the present invention clearer, embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

Example 1

The present embodiment provides a thermal management structure of an automobile, as shown in fig. 1 and fig. 2, including a coolant circulation system 10 and a coolant circulation system 20, where the coolant circulation system 10 is communicated with the coolant circulation system 20 for selectively cooling or heating.

The refrigerant circulation system 10 includes a compressor 110, a first heat exchanger 120, an electronic expansion valve 130, a second heat exchanger 140, and a gas-liquid separator 150, which are sequentially disposed; wherein, the output end of the compressor 110 is communicated with the input end of the first heat exchanger 120, and the output end of the first heat exchanger 120 is communicated with the input end of the electronic expansion valve 130; the output end of the electronic expansion valve 130 is communicated with the input end of the second heat exchanger 140, and the output end of the second heat exchanger 140 is communicated with the input end of the gas-liquid separator 150; the output of the gas-liquid separator 150 is in communication with the input of the compressor 110.

The coolant circulation system 20 includes a cabin circulation system 210 and a cabin circulation system 220. The cabin circulation system 210 includes a first valve body 211 and an air conditioning system. The air conditioning system includes a heating module 212 and a cooling module 213, wherein one of an output of the first heat exchanger 120 and an output of the second heat exchanger 140 is selectively communicated with an input of the heating module 212 through the first valve body 211, an output of the heating module 212 is communicated with an input of the cooling module 213 through the first valve body 211, and an output of the cooling module 213 is selectively communicated with one of an input of the first heat exchanger 120 and an input of the second heat exchanger 140 through the first valve body 211.

The cabin circulation system 220 includes a second valve body 221, a battery water pump 222, a battery pack temperature adjustment module 223, a powertrain temperature adjustment module 224, a front end cooling module 225, and a motor water pump 226, wherein an output of the first heat exchanger 120 is selectively communicated with an input of the front end cooling module 225 or an input of the battery pack temperature adjustment module 223 through the second valve body 221. The output end of the front end cooling module 225 is communicated with the input end of the motor water pump 226 through the second valve body 221, and the output end of the motor water pump 226 is communicated with the input end of the first heat exchanger. The output end of the battery pack temperature adjusting module 223 is communicated with the input end of the power assembly temperature adjusting module 224 through the second valve body 221, the output end of the power assembly temperature adjusting module 224 is communicated with the input end of the motor water pump 226 through the second valve body 221, and the output end of the motor water pump 226 is communicated with the input end of the first heat exchanger. The output end of the second heat exchanger 140 is communicated with the input end of the battery water pump 222, and the output end of the battery water pump 222 is selectively communicated with the input end of the battery pack temperature adjusting module 223 or the input end of the front end cooling module 225 through the second valve body 221. The output end of the battery pack temperature adjusting module 223 is communicated with the input end of the power assembly temperature adjusting module 224 through the second valve body 221, and the output end of the power assembly temperature adjusting module 224 is communicated with the input end of the second heat exchanger 140 through the second valve body 221. The output of the front end cooling module 225 communicates with the input of the second heat exchanger 140 through the second valve body 221.

Specifically, as shown in fig. 1 and 2, the dotted line in the figure is a circuit of the refrigerant circulation system 10, the solid line is a circuit of the coolant circulation system 20, and the dotted line is a non-operating circuit. When the outdoor temperature is low, for example, the outdoor temperature is below 10 ℃, specifically 9 ℃, 2 ℃, -3 ℃, -8 ℃, -16 ℃ and the like, the air conditioning system needs to supply heat to the cabin, as shown in fig. 1, since the first heat exchanger 120 exchanges heat with the refrigerant, the cabin coolant in the first heat exchanger 120 can release heat, and therefore the first heat exchanger 120 is communicated with the air conditioning system through the first valve 211. And the second heat exchanger 140, which exchanges heat with the refrigerant to make the cabin cooling liquid absorb heat and refrigerate, is not communicated with the air conditioning system. When the outdoor temperature is high, for example, the outdoor temperature is 25 ℃ or higher, specifically, 26 ℃, 28 ℃, 31 ℃, 35 ℃, 40 ℃ or the like, the air conditioning system needs to refrigerate the cabin, and as shown in fig. 2, the second heat exchanger 140 exchanges heat with the refrigerant, so that the cabin coolant in the second heat exchanger 140 can absorb heat and refrigerate, and at this time, the second heat exchanger 140 is communicated with the air conditioning system through the first valve body 211. The first heat exchanger 120, which exchanges heat with the refrigerant to release heat from the cabin coolant, is not connected to the air conditioning system.

More specifically, the circuits of the refrigerant circulation system 10, the cabin circulation system 210, and the cabin circulation system 220 are connected to each other through pipes.

More specifically, in the refrigerant circulation system 10, the refrigerant is compressed by the compressor 110, changed from a low-temperature and low-pressure gas state to a high-temperature and high-pressure gas state, flows into the first heat exchanger 120 to release heat, changed to a medium-temperature and high-pressure liquid state, flows out of the first heat exchanger 120, changed to a low-temperature and low-pressure liquid state by the electronic expansion valve 130, flows into the second heat exchanger 140 to absorb heat, changed to a low-temperature and low-pressure gas state, and flows through the gas-liquid separator 150 to finally flow back to the compressor 110. When the outdoor temperature is low, the first heat exchanger 120 is communicated with the air conditioning system through the first valve 211, so that the heat released by the refrigerant flowing into the first heat exchanger 120 is transferred to the air conditioning system through the cabin cooling fluid of the first heat exchanger 120, and the heat is supplied to the interior of the vehicle cabin. When the outdoor temperature is high, the second heat exchanger 140 communicates with the air conditioning system through the first valve body 211. The refrigerant flows into the second heat exchanger 140 to absorb heat, so that the cabin cooling liquid with the reduced temperature in the second heat exchanger 140 is transferred to the air conditioning system, and further the heat in the automobile cabin is dissipated. In the process of refrigerating or heating the cabin by the heat management structure of the automobile, heat is transferred to cabin cooling liquid of the heat exchanger through a refrigerant, the heat is transferred to an air conditioning system through the cabin cooling liquid, and the refrigerant does not flow through the air conditioning system. That is, the refrigerant does not directly participate in the cooling or heating process of the cabin, so that the refrigerant having a high pressure may not be transferred to the air conditioning system and leak, thereby causing serious damage to passengers. Meanwhile, the refrigerant sequentially flows through the first heat exchanger 120 and the second heat exchanger 140, so that the first heat exchanger 120 supplies heat to the air conditioning system and the second heat exchanger 140 cools the air conditioning system. Compared with the prior art, the refrigeration function is realized by phase-change absorption of the heat of the cabin through the liquid refrigerant in the evaporator, and the cabin heating function is realized by liquefying and releasing the heat of the high-temperature and high-pressure gaseous refrigerant compressed by the compressor 110 in the indoor condenser, so that the energy utilization rate of the heat management structure of the automobile is higher. Therefore, the thermal management structure of the automobile has the advantages of high safety and high energy utilization rate.

And, when the outdoor temperature is low, the first heat exchanger 120 is communicated with the cabin circulation system 220 through the second valve 221, so that the heat released by the refrigerant flowing into the first heat exchanger 120 is transferred to the cabin circulation system 220 through the cabin cooling liquid of the first heat exchanger 120, the battery pack is heated through the battery pack temperature adjusting module 223, the power assembly is heated through the power assembly temperature adjusting module 224, the battery pack is prevented from affecting the discharge performance due to too low temperature, and the power assembly is prevented from affecting the performance due to too low temperature. In addition, a motor water pump 226 is further arranged in a loop of the first heat exchanger 120 for transferring heat to the battery pack, so that heat transferred from the motor to the motor water pump 226 is transferred to the battery pack, and therefore the waste heat of the motor is fully utilized, and the energy utilization rate is improved.

Meanwhile, the heat in the first heat exchanger 120 can be transferred to the front-end cooling module 225 to heat the front-end cooling module 225, so as to avoid the problem of low-temperature frosting of the front-end cooling module 225. In addition, the loop of the first heat exchanger 120 transferring heat to the front end cooling module 225 also passes through the motor water pump 226, so that the heat transferred from the motor to the motor water pump 226 can also be transferred to the front end cooling module 225, thereby improving the utilization rate of energy.

In addition, the refrigerant flowing into the second heat exchanger 140 absorbs heat, so the second heat exchanger 140 is communicated with the cabin circulation system 220 through the second valve 221, so that the refrigerant absorbs heat in a loop of the battery water pump 222 and the front end cooling module 225 through the second heat exchanger 140, and the refrigerant absorbs heat and changes from a low-temperature low-pressure liquid state to a low-temperature low-pressure gas state. Therefore, the heat management structure of the automobile can also fully utilize the energy of each component so as to meet the heat requirement of the whole system.

When the outdoor temperature is high, the second heat exchanger 140 is communicated with the cabin circulating system 220 through the second valve body 221, and the refrigerant flows into the second heat exchanger 140 to absorb heat, so that the low-temperature cabin cooling liquid in the second heat exchanger 140 is transferred to the cabin circulating system 220, the heat of the battery pack is absorbed by the heat of the battery water pump 222, the heat of the battery pack is absorbed by the battery pack temperature adjusting module 223, and the heat of the power assembly is absorbed by the power assembly temperature adjusting module 224, so that the performance of the battery water pump 222, the battery pack and the power assembly is prevented from being influenced by overhigh temperatures. Therefore, the heat management structure of the automobile has the advantage of good heat exchange performance.

In addition, the refrigerant flows into the first heat exchanger 120 to release heat, so the first heat exchanger 120 is communicated with the cabin circulation system 220 through the second valve 221, so that the refrigerant releases heat to the front end cooling module 225 and the motor water pump 226 through the first heat exchanger 120, and the refrigerant releases heat from a high-temperature high-pressure gas state to a medium-temperature high-pressure liquid state. Therefore, the heat management structure of the automobile can also fully utilize the energy of each component to meet the heat requirement of the whole system.

Therefore, the thermal management architecture of the vehicle can provide heat to the battery pack, the powertrain and the front end cooling module 225 at a lower temperature and absorb heat from the battery pack and the powertrain at a higher temperature by selectively communicating some of the passages. Meanwhile, the heat of each component in the heat management structure can be fully utilized to meet the heat exchange requirement of the whole system. Therefore, the heat management structure of the automobile has the advantages of good heat exchange performance and high energy utilization rate.

According to another embodiment of the present invention, as shown in fig. 1 and 2, an embodiment of the present invention discloses a thermal management structure of an automobile, wherein the first valve body 211 is configured as an eight-way valve, and the second valve body 221 is configured as a ten-way valve.

Specifically, the input and output ends of the cabin coolant of the first heat exchanger 120 or the second heat exchanger 140 communicate with the heating module 212 and the cooling module 213 through the first valve body 211, and the first valve body 211 needs to be provided with eight openings, so the first valve body 211 is provided as an eight-way valve. And as shown in fig. 1 or fig. 2, the eight openings of the first valve body 211 are 1 opening, 2 openings, 3 openings, 4 openings, 5 openings, 6 openings, 7 openings, and 8 openings, respectively.

The input and output of the nacelle coolant of the first heat exchanger 120 and the second heat exchanger 140 are in communication with the various components of the nacelle circulation system 220 via a second valve body 221, the second valve body 221 requiring ten openings, so the second valve body 221 is configured as a ten-way valve. And as shown in fig. 1 or fig. 2, the ten openings of the second valve body 221 are 1 opening, 2 openings, 3 openings, 4 openings, 5 openings, 6 openings, 7 openings, 8 openings, 9 openings, and 10 openings, respectively.

According to the utility model discloses a another embodiment, as shown in fig. 3, the utility model discloses an embodiment discloses a thermal management framework of car, and first heat exchanger 120 and second heat exchanger 140 all include the heat transfer layer that the three-layer was laminated in proper order, and are located the heat transfer in-situ in the middle of and are provided with the refrigerant, are located the heat transfer in-situ of both sides and are provided with the coolant liquid. Each heat exchange layer has a respective input and output.

Specifically, the three layers of heat exchange layers which are sequentially attached can be connected through welding, screwing and other modes, and can also be integrally formed, and the sealing performance of each heat exchange layer is ensured.

More specifically, as shown in fig. 3, the first heat exchanger 120 and the second heat exchanger 140 are formed by: in the prior art, two heat exchange layers which are mutually attached are arranged, one heat exchange layer is a refrigerant heat exchange layer, the other heat exchange layer is a first heat exchanger 120 and a second heat exchanger 140 which are sequentially attached and provided with three heat exchange layers and formed by combining two heat exchangers of a cooling liquid heat exchange layer, and the first heat exchanger 120 and the second heat exchanger 140 are sandwich structures of the cooling liquid heat exchange layer, the refrigerant heat exchange layer and the cooling liquid heat exchange layer respectively.

It should be noted that, compared with the single-effect heat exchanger in which two heat exchange layers attached to each other are provided, one of the heat exchange layers is provided with a refrigerant, and the other heat exchange layer is provided with a coolant in the prior art, the first heat exchanger 120 and the second heat exchanger 140 of the thermal management structure of the automobile have both cooling and heating functions, so that system integration and energy integration of the thermal management structure are facilitated, and heat exchange can be better performed on the refrigerant, the cabin coolant and the cabin coolant.

According to another embodiment of the present invention, as shown in fig. 1 and 2, an embodiment of the present invention discloses a thermal management structure of an automobile, wherein the heating module 212 includes a heating water pump 2121 and a liquid cooling heater 2122; refrigeration module 213 includes a refrigeration water pump 2131 and a liquid cooled chiller 2132. One of the output end of the first heat exchanger 120 and the output end of the second heat exchanger 140 is selectively communicated with the input end of the heating water pump 2121 through the first valve body 211, the output end of the heating water pump 2121 is communicated with the input end of the liquid cooling heater 2122, the output end of the liquid cooling heater 2122 is communicated with the input end of the liquid cooling cooler 2132 through the first valve body 211, the output end of the liquid cooling cooler 2132 is communicated with the input end of the refrigerating water pump 2131, and the output end of the refrigerating water pump 2131 is selectively communicated with one of the input end of the first heat exchanger 120 and the input end of the second heat exchanger 140 through the first valve body 211.

Specifically, the heating water pump 2121 is used to supply water to the liquid-cooled heater 2122, and the cooling water pump 2131 is used to supply water to the liquid-cooled cooler 2132. In addition, the heating water pump 2121, the liquid cooling heater 2122, the liquid cooling cooler 2132, and the cooling water pump 2131 are sequentially connected in series, so that the heat exchange area can be increased, and the heat exchange efficiency can be improved.

More specifically, when the outdoor temperature is low, the output end of the first heat exchanger 120 is communicated with the input end of the heating water pump 2121 through the first valve body 211, and the output end of the cooling water pump 2131 is communicated with the input end of the first heat exchanger 120 through the first valve body 211, so that the first heat exchanger 120 and the air conditioning system form a loop and supply heat to the air conditioning system, and further supply heat to the car cabin through the air conditioning system.

When the outdoor temperature is high, the output end of the second heat exchanger 140 is communicated with the input end of the heating water pump 2121 through the first valve body 211, and the output end of the refrigeration water pump 2131 is communicated with the input end of the second heat exchanger 140 through the first valve body 211, so that the second heat exchanger 140 and the air conditioning system form a loop, refrigerate to the air conditioning system, and further refrigerate to the automobile cabin through the air conditioning system.

According to another embodiment of the present invention, as shown in fig. 1 and 2, embodiments of the present invention disclose a thermal management structure of an automobile, the air conditioning system further comprises a blower 214, and the blower 214 is integrated with the liquid cooling heater 2122 and the liquid cooling cooler 2132.

It should be noted that, this arrangement can improve the integration level of the air conditioning system, thereby further improving the integration level of the thermal management structure of the vehicle, reducing the number of pipelines, reducing the heat loss during the pipeline transmission process, and further improving the energy utilization rate.

In accordance with another embodiment of the present invention, as shown in fig. 1 and 2, an embodiment of the present invention discloses a thermal management architecture for an automobile, wherein the front end cooling module 225 comprises a low temperature radiator 2251 and a cooling fan 2252. The output of the first heat exchanger 120 or the output of the battery water pump 222 is selectively communicated with the input of the low temperature radiator 2251 through the second valve body 221, and the output of the low temperature radiator 2251 is selectively communicated with the input of the motor water pump 226 or the input of the second heat exchanger 140 through the second valve body 221. Also, the cooling fan 2252 is integrated with the low temperature radiator 2251.

In particular, the low temperature radiator 2251 in combination with the cooling fan 2252 enables the front end cooling module 225 to perform a better heat dissipation function. Moreover, the integration level of the cabin circulation system 220 can be improved by integrating the cooling fan 2252 with the low temperature radiator 2251, so that the integration level of the thermal management structure of the vehicle is further improved, the number of pipelines is reduced, the heat loss is reduced in the pipeline transmission process, and the energy utilization rate is further improved.

More specifically, when the outdoor temperature is low, the output end of the first heat exchanger 120 is communicated with the input end of the low temperature radiator 2251 through the second valve body 221 to supply heat to the low temperature radiator 2251 through the first heat exchanger 120, thereby preventing the low temperature radiator 2251 from generating a low temperature frosting problem. Moreover, the loop of the first heat exchanger 120 transferring heat to the low-temperature radiator 2251 passes through the motor water pump 226, so that heat transferred from the motor to the motor water pump 226 can be transferred to the low-temperature radiator 2251, thereby achieving the effects of fully utilizing residual heat of the motor and improving energy utilization rate. In addition, the output end of the battery water pump 222 is communicated with the input end of the low-temperature radiator 2251 through the second valve body 221 to absorb heat in the loop of the second heat exchanger 140 and the low-temperature radiator 2251, so that the refrigerant passing through the second heat exchanger 140 absorbs heat and changes from a low-temperature low-pressure liquid state to a low-temperature low-pressure gaseous state. Therefore, the heat management structure of the automobile can also fully utilize the energy of each component to meet the heat requirement of the whole system.

When the outdoor temperature is high, the output end of the first heat exchanger 120 is communicated with the input end of the low temperature radiator 2251 through the second valve body 221, so that the first heat exchanger 120 releases heat to the low temperature radiator 2251, and further the heat released by the refrigerant passing through the first heat exchanger 120 is changed from a high temperature and high pressure gas state to a medium temperature and high pressure liquid state. At this time, the cooling fan 2252 is engaged with the low temperature radiator 2251 to improve the heat dissipation capability of the front end cooling module 225. Therefore, the heat management structure of the automobile can also fully utilize the energy of each component so as to meet the heat requirement of the whole system.

According to another embodiment of the present invention, as shown in fig. 1 and fig. 2, an embodiment of the present invention discloses a thermal management structure of an automobile, wherein the first heat exchanger 120, the electronic expansion valve 130 and the second heat exchanger 140 are located on the same straight communication pipeline, and the cabin circulation system 210 and the cabin circulation system 220 are located on both sides of the communication pipeline.

In the cabin circulation system 220, the battery water pump 222, the battery pack temperature adjustment module 223, and the powertrain temperature adjustment module 224 are located on one side of the second valve body 221, and the front end cooling module 225 and the motor water pump 226 are located on the other side of the second valve body 221.

It should be noted that, the overall arrangement of the thermal management structure of the automobile is more reasonable due to the arrangement mode, so that the components in the thermal management structure are more compact, the integration level of the thermal management structure is higher, the number of pipelines is reduced, the heat loss is reduced in the pipeline transmission process, and the energy utilization rate is improved.

Example 2

The embodiment discloses a thermal management structure of an automobile, and the thermal management structure of the automobile in the embodiment is the thermal management structure of the automobile in the embodiment 1 when the outdoor temperature is low. The thermal management architecture of the vehicle also includes a temperature monitoring unit for monitoring a temperature of an environment external to the vehicle.

And, when the temperature value monitored by the temperature monitoring unit is lower than the first threshold, as shown in fig. 1, the output end of the first heat exchanger 120 is communicated with the input end of the heating water pump 2121 through the opening 4 to the opening 1 of the first valve body 211, the output end of the heating water pump 2121 is communicated with the input end of the liquid cooling heater 2122, the output end of the liquid cooling heater 2122 is communicated with the input end of the liquid cooling cooler 2132 through the opening 8 to the opening 7 of the first valve body 211, the output end of the liquid cooling cooler 2132 is communicated with the input end of the cooling water pump 2131, and the output end of the cooling water pump 2131 is communicated with the input end of the first heat exchanger 120 through the opening 6 to the opening 5 of the first valve body 211, so as to form a cabin heating system loop.

The output of the first heat exchanger 120 communicates with the input of the low temperature radiator 2251 through the 8-to-5 openings of the second valve body 221, and communicates with the input of the pack temperature adjusting module 223 through the 8-to-1 openings of the second valve body 221. The output end of the low temperature radiator 2251 is communicated with the input end of the motor water pump 226 through openings 6 to 7 of the second valve body 221, and the output end of the motor water pump 226 is communicated with the input end of the first heat exchanger. The output end of the battery pack temperature adjusting module 223 is communicated with the input end of the power assembly temperature adjusting module 224 through the opening 2 to the opening 3 of the second valve body 221, the output end of the power assembly temperature adjusting module 224 is communicated with the input end of the motor water pump 226 through the opening 4 to the opening 7 of the second valve body 221, and the output end of the motor water pump 226 is communicated with the input end of the first heat exchanger. The output end of the second heat exchanger 140 is communicated with the input end of the battery water pump 222, the output end of the battery water pump 222 is communicated with the input end of the low-temperature radiator 2251 through the opening 10 to the opening 5 of the second valve body 221, and the output end of the low-temperature radiator 2251 is communicated with the input end of the second heat exchanger 140 through the opening 6 to the opening 9 of the second valve body 221, so as to form a cabin heating system loop.

In this mode, as shown in fig. 1, the second heat exchanger 140 for cooling is not communicated with the first valve body 211. The first threshold value is less than-15 deg.C, specifically-16 deg.C, -18 deg.C, -21.4 deg.C, -29 deg.C, -32 deg.C, etc. The specific configuration may be set according to actual design and use requirements, and this embodiment does not specifically limit this.

Specifically, the temperature monitoring unit may be configured as a thermocouple sensor, a thermistor sensor, or the like, which may be specifically set according to actual design and use requirements, and this embodiment does not specifically limit this.

More specifically, the first heat exchanger 120 communicates with the air conditioning system through the first valve 211, so that heat released by the refrigerant flowing into the first heat exchanger 120 is transferred to the air conditioning system through the cabin coolant of the first heat exchanger 120, thereby supplying heat to the interior of the vehicle cabin. The heating process of the cabin is supplied by the cabin cooling liquid of the first heat exchanger 120, the refrigerant does not directly participate, the refrigerant with high pressure cannot be transferred to the air conditioning system and leaks, and serious harm is caused to passengers, so the heat management structure of the automobile has the advantage of high safety.

The first heat exchanger 120 is communicated with the cabin circulation system 220 through the second valve 221, so that heat released by the refrigerant flowing into the first heat exchanger 120 is transferred to the cabin circulation system 220 through cabin cooling liquid of the first heat exchanger 120, the battery pack is heated through the battery pack temperature adjusting module 223, the power assembly is heated through the power assembly temperature adjusting module 224, the phenomenon that the discharge performance of the battery pack is influenced due to too low temperature is avoided, and the phenomenon that the performance of the power assembly is influenced due to too low temperature is avoided. In addition, a motor water pump 226 is further arranged in a loop of the first heat exchanger 120 for transferring heat to the battery pack, so that heat transferred from the motor to the motor water pump 226 is transferred to the battery pack, and therefore the waste heat of the motor is fully utilized, and the energy utilization rate is improved.

Meanwhile, heat in the first heat exchanger 120 can also be transferred to the low-temperature radiator 2251 to heat the low-temperature radiator 2251, thereby avoiding the problem of low-temperature frost formation of the low-temperature radiator 2251. In addition, since the circuit of the first heat exchanger 120 transferring heat to the low temperature radiator 2251 also passes through the motor water pump 226, the heat transferred from the motor to the motor water pump 226 can also be transferred to the low temperature radiator 2251, thereby improving the utilization rate of energy.

In addition, the refrigerant flowing into the second heat exchanger 140 absorbs heat, so the second heat exchanger 140 is communicated with the cabin circulation system 220 through the second valve body 221, so that the refrigerant absorbs heat in a loop of the battery water pump 222 and the low-temperature radiator 2251 through the second heat exchanger 140, and the refrigerant absorbs heat to change from a low-temperature low-pressure liquid state to a low-temperature low-pressure gas state. Therefore, the heat management structure of the automobile can also fully utilize the energy of each component to meet the heat requirement of the whole system.

Example 3

The embodiment discloses a thermal management architecture of an automobile, and the thermal management architecture of the automobile in the embodiment is the thermal management architecture of the automobile in the embodiment 1 when the outdoor temperature is higher. The thermal management architecture of the automobile also includes a temperature monitoring unit for monitoring a temperature of an environment external to the automobile.

And, when the temperature value monitored by the temperature monitoring unit is higher than the second threshold, as shown in fig. 2, the output end of the second heat exchanger 140 is communicated with the input end of the heating water pump 2121 through the opening 2 to the opening 1 of the first valve body 211, the output end of the heating water pump 2121 is communicated with the input end of the liquid cooling heater 2122, the output end of the liquid cooling heater 2122 is communicated with the input end of the liquid cooling cooler 2132 through the opening 8 to the opening 7 of the first valve body 211, the output end of the liquid cooling cooler 2132 is communicated with the input end of the water cooling pump 2131, and the output end of the water cooling pump 2131 is communicated with the input end of the second heat exchanger 140 through the opening 6 to the opening 3 of the first valve body 211, so as to form a cabin refrigeration system loop.

The output end of the first heat exchanger 120 is communicated with the input end of the low-temperature radiator 2251 through an opening 8 to an opening 5 of the second valve body 221, the output end of the low-temperature radiator 2251 is communicated with the input end of the motor water pump 226 through an opening 6 to an opening 7 of the second valve body 221, and the output end of the motor water pump 226 is communicated with the input end of the first heat exchanger. The output end of the second heat exchanger 140 is communicated with the input end of the battery water pump 222, the output end of the battery water pump 222 is communicated with the input end of the battery pack temperature adjusting module 223 through the opening 10 to the opening 1 of the second valve body 221, the output end of the battery pack temperature adjusting module 223 is communicated with the input end of the power assembly temperature adjusting module 224 through the opening 2 to the opening 3 of the second valve body 221, and the output end of the power assembly temperature adjusting module 224 is communicated with the input end of the second heat exchanger 140 through the opening 4 to the opening 9 of the second valve body 221, so that a cabin refrigeration system loop is formed.

In this mode, as shown in fig. 2, the first heat exchanger 120 for heating is not communicated with the first valve body 211. The second threshold value is greater than 38 deg.C, specifically 39 deg.C, 40 deg.C, 41.2 deg.C, 43 deg.C, 45 deg.C, etc. The specific configuration may be set according to actual design and use requirements, and this embodiment does not specifically limit this.

More specifically, the second heat exchanger 140 communicates with the air conditioning system through the first valve body 211. The refrigerant flows into the second heat exchanger 140 to absorb heat, so that the cabin cooling liquid with the temperature reduced in the second heat exchanger 140 is transferred to the air conditioning system, and the interior of the automobile cabin is cooled. The cooling process of the cabin is performed by the cabin cooling liquid of the second heat exchanger 140, and the cooling medium does not directly participate, so that the cooling medium cannot be transferred to the air conditioning system and leak, which causes serious damage to passengers, and the thermal management structure of the automobile has the advantage of high safety.

The second heat exchanger 140 is communicated with the cabin circulation system 220 through the second valve 221, and the refrigerant flows into the second heat exchanger 140 to absorb heat, so that the low-temperature cabin cooling liquid in the second heat exchanger 140 is transferred to the cabin circulation system 220, and absorbs the heat of the battery water pump 222, the heat of the battery pack is absorbed through the battery pack temperature adjusting module 223, and the heat of the power assembly is absorbed through the power assembly temperature adjusting module 224, so that the performance of the power assembly is prevented from being influenced by overhigh temperatures of the battery water pump 222, the battery pack and the power assembly. Therefore, the heat management structure of the automobile has the advantage of good heat exchange performance.

In addition, since the refrigerant flows into the first heat exchanger 120 to release heat, the first heat exchanger 120 communicates with the cabin circulation system 220 through the second valve 221, so that the refrigerant releases heat to the low-temperature radiator 2251 and the motor water pump 226 through the first heat exchanger 120, and the refrigerant releases heat from a high-temperature high-pressure gas to a medium-temperature high-pressure liquid. Therefore, the heat management structure of the automobile can also fully utilize the energy of each component so as to meet the heat requirement of the whole system.

Example 4

An embodiment of the present invention further provides an automobile, as shown in fig. 1 and 2, including the thermal management architecture of any of the automobiles of examples 1-3.

Specifically, in the cooling or heating process of the refrigerant cycle system 10 and the cabin cycle system 210 of the thermal management structure of the vehicle, the refrigerant is only used for releasing heat or heating to the cabin coolant, and does not flow through the air conditioning system. That is, the cooling or heating process of the cabin is performed by the heat release or heating of the cabin coolant, and the refrigerant does not directly participate, so that the refrigerant having a high pressure cannot be transferred to the air conditioning system and leak, which causes serious damage to passengers. Therefore, the thermal management structure of the automobile has the advantage of high safety. Meanwhile, when the outdoor temperature is low or high, the heat management structure of the automobile can fully utilize the heat of each component to meet the heat exchange requirement of the whole system. Therefore, the heat management structure of the automobile also has the advantages of good heat exchange performance and high energy utilization rate.

While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that the foregoing is a further detailed description of the invention, and it is not intended to limit the invention to the specific embodiments described. Various changes in form and detail, including simple deductions or substitutions, may be made by those skilled in the art without departing from the spirit and scope of the invention.

Claims

1. The automobile heat management framework is characterized by comprising a refrigerant circulating system and a cooling liquid circulating system, wherein the refrigerant circulating system is communicated with the cooling liquid circulating system and is used for selectively refrigerating or heating; wherein

The refrigerant circulating system comprises a compressor, a first heat exchanger, an electronic expansion valve, a second heat exchanger and a gas-liquid separator which are arranged in sequence; the output end of the compressor is communicated with the input end of the first heat exchanger, and the output end of the first heat exchanger is communicated with the input end of the electronic expansion valve; the output end of the electronic expansion valve is communicated with the input end of the second heat exchanger, and the output end of the second heat exchanger is communicated with the input end of the gas-liquid separator; the output end of the gas-liquid separator is communicated with the input end of the compressor;

the cooling liquid circulating system comprises a cabin circulating system and a cabin circulating system; wherein

The cabin circulation system comprises a first valve body and an air conditioning system; the air conditioning system comprises a heating module and a cooling module, wherein one of an output of the first heat exchanger and an output of the second heat exchanger is in selective communication with an input of the heating module through the first valve body, an output of the heating module is in communication with an input of the cooling module through the first valve body, and an output of the cooling module is in selective communication with one of an input of the first heat exchanger and an input of the second heat exchanger through the first valve body;

the cabin circulation system comprises a second valve body, a battery water pump, a battery pack temperature adjusting module, a power assembly temperature adjusting module, a front end cooling module and a motor water pump, wherein the second valve body, the battery water pump, the battery pack temperature adjusting module, the power assembly temperature adjusting module, the front end cooling module and the motor water pump are arranged in the cabin circulation system

The output end of the first heat exchanger is selectively communicated with the input end of the front-end cooling module or the input end of the battery pack temperature adjusting module through the second valve body;

the output end of the front-end cooling module is communicated with the input end of the motor water pump through the second valve body, and the output end of the motor water pump is communicated with the input end of the first heat exchanger;

the output end of the battery pack temperature adjusting module is communicated with the input end of the power assembly temperature adjusting module through the second valve body, the output end of the power assembly temperature adjusting module is communicated with the input end of the motor water pump through the second valve body, and the output end of the motor water pump is communicated with the input end of the first heat exchanger;

the output end of the second heat exchanger is communicated with the input end of the battery water pump, and the output end of the battery water pump is selectively communicated with the input end of the battery pack temperature adjusting module or the input end of the front-end cooling module through the second valve body;

the output end of the battery pack temperature adjusting module is communicated with the input end of the power assembly temperature adjusting module through the second valve body, and the output end of the power assembly temperature adjusting module is communicated with the input end of the second heat exchanger through the second valve body;

the output end of the front end cooling module is communicated with the input end of the second heat exchanger through the second valve body.

2. The thermal management architecture of an automobile of claim 1, wherein the first valve body is configured as an eight-way valve and the second valve body is configured as a ten-way valve.

3. The automotive thermal management architecture of claim 2, wherein the first heat exchanger and the second heat exchanger each comprise three heat exchange layers attached in sequence, a refrigerant is disposed in the heat exchange layer in the middle, and a cooling liquid is disposed in the heat exchange layers on two sides; wherein

Each heat exchange layer has a respective input and output.

4. The thermal management architecture of an automobile of claim 3, wherein the heating module comprises a heating water pump and a liquid-cooled heater; the refrigeration module comprises a refrigeration water pump and a liquid cooling cooler;

one of the output end of the first heat exchanger and the output end of the second heat exchanger is selectively communicated with the input end of the heating water pump through the first valve body, the output end of the heating water pump is communicated with the input end of the liquid cooling heater, the output end of the liquid cooling heater is communicated with the input end of the liquid cooling cooler through the first valve body, the output end of the liquid cooling cooler is communicated with the input end of the refrigerating water pump, and the output end of the refrigerating water pump is selectively communicated with one of the input end of the first heat exchanger and the input end of the second heat exchanger through the first valve body.

5. The automotive thermal management architecture of claim 4, wherein the air conditioning system further comprises an air mover, and the air mover is integrated with the liquid-cooled heater and the liquid-cooled cooler.

6. The thermal management architecture of an automobile of claim 5, wherein the front end cooling module comprises a low temperature heat sink and a cooling fan;

the output end of the first heat exchanger or the output end of the battery water pump is selectively communicated with the input end of the low-temperature radiator through the second valve body, and the output end of the low-temperature radiator is selectively communicated with the input end of the motor water pump or the input end of the second heat exchanger through the second valve body; and is

The cooling fan is integrated with the low temperature heat sink.

7. The thermal management architecture of an automobile of claim 6, wherein the thermal management architecture of an automobile further comprises a temperature monitoring unit for monitoring a temperature of an environment external to the automobile; and the number of the first and second electrodes,

when the temperature value monitored by the temperature monitoring unit is lower than a first threshold value,

the output end of the first heat exchanger is communicated with the input end of the heating water pump through the first valve body, the output end of the heating water pump is communicated with the input end of the liquid cooling heater, the output end of the liquid cooling heater is communicated with the input end of the liquid cooling cooler through the first valve body, the output end of the liquid cooling cooler is communicated with the input end of the refrigerating water pump, and the output end of the refrigerating water pump is communicated with the input end of the first heat exchanger through the first valve body;

the output end of the first heat exchanger is communicated with the input end of the low-temperature radiator and the input end of the battery pack temperature adjusting module through the second valve body;

the output end of the low-temperature radiator is communicated with the input end of the motor water pump through the second valve body, and the output end of the motor water pump is communicated with the input end of the first heat exchanger;

the output end of the second heat exchanger is communicated with the input end of the battery water pump, the output end of the battery water pump is communicated with the input end of the low-temperature radiator through the second valve body, and the output end of the low-temperature radiator is communicated with the input end of the second heat exchanger through the second valve body.

8. The thermal management architecture of an automobile of claim 6, wherein the thermal management architecture of an automobile further comprises a temperature monitoring unit for monitoring a temperature of an environment external to the automobile; and the number of the first and second electrodes,

when the temperature value monitored by the temperature monitoring unit is higher than a second threshold value,

the output end of the second heat exchanger is communicated with the input end of the heating water pump through the first valve body, the output end of the heating water pump is communicated with the input end of the liquid cooling heater, the output end of the liquid cooling heater is communicated with the input end of the liquid cooling cooler through the first valve body, the output end of the liquid cooling cooler is communicated with the input end of the refrigerating water pump, and the output end of the refrigerating water pump is communicated with the input end of the second heat exchanger through the first valve body;

the output end of the first heat exchanger is communicated with the input end of the low-temperature radiator through the second valve body, the output end of the low-temperature radiator is communicated with the input end of the motor water pump through the second valve body, and the output end of the motor water pump is communicated with the input end of the first heat exchanger;

the output end of the second heat exchanger is communicated with the input end of the battery water pump, the output end of the battery water pump is communicated with the input end of the battery pack temperature adjusting module through the second valve body, the output end of the battery pack temperature adjusting module is communicated with the input end of the power assembly temperature adjusting module through the second valve body, and the output end of the power assembly temperature adjusting module is communicated with the input end of the second heat exchanger through the second valve body.

9. The thermal management architecture of an automobile according to claim 7 or 8, wherein said first heat exchanger, said electronic expansion valve and said second heat exchanger are located on a collinear communication line, and said cabin circulation system are located on both sides of said communication line;

in the cabin circulation system, the battery water pump, the battery pack temperature regulation module and the power assembly temperature regulation module are located on one side of the second valve body, and the front end cooling module and the motor water pump are located on the other side of the second valve body.

10. An automobile, comprising the thermal management architecture of the automobile of any one of claims 1-9.