CN117341412A

CN117341412A - Vehicle thermal management system and vehicle

Info

Publication number: CN117341412A
Application number: CN202210745489.XA
Authority: CN
Inventors: 姚军平
Original assignee: Beijing Co Wheels Technology Co Ltd
Current assignee: Beijing Co Wheels Technology Co Ltd
Priority date: 2022-06-27
Filing date: 2022-06-27
Publication date: 2024-01-05

Abstract

The present disclosure relates to a vehicle thermal management system and a vehicle, the vehicle thermal management system including a refrigerant circulation loop, a coolant circulation loop, and a ventilation circulation loop; the refrigerant circulation loop comprises a refrigerant circulation device and an energy storage cooling liquid tank, wherein the energy storage cooling liquid tank comprises cooling liquid; the refrigerant circulation device comprises a radiator, an energy storage cooling liquid tank is communicated with a cooling liquid circulation loop, the cooling liquid circulation loop at least comprises a passenger cabin heat exchange loop, the passenger cabin heat exchange loop comprises a passenger cabin target heat exchanger, and the passenger cabin target heat exchanger is arranged through a ventilation circulation loop; the ventilation circulation loop comprises an air inlet channel and an air outlet; the refrigerant circulation loop and the air inlet duct are positioned in the front cabin of the vehicle; the air outlet is positioned in the passenger cabin of the vehicle. The volume of the ventilation circulation loop can be reduced, and the utilization rate of the whole vehicle space can be enhanced. The air inlet duct of the ventilation circulation loop is positioned in the front cabin of the vehicle, so that the space in the passenger cabin of the vehicle can be saved, and the arrangement of other parts of the whole vehicle in the passenger cabin is avoided.

Description

Vehicle thermal management system and vehicle

Technical Field

The disclosure relates to the technical field of automobiles, in particular to a vehicle thermal management system and a vehicle.

Background

The refrigeration and heating principle of the existing air conditioning system is as follows: the refrigerant is directly led to the evaporator, evaporation and heat absorption are carried out in the evaporator to generate refrigerating capacity, and hot water is directly led to the warm air core body to generate heating capacity. When the air outlet temperature needs to be regulated, the air quantity proportion passing through the warm air core body is regulated by the position of the cold and hot air door. When the air outlet mode needs to be adjusted, the air outlet mode air door is rotated according to the requirement.

Based on the above principle, the evaporator and the warm air core are required to be close to the air outlet mode air door, and the blower and the like are required to be integrated therewith for blowing. Therefore, the existing vehicle air conditioning system is designed in an integrated manner by an air conditioning box shell, an air conditioning filter element, a blower, an evaporator, a warm air core, an internal and external circulating air door, an air outlet mode air door and a cooling and heating air door, and is arranged below an instrument panel in a vehicle and is connected with an air outlet of a passenger cabin through an air duct.

Because all cold and heat source heat exchange cores (including an evaporator and a warm air core), an air conditioner filter element, an air blower, an internal and external circulation air door, an air outlet mode air door, a cold and warm air door and the like are integrated in one shell, the volume of the air conditioner box is larger. The air conditioning box is large in size, so that a large amount of space of the vehicle is occupied, and arrangement of other parts of the whole vehicle and utilization of the space of the whole vehicle are affected.

Disclosure of Invention

In order to solve the technical problems, the disclosure provides a vehicle thermal management system and a vehicle.

The present disclosure provides a vehicle thermal management system, comprising:

a refrigerant circulation circuit, a coolant circulation circuit, and a ventilation circulation circuit;

the refrigerant circulation loop comprises a refrigerant circulation device and an energy storage cooling liquid tank, wherein the energy storage cooling liquid tank comprises cooling liquid; the refrigerant circulation device comprises a radiator which is arranged in the energy storage cooling liquid tank and is immersed by the cooling liquid; the energy storage cooling liquid tank is communicated with the cooling liquid circulation loop, the cooling liquid circulation loop at least comprises a passenger cabin heat exchange loop, the passenger cabin heat exchange loop comprises a passenger cabin target heat exchanger, and the passenger cabin target heat exchanger is arranged through the ventilation circulation loop; the ventilation circulation loop is used for transferring the cold energy or heat of the passenger cabin target heat exchanger to the passenger cabin of the vehicle;

the ventilation circulation loop comprises an air inlet channel and an air outlet; the air inlet duct is communicated with the air outlet; the refrigerant circulation circuit is positioned in a front cabin of the vehicle; the air inlet channel is positioned in the front cabin of the vehicle, and the air outlet is positioned in the passenger cabin of the vehicle.

In some embodiments, the air inlet duct comprises an internal and external circulation air door, an air conditioner filter element and a blower; the internal and external circulating air door is positioned at one end of the air inlet channel close to the air inlet; the air conditioner filter element is positioned between the blower and the internal and external circulating air doors; the blower is located between the air conditioning cartridge and the passenger compartment target heat exchanger.

In some embodiments, the passenger compartment heat exchange circuit includes a plurality of the passenger compartment target heat exchangers; and each air outlet is provided with one passenger cabin target heat exchanger.

In some embodiments, the coolant circulation loop comprises a floor heat exchange loop; the floor heat exchange loop comprises a floor heat exchanger; the floor heat exchanger is disposed on a floor of a vehicle passenger compartment.

In some embodiments, the floor heat exchanger includes a serpentine coil arrangement of tubes.

In some embodiments, the coolant circulation loop includes a battery heat exchange loop connected with a cooling water channel of the battery and a motor heat exchange loop connected with a cooling water channel of the motor.

In some embodiments, the radiator of the refrigerant cycle device comprises a condenser; the energy storage cooling liquid tank comprises a first energy storage cooling liquid tank; the condenser is positioned in the first energy storage cooling liquid tank;

And/or the radiator of the refrigerant cycle device comprises an evaporator, and the energy storage cooling liquid tank comprises a second energy storage cooling liquid tank; the evaporator is located in the second energy storage coolant tank.

In some embodiments, the coolant circulation loop includes a coolant temperature control valve bank;

the water inlet of the cooling liquid temperature control valve group is communicated with the energy storage cooling liquid tank;

and the water outlet of the cooling liquid temperature control valve group is communicated with the passenger cabin target heat exchanger.

In some embodiments, the coolant circulation loop comprises a low temperature radiator heat exchange loop in communication with the stored energy coolant tank; the low-temperature radiator heat exchange loop comprises a low-temperature radiator and a fan, wherein the low-temperature radiator and the fan are positioned in a front cabin of the vehicle; the fan is disposed adjacent to the low temperature radiator to provide flowing air to the low temperature radiator.

The present disclosure also provides a vehicle including any one of the vehicle thermal management systems described in the present disclosure.

Compared with the prior art, the technical scheme provided by the embodiment of the disclosure has the following advantages:

according to the technical scheme provided by the embodiment of the disclosure, the obtained heat or cold is provided to the cooling liquid circulation loop through the energy storage cooling liquid tank, and then the heat or cold in the cooling liquid circulation loop is provided to the passenger cabin of the vehicle through the ventilation circulation loop. The air-cooling liquid heat exchange mode is adopted for the cooling and heating of the vehicle, so that the air outlet temperatures of cold air and warm air provided by the ventilation circulation loop to the passenger cabin of the vehicle are in one-to-one correspondence with the target temperature of the cooling liquid in the cooling liquid circulation loop. The target temperature of the cooling liquid in the cooling liquid circulation loop can be set according to the requirement of the air outlet temperature in the passenger cabin of the vehicle, so that the cooling capacity or the heat provided by the cooling liquid circulation loop to the ventilation circulation loop can meet the air outlet temperature of the ventilation circulation loop, and a method for mixing warm air generated by the warm air core body to adjust the air outlet temperature of the ventilation circulation loop is not needed. Therefore, the vehicle thermal management system provided by the embodiment of the disclosure does not need to arrange a warm air core and an air outlet mode air door in the related technology in the ventilation circulation loop, and reduces the volume of the ventilation circulation loop, so that the occupation of the vehicle space can be effectively reduced. Because the air inlet duct of the refrigerant circulation loop and the ventilation circulation loop is arranged in the front cabin of the vehicle, the ventilation circulation loop with reduced volume can not occupy too much space of the front cabin of the vehicle, and the space of the passenger cabin of the vehicle can be saved, the arrangement of other parts of the whole vehicle in the passenger cabin of the vehicle is prevented from being influenced, and the utilization rate of the space of the whole vehicle is enhanced.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the disclosure and together with the description, serve to explain the principles of the disclosure.

In order to more clearly illustrate the embodiments of the present disclosure or the solutions in the prior art, the drawings that are required for the description of the embodiments or the prior art will be briefly described below, and it will be obvious to those skilled in the art that other drawings can be obtained from these drawings without inventive effort.

FIG. 1 is a block diagram of a vehicle thermal management system provided in an embodiment of the present disclosure;

FIG. 2 is a schematic diagram of a vehicle thermal management system according to an embodiment of the disclosure;

FIG. 3 is a schematic diagram of a ventilation circuit according to an embodiment of the present disclosure;

FIG. 4 is a schematic structural view of yet another vehicle thermal management system provided by an embodiment of the present disclosure;

FIG. 5 is a block diagram of yet another vehicle thermal management system provided by an embodiment of the present disclosure;

FIG. 6 is a top view of a refrigerant cycle circuit provided in an embodiment of the present disclosure;

fig. 7 is a schematic view of a structure of a further refrigerant cycle circuit provided in an embodiment of the present disclosure;

Fig. 8 is a schematic diagram of a construction of yet another refrigerant cycle circuit provided by an embodiment of the present disclosure;

fig. 9 is a schematic structural view of still another refrigerant cycle circuit provided in an embodiment of the present disclosure.

Detailed Description

In order that the above objects, features and advantages of the present disclosure may be more clearly understood, a further description of aspects of the present disclosure will be provided below. It should be noted that, without conflict, the embodiments of the present disclosure and features in the embodiments may be combined with each other.

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure, but the present disclosure may be practiced otherwise than as described herein; it will be apparent that the embodiments in the specification are only some, but not all, embodiments of the disclosure.

Fig. 1 is a block diagram of a vehicle thermal management system according to an embodiment of the present disclosure. As shown in fig. 1, the vehicle heat management system includes a refrigerant circulation circuit 1, a coolant circulation circuit 2, and a ventilation circulation circuit (not shown in fig. 1, reference may be made to the structure shown in fig. 2). The refrigerant cycle circuit 1 includes a refrigerant cycle device and an energy storage coolant tank 12, and the energy storage coolant tank 12 includes a coolant. The refrigerant circulation device comprises a radiator 11, the radiator 11 being arranged in an energy storage coolant tank 12 and being submerged by the coolant. Since heat or cold is mainly generated in the refrigerant cycle circuit 1 through the radiator 11. And the radiator 11 is arranged in the charge coolant tank 12. The energy storage cooling liquid tank 12 stores cooling liquid, namely, the cooling liquid in the energy storage cooling liquid tank 2 can store heat or cool.

The energy storage coolant tank 12 communicates with the coolant circulation circuit 2, and the coolant circulation circuit 2 includes at least a passenger compartment heat exchange circuit 21, and the passenger compartment heat exchange circuit 21 includes a passenger compartment target heat exchanger 211. The stored energy coolant tank 12 can thus supply coolant in the stored energy coolant tank 12 to the passenger compartment target heat exchanger 211 for heating or cooling when there is a heating and/or cooling demand for the passenger compartment target heat exchanger 211 in the passenger compartment heat exchange circuit 21 in the coolant circulation circuit 2. Because of the heat storage or cold accumulation function of the energy storage cooling liquid tank 12, when the heat or cold generated inside the refrigerant circulation loop 1 meets the heating or cooling requirement, the redundant heat or cold can be stored by the cooling liquid of the energy storage cooling liquid tank 2 instead of directly releasing the heat to the external environment as in the prior art, so that the embodiment of the disclosure can also avoid energy waste.

The passenger compartment target heat exchanger 211 is disposed through a ventilation circulation loop for transferring cold or heat of the passenger compartment target heat exchanger to the passenger compartment of the vehicle. The ventilation circulation loop is used for providing cooling or heating of the passenger cabin target heat exchanger to the passenger cabin of the vehicle. The ventilation circulation loop comprises an air inlet duct and an air outlet. The air inlet duct is communicated with the air outlet. The air outside or inside the vehicle circulated in the ventilation circulation loop may exchange heat with the passenger compartment target heat exchanger 211 and supply cool air or warm air formed after the heat exchange into the passenger compartment of the vehicle to satisfy the thermal management requirements of the passenger compartment of the vehicle. The refrigerant circulation circuit is located in the front cabin of the vehicle. The air inlet duct is positioned in the front cabin of the vehicle, and the air outlet is positioned in the passenger cabin of the vehicle.

According to the technical scheme provided by the embodiment of the disclosure, the obtained heat or cold is provided to the cooling liquid circulation loop through the energy storage cooling liquid tank, and then the heat or cold in the cooling liquid circulation loop is provided to the passenger cabin of the vehicle through the ventilation circulation loop. The cooling and heating mode of the air-cooling liquid is adopted in the vehicle, so that the air outlet temperature of cold air and warm air provided by the ventilation circulation loop to the passenger cabin of the vehicle corresponds to the target temperature of cooling liquid in the cooling liquid circulation loop one by one, namely, the target temperature of the cooling liquid in the cooling liquid circulation loop can be set according to the requirement of the air outlet temperature in the passenger cabin of the vehicle, and thus, the air outlet temperature of the ventilation circulation loop can be met by the cold or heat provided by the cooling liquid circulation loop, and the method of mixing the cold air and warm air generated by the warm air core body to adjust the air outlet temperature of the ventilation circulation loop is not needed. Therefore, the vehicle thermal management system provided by the embodiment of the disclosure does not need to be provided with a warm air core and an air outlet mode air door in the related art. The temperature of the air outlet in the passenger compartment of the vehicle can be adjusted by only setting the target temperature of the cooling liquid in the cooling liquid circulation loop, thereby reducing the volume of the ventilation circulation loop. Meanwhile, the air inlet duct of the refrigerant circulation loop and the air circulation loop is arranged in the front cabin of the vehicle, the air circulation loop with reduced volume does not occupy too much space of the front cabin of the vehicle, the space of the passenger cabin of the vehicle can be saved, the arrangement of other parts of the whole vehicle in the passenger cabin of the vehicle is prevented from being influenced, and the utilization rate of the space of the whole vehicle is enhanced.

Fig. 2 is a schematic structural diagram of a vehicle thermal management system according to an embodiment of the disclosure, and optionally, as shown in fig. 2, the ventilation circulation loop includes an air inlet duct 31 and an air outlet 33. The air inlet duct 31 is located in the front cabin 4 of the vehicle, and the air outlet 33 is located in the passenger cabin 5 of the vehicle. As shown in fig. 2, the air intake duct 31 includes: an internal and external circulation damper 311, an air conditioning filter 312, and a blower 313. The inner and outer circulation damper 311 is located at one end of the air inlet duct 31 adjacent to the air inlet 33. The air conditioning filter 312 is located between the blower 313 and the internal and external circulation damper 311. The blower 313 is located between the air conditioning filter element 312 and the passenger compartment target heat exchanger 211. The air outside the vehicle or the air inside the vehicle enters the air inlet duct 31 through the inside and outside circulation damper 311, passes through the air conditioning filter element 312, and is blown to the passenger compartment target heat exchanger 211 through the blower 313. The blower 313 is used to supply cooling or heating of the passenger compartment target heat exchanger 211 of the passenger compartment heat exchange circuit into the vehicle passenger compartment 5 through the air outlet 33.

Specifically, as shown in fig. 2, in the intake duct 31, an inside-outside circulation damper 311, an air conditioning filter element 312, a blower 313, and a passenger compartment target heat exchanger 211 are provided in this order along the direction in which the air circulates. The passenger compartment target heat exchanger 211 is connected to the refrigerant circulation circuit 1 through a pipe, and the refrigerant circulation circuit 1 transfers the generated cold or heat to the passenger compartment target heat exchanger 211 through a pipe. The passenger compartment target heat exchanger 211 exchanges heat with the air outside the vehicle or the air inside the vehicle flowing into the air intake duct 31 to form cool air or warm air, and the blower 313 blows the warm air or cool air from the connection duct 32 to the air outlet 33 to satisfy the thermal management requirements of the passenger compartment 5 of the vehicle.

In some embodiments, as shown in fig. 2, the ventilation circulation loop further includes a connecting duct 32, and the air inlet duct 31 communicates with the air outlet 33 through the connecting duct 32.

According to the technical scheme provided by the embodiment of the disclosure, the air inlet duct 31 in the ventilation circulation loop is arranged in the front cabin 4 of the vehicle, and only the necessary connecting duct 32 and the air outlet 33 are arranged in the passenger cabin 5 of the vehicle. Since the air inlet duct 31 is provided with an internal and external circulation damper, an air conditioning filter element and a blower, the connection duct 32 is used only for the circulation duct of the air in the vehicle or the air outside the vehicle. Therefore, the volume of the intake duct 31 is larger than the connection duct 32 and the outlet port 33. The large-size air inlet duct 31 is arranged in the front cabin of the vehicle, so that the occupied space of the whole ventilation circulation loop in the passenger cabin 5 of the vehicle can be effectively reduced, and the occupied space of the whole vehicle thermal management system in the passenger cabin of the vehicle can be further reduced.

Further, since the inside-outside circulation damper 311, the air conditioning filter 312, the blower 313, the passenger compartment target heat exchanger 211, and the refrigerant circulation circuit 1 are all provided in the vehicle front cabin 4. Therefore, the problem that the air conditioning box occupies a large amount of space below the instrument panel in the vehicle can be effectively solved, and the enough space is reserved below the instrument panel in the vehicle, so that the change development of the interior trim of the whole vehicle can not be influenced. Meanwhile, the parts such as the blower with high noise are arranged in the front cabin of the vehicle, and only the prepared cold and hot air is sent into the vehicle, so that the noise influence of the parts such as the blower which generate noise on the passenger cabin of the vehicle can be reduced.

The available space of the passenger cabin of the vehicle is occupied, and safety risks can be caused when the flammable refrigerant is selected. According to the technical scheme provided by the embodiment of the disclosure, the whole refrigerant circulation loop can be arranged in the front cabin of the vehicle, namely, the position of the vehicle head, and the refrigerant circulation loop is separated from the passenger cabin, so that the refrigerant can not leak in the passenger cabin, and particularly when the refrigerant with safety risk is used, the refrigerant can be ensured not to influence personnel in the passenger cabin. This increases the variety of refrigerant choices in the refrigerant circulation circuit, while also increasing the safety of the passenger compartment. The refrigerant circulation loop can produce noise when working, especially the compressor in the refrigerant circulation loop can produce a large amount of noise when working, and when setting up the refrigerant circulation loop in the front cabin of the vehicle, effectively reduced the influence of the noise of refrigerant circulation loop during operation to personnel in the cabin, improved riding comfort.

In some embodiments, the passenger compartment heat exchange circuit includes, for example, a plurality of passenger compartment target heat exchangers. And each air outlet is provided with a passenger cabin target heat exchanger.

In some embodiments, the passenger compartment target heat exchanger comprises, for example, a blow-down surface heat exchanger.

When the refrigerant cycle is performed, the radiator in the refrigerant cycle generates heat or cold using the refrigerant. After the heat exchange between the energy storage cooling liquid tank and the radiator, the heat or cold energy generated by the refrigerant circulation loop is obtained. The energy storage cooling liquid tank provides the acquired heat or cold energy to the blowing surface heat exchanger, and the blowing surface heat exchanger heats or cools the air flowing into the ventilation circulation loop to form cold air or warm air. And then the cold air or the warm air is blown to the passenger cabin of the vehicle by the ventilation circulation loop to cool or heat.

Optionally, the blowing face heat exchanger is mainly used for refrigerating or heating a passenger cabin of the vehicle. The blowing surface heat exchanger can be a micro-channel heat exchanger structure, high-temperature cooling liquid and low-temperature cooling liquid can enter from the lower part of the blowing surface heat exchanger and then flow out from the upper part of the blowing surface heat exchanger, and the micro-channel flat tube can be in a structure of a 'mouth' -shaped tube for reducing the flow resistance of the cooling liquid. The size of the blowing face heat exchanger can be 250×210×12mm, and the heat exchange area can be 52500mm ² 。

Fig. 3 is a schematic structural diagram of a ventilation circulation loop according to an embodiment of the present disclosure, optionally, as shown in fig. 3, a left blowing surface heat exchanger 2111 and a right blowing surface heat exchanger 2112 are disposed in the air intake duct 31. The left blowing surface heat exchanger 2111 and the right blowing surface heat exchanger 2112 are both passenger compartment target heat exchangers.

As shown in fig. 3, the connecting duct further includes, for example, a first connecting duct 321, a second connecting duct 322, a first air outlet 331, and a second air outlet 332. Wherein the left blowing face heat exchanger 2111 is provided at the first air outlet 331. The left-side heat exchanger 2111 is mainly responsible for supplying cool air or warm air to the first connection duct 321, and the cool air or warm air is blown out from the first air outlet 331 after passing through the first connection duct 321. The right-blowing side heat exchanger 2112 is provided at the second air outlet 332. The right-side heat exchanger 2112 is mainly responsible for supplying cool air or warm air to the second connection duct 322, and the cool air or warm air is blown out from the second air outlet 332 after passing through the second connection duct 322. The left-blowing side heat exchanger 2111 may be responsible for the cooling or heating demands of the left side of the vehicle passenger compartment. The right-blowing heat exchanger 2112 may be responsible for the cooling or heating demand on the right side of the vehicle passenger compartment.

The left-blowing heat exchanger may be disposed, for example, in a position of the passenger compartment of the vehicle close to the driver's seat, mainly responsible for cooling or heating a space in the vicinity of the driver's seat. The right-blowing heat exchanger may be disposed, for example, in a position of the passenger compartment of the vehicle close to the passenger compartment, and is mainly responsible for cooling or heating the space in the passenger compartment.

According to the technical scheme provided by the embodiment of the disclosure, the passenger cabin target heat exchanger is arranged at each air outlet, so that the requirements of refrigerating or heating in different areas of the passenger cabin of the vehicle can be met.

Illustratively, as shown in fig. 3, in the intake duct 31, an inside-outside circulation damper 311, an air conditioning filter element 312, a blower 313, a left-side heat exchanger 2111, and a right-side heat exchanger 2112 are provided in this order along the direction of the air circulation flow. The air conditioning filter element 312 is used for filtering air entering the air intake duct 31. The left and right heat exchangers 2111 and 2112 are connected to coolant pipes of a refrigerant circulation circuit that transmits cold or heat generated by cooling or heating to the left and right heat exchangers 2111 and 2112, respectively, through the coolant pipes. The left and right heat exchangers 2111 and 2112 exchange heat with the air outside or inside the vehicle flowing into the air intake duct 31 to form cool air or warm air, which is blown by the blower 313 from the connection duct 32 to the air outlet 33 to satisfy the thermal management requirements of the passenger compartment 5 of the vehicle.

In some embodiments, as shown in fig. 3, a dash panel of the vehicle divides the vehicle into a vehicle front cabin and a vehicle passenger cabin. The inside and outside circulation damper 311, the air conditioning filter 312, the blower 313, the left-side heat exchanger 2111 and the right-side heat exchanger 2112 are all disposed in the front cabin of the vehicle. The connecting duct 32 and the air outlet 33 are located in the passenger compartment of the vehicle.

In some embodiments, as shown in fig. 2, the passenger compartment target heat exchanger further includes, for example, a defrost heat exchanger 2113, the defrost heat exchanger 2113 being disposed at the air outlet 33. The connecting duct 32 includes a first connecting duct and a second connecting duct. The defrost heat exchanger 2113 is located in the second connection air duct. The air outlet 33 includes a defrost air outlet and a blow-face air outlet. The second connecting air duct is communicated with the defrosting air outlet. The first connecting air duct is communicated with the blowing face air outlet. The passenger compartment target heat exchanger 211 may be, for example, a blow-down heat exchanger. The air passing through the blowing face heat exchanger is blown out from the defrosting air outlet after passing through the defrosting heat exchanger 2113 in the second connecting air duct.

As shown in fig. 2, for example, an inside-outside circulation damper 311, an air conditioning filter 312, a blower 313, and a blowing surface heat exchanger are provided in this order in the direction of the air circulation flow in the intake duct 31. The blowing face heat exchanger cools or heats the air flowing into the air intake duct 31 to form cool air or warm air. When the refrigerating or heating requirement exists, the cold air or the warm air is blown out from the blowing face air outlet after passing through the first connecting air passage. When the refrigerant circulation loop has defrosting requirement, the blowing face air outlet is closed, and the defrosting air outlet is opened. At this time, the temperature of the blowing surface heat exchanger is first reduced below the return air dew point temperature, and the cool air or the warm air is blown out from the defrosting air outlet after passing through the defrosting heat exchanger 2113 in the second connecting air duct. At this time, the defrosting heat exchanger 2113 is used for heating the dry air which has been cooled and dried, and rapidly raising the surface temperature of the front windshield of the vehicle. In addition, when the refrigerant circulation loop is defrosted, the treatment mode of preparing air with the required temperature by using the blowing surface heat exchanger and the defrosting heat exchanger 2113 can achieve the dehumidification effect, and meanwhile, the glass surface temperature can be increased to prevent glass frosting from affecting the sight.

Alternatively, the defrosting heat exchanger 2113 may be, for example, a micro-channel heat exchanger structure, and the high-temperature cooling liquid and the low-temperature cooling liquid may enter from the lower part of the defrosting heat exchanger and then flow out from the upper part of the defrosting heat exchanger, and in order to reduce the flow resistance of the cooling liquid, the micro-channel flat tube may be, for example, a structure of a "mouth" tube. The defrosting heat exchanger can be 400×80×12mm in size, 32000mm in heat exchange area ² 。

According to the technical scheme provided by the embodiment of the disclosure, air passing through the surface blowing heat exchanger is blown out from the defrosting air outlet after passing through the defrosting heat exchanger in the second connecting air duct. By means of the structural design, when the refrigerant circulation loop is defrosted, a dehumidification effect can be achieved, and meanwhile, the temperature of the surface of glass can be increased to prevent the glass from frosting to influence the sight.

In some embodiments, as shown in fig. 1, the coolant circulation loop 2 includes a floor heat exchange loop 22, the floor heat exchange loop 22 including a floor heat exchanger 221. The floor heat exchanger 221 is disposed on the floor of the vehicle passenger compartment.

Illustratively, when heating, the energy storage cooling liquid tank in the refrigerant circulation loop exchanges heat with the radiator, and then the energy storage cooling liquid tank acquires heat generated by the refrigerant circulation loop. The energy storage cooling liquid tank provides the acquired heat to the floor heat exchanger, and the floor heat exchanger heats the air in the passenger cabin of the vehicle, and the temperature in the vehicle is integrally improved in a floor radiation heating mode. The radiant heating mode of the floor heat exchanger can reduce the target water temperature and simultaneously achieve the expected heating effect, so that the energy consumption of winter heating can be saved. Because the blowing face heating can cause the air to be drier, and the air outlet temperature is higher, the hot air is directly blown to the surface of the human body, and the human body has poor thermal comfort. And by adopting the floor radiation heating mode, the heating comfort of the whole car can be effectively improved.

Fig. 4 is a schematic structural diagram of yet another vehicle thermal management system provided by an embodiment of the present disclosure, optionally, as shown in fig. 4, the floor heat exchanger further includes, for example, a left floor heat exchanger 2211 and a right floor heat exchanger 2212.

Alternatively, the left and right floor heat exchangers 2211 and 2212 are constructed of water tubes having a diameter of 10mm, for example, arranged in a serpentine coil manner on the entire vehicle floor. Wherein, the left and right heat exchangers 2211 and 2212 are filled with cooling liquid with proper temperature according to the requirement, and the floor is heated by floor radiation, so as to integrally increase the temperature in the vehicle. The left floor heat exchanger 2211 is used, for example, for heating the left region of the passenger compartment of the vehicle. The right floor heat exchanger 2212 is used, for example, for heating of a region on the right side of the passenger compartment of the vehicle.

According to the technical scheme provided by the embodiment of the disclosure, the floor heat exchanger is used for heating by floor radiation, so that the target water temperature can be reduced, meanwhile, surface blowing heating is not required, and the heating comfort of the whole vehicle is improved.

In some embodiments, an insulation structure is also provided between the floor heat exchanger and the floor, for example.

According to the technical scheme provided by the embodiment of the disclosure, the heat generated by the floor heat exchanger is prevented from directly losing outside the vehicle through the floor by arranging the heat insulation structure between the floor heat exchanger and the floor, and the heat insulation structure can play a role in heat insulation.

In some embodiments, as shown in fig. 4, the floor heat exchanger includes a serpentine coil arrangement of tubes.

According to the technical scheme provided by the embodiment of the disclosure, the heat exchange area of the floor heat exchanger can be increased and the heat exchange efficiency of the floor heat exchanger can be improved by arranging the serpentine coiled pipeline.

In some embodiments, the tubes of the floor heat exchanger further comprise heat dissipating fins, for example.

According to the technical scheme provided by the embodiment of the disclosure, the heat radiating fin is arranged, so that the heat radiating effect can be effectively enhanced, the heat exchanging efficiency of the floor heat exchanger is further improved, and the floor heat exchanger is accelerated to heat the interior of the vehicle.

In some embodiments, a heat conducting structure is also provided between the pipe gaps of the floor heat exchanger, for example.

According to the technical scheme provided by the embodiment of the disclosure, the heat conduction structure is arranged between the pipeline gaps of the floor heat exchanger, so that heat exchange is performed between the pipelines of the floor heat exchanger, and the heat exchange efficiency of the floor heat exchanger is improved.

In some embodiments, as shown in fig. 1, the coolant circulation loop 2 includes a battery heat exchange loop 23 and a motor heat exchange loop 24, the battery heat exchange loop 23 being connected with a cooling water channel of the battery 231, and the motor heat exchange loop 24 being connected with a cooling water channel of the motor 241.

Specifically, the refrigerant circulation loop may transfer the generated heat or cold to the battery heat exchange loop through the coolant pipe, and radiate or heat the battery inside the vehicle through the battery heat exchange loop.

For example, the vehicle generally needs to control the working temperature of the battery to be 25-45 ℃, so that the battery can be heated or cooled, for example, in summer, the external environment temperature is too high, and then the battery needs to be cooled through a battery heat exchange loop, so that the battery is prevented from spontaneous combustion or explosion caused by the working temperature and the external environment temperature, and then the running safety is generated. For example, in winter, the temperature of the external environment is too low, the normal working temperature of the battery is 25-45 ℃, and in order to enable the battery to work normally, the battery can be heated properly through a battery heat exchange loop.

According to the technical scheme provided by the embodiment of the disclosure, the battery heat exchange loop is arranged to radiate or heat the battery in the vehicle, so that the power battery in the vehicle can be ensured to normally run, and the safety of the vehicle is improved.

In some embodiments, the motor heat exchange circuit is disposed, for example, around a motor heat generating component. The refrigerant circulation loop can convey the generated heat or cold energy to the motor heat exchange loop through the cooling liquid pipeline, and the motor heat exchange loop is used for radiating heat of the motor heating component.

Alternatively, the motor heating component may include, for example, a heating element such as a driving motor, a regulated power supply, a motor controller, or the like. And the thermal management of the motor is aimed at controlling the temperature of the motor below 65 ℃. The motor heat exchange loop can effectively dissipate heat of the motor of the vehicle, so that normal operation of the vehicle is guaranteed, and driving safety is improved.

In some embodiments, in the vehicle thermal management system, the refrigerant in the refrigerant circulation loop may be, for example, propane with higher refrigeration efficiency, and the use of the refrigerant including propane can well improve the refrigeration efficiency of the entire refrigerant circulation loop.

In some embodiments, the heat sink of the refrigerant cycle device includes a condenser. The energy storage cooling liquid tank comprises a first energy storage cooling liquid tank. The condenser is located in the first stored-energy coolant tank. And/or the radiator of the refrigerant circulation device comprises an evaporator, and the energy storage cooling liquid tank comprises a second energy storage cooling liquid tank. The evaporator is located in the second energy storage coolant tank.

As shown in fig. 1, for example, the radiator includes a condenser 111 and an evaporator 112, and the storage coolant tank includes a first storage coolant tank 121 and a second storage coolant tank 122. Wherein the condenser 111 is located in a first stored energy coolant tank 121. The evaporator 112 is located in a second stored-energy coolant tank 122. The condenser 111 operates on the principle that low-pressure refrigerant gas is condensed into high-pressure refrigerant liquid, and thus the condenser 111 needs to release heat into the first energy-storage coolant tank 121 during operation, so that the temperature of the coolant in the first energy-storage coolant tank 121 increases. The first energy storage coolant tank 121 may provide heat generated by the condenser 111 to the coolant circulation loop through the coolant in the first energy storage coolant tank 121 for heating. And also can store the surplus heat generated by the condenser 11. The evaporator 112 operates on the principle that low pressure refrigerant liquid is evaporated to low pressure refrigerant vapor, so that the evaporator 112 needs to absorb heat into the second energy storage coolant tank 122 during operation, thereby reducing the temperature of the coolant in the second energy storage coolant tank 122. The second stored-energy coolant tank 122 may provide heat generated by the evaporator 112 to the coolant circulation loop for cooling via the coolant in the second stored-energy coolant tank 122. And also can store the surplus cold generated by the evaporator 112.

In some embodiments, referring to the structure shown in fig. 1, the refrigerant circulation loop includes, for example, only a condenser 111 and a first stored-energy coolant tank 121, the condenser 111 being located in the first stored-energy coolant tank 121. The first stored energy coolant tank 121 may store heat generated during operation of the condenser 111.

In some embodiments, the refrigerant circulation loop includes, for example, only the evaporator 112 and the second stored energy coolant tank 122, the evaporator 112 being located in the second stored energy coolant tank 122, the second stored energy coolant tank 122 being capable of storing the cold produced by the evaporator 112 when in operation.

In some embodiments, the first and second stored energy coolant tanks 121, 122 may store water or other coolant, for example.

In some embodiments, the coolant circulation loop includes a coolant temperature control valve bank. And a water inlet of the cooling liquid temperature control valve group is communicated with the energy storage cooling liquid tank. And the water outlet of the cooling liquid temperature control valve group is communicated with the passenger cabin target heat exchanger.

If the coolant circulation loop further includes a heat exchange loop other than the passenger compartment heat exchange loop, the water outlet of the coolant temperature control valve may also be in communication with the target heat exchanger of the other heat exchange loop. For example, the coolant temperature control valve bank may also be in communication with correspondingly positioned target heat exchangers in the floor heat exchange circuit, the battery heat exchange circuit, the motor heat exchange circuit, and the low temperature radiator heat exchange circuit.

In some embodiments, the coolant temperature control valve set includes at least one coolant temperature control valve. The cooling liquid temperature control valves are in one-to-one correspondence with the target heat exchangers.

Fig. 5 is a block diagram of a vehicle thermal management system according to an embodiment of the present disclosure, optionally, as shown in fig. 5, the refrigerant circulation loop is connected to a coolant temperature control valve set through a coolant circulation pipe, and each coolant temperature control valve in the coolant temperature control valve set is connected to a passenger compartment target heat exchanger in one-to-one correspondence through the coolant circulation pipe. The passenger compartment target heat exchangers may include, for example, a left-blowing-side heat exchanger, a right-blowing-side heat exchanger, a defrost heat exchanger, a left-floor heat exchanger, and a right-floor heat exchanger. When the refrigerant cycle is performed, the radiator in the refrigerant cycle generates heat or cold using the refrigerant. After the heat exchange between the energy storage cooling liquid tank and the radiator, the heat or cold energy generated by the refrigerant circulation loop is obtained. The energy storage cooling liquid tank conveys the acquired heat or cold energy to the passenger cabin target heat exchanger through the cooling liquid pipe. Each of the coolant temperature control valves in the coolant temperature control valve group is used for adjusting the flow rate of the coolant entering the corresponding passenger compartment target heat exchanger from the refrigerant circulation loop, and controlling the heat or cold provided to the target heat exchanger by adjusting the flow rate of the coolant flowing into the passenger compartment target heat exchanger.

When the passenger cabin target heat exchanger needs to be heated or cooled, the cooling liquid temperature control valve can be controlled to be opened through the cooling liquid temperature control valve group, and heat or cold generated by the refrigerant circulation loop is conveyed to the passenger cabin target heat exchanger through the energy storage cooling liquid tank to be cooled or cooled, so that the cooling or cooling requirement of the passenger cabin target heat exchanger is met. Meanwhile, the temperature and flow of the cooling liquid in the energy storage cooling liquid tank determine the cold or heat which can be acquired by the passenger cabin target heat exchanger. When the passenger compartment target heat exchanger does not have a heating or cooling demand, the coolant temperature control valve may be closed, stopping the delivery of coolant in the stored-energy coolant tank to the passenger compartment target heat exchanger.

Optionally, the refrigerant circulation loop includes first energy storage cooling liquid tank and second energy storage cooling liquid tank, and first energy storage cooling liquid tank and second energy storage cooling liquid tank are all connected with coolant temperature control valves through coolant circulation pipeline, and each coolant temperature control valve in the coolant temperature control valves is connected with passenger cabin target heat exchanger of one-to-one correspondence through coolant circulation pipeline. And each cooling liquid temperature control valve in the cooling liquid temperature control valve group is used for adjusting the flow of cooling liquid entering the corresponding passenger cabin target heat exchanger from the first energy storage cooling liquid tank and the second energy storage cooling liquid tank.

Illustratively, referring to the configuration shown in FIG. 1, for example, the refrigerant circulation circuit includes a condenser 111 and an evaporator 112, and the stored energy coolant tanks include a first stored energy coolant tank 121 and a second stored energy coolant tank 122. Wherein the condenser 111 is located in a first stored energy coolant tank 121. The evaporator 112 is located in a second stored-energy coolant tank 122. The first energy storage coolant tank 121 may provide heat generated by the condenser 111 to the passenger compartment target heat exchanger for heating through the coolant in the first energy storage coolant tank 121. The second stored-energy coolant tank 122 may provide heat generated by the evaporator 112 to the passenger compartment target heat exchanger for cooling via coolant in the second stored-energy coolant tank 122. And a cooling liquid temperature control valve is arranged on the cooling liquid circulation pipeline connected with the passenger cabin target heat exchanger and is used for adjusting the flow of high-temperature cooling liquid entering the corresponding passenger cabin target heat exchanger from the first energy storage cooling liquid tank and the flow of low-temperature cooling liquid entering the corresponding passenger cabin target heat exchanger from the second energy storage cooling liquid tank. By adjusting the flow of the low-temperature cooling liquid and the flow of the high-temperature cooling liquid flowing into the same passenger cabin target heat exchanger, not only can the refrigeration or heating of the passenger cabin target heat exchanger be adjusted, but also the passenger cabin target heat exchanger can be adjusted to reach the expected temperature.

Different temperatures can be achieved simultaneously by adjusting the flow of the cooling liquid through the cooling liquid temperature control valve connected with the different passenger cabin target heat exchangers. For example, the coolant temperature control valve can simultaneously maintain the temperature of the battery at 25 ℃, the temperature of the blowing face heat exchanger at 20 ℃, and the like.

According to the technical scheme provided by the embodiment of the disclosure, the temperature of each passenger cabin target heat exchanger is regulated through each cooling liquid temperature control valve in the cooling liquid temperature control valve group, so that the dynamic control of the temperature of each passenger cabin target heat exchanger is realized. And can be cut off and closed when the corresponding passenger cabin target heat exchanger has no cooling and heating requirements.

In some embodiments, a first sensor is disposed in the first stored-energy coolant tank. A second sensor is arranged in the second energy storage cooling liquid tank. The first sensor is used for detecting the pressure of the cooling liquid in the first energy storage cooling liquid tank. The second sensor is used for detecting the pressure of the cooling liquid in the second energy storage cooling liquid tank. The coolant circulation loop includes a pressure balance control valve and at least one target heat exchanger, which may be a passenger compartment target heat exchanger in a passenger compartment heat exchange loop or a target heat exchanger in a heat exchange loop other than the passenger compartment heat exchange loop, such as a battery, a motor, a low-temperature radiator, or the like. The target heat exchanger is connected with the first energy storage cooling liquid tank and the second energy storage cooling liquid tank through the pressure balance control valve respectively. The pressure balance control valve is used for adjusting the flow of the cooling liquid flowing into the first energy storage cooling liquid tank and the second energy storage cooling liquid tank according to the pressure of the cooling liquid in the first energy storage cooling liquid tank and the pressure of the cooling liquid in the second energy storage cooling liquid tank.

Specifically, the pressure balance control valve can adjust the flow of the cooling liquid flowing into the first energy storage cooling liquid tank and the second energy storage cooling liquid tank from the target heat exchanger according to the pressure of the cooling liquid in the first energy storage cooling liquid tank and the pressure of the cooling liquid in the second energy storage cooling liquid tank, so that the dynamic adjustment of the pressure of the cooling liquid in the first energy storage cooling liquid tank and the pressure of the cooling liquid in the second energy storage cooling liquid tank is realized.

By way of example, since the first and second stored energy coolant tanks are closed chambers, the volume of coolant that can be stored is limited. At the same time, the cooling liquid in the first energy storage cooling liquid tank and the cooling liquid in the second energy storage cooling liquid tank are circulated. Through setting up first sensor in first energy storage coolant tank, set up the second sensor in the second energy storage coolant tank, can carry out real-time supervision to the quantity of the coolant liquid that can store in first energy storage coolant tank and the second energy storage coolant tank, whether it stores the coolant liquid to obtain first energy storage coolant tank and second energy storage coolant tank that can be accurate has redundant space. For example, when the first sensor detects that the pressure of the coolant in the first energy storage coolant is too high, it indicates that the coolant in the first energy storage coolant tank tends to be saturated, and excessive coolant is not required to be delivered to the first energy storage coolant tank, at this time, the pressure balance control valve closes the coolant pipe, and delivery of coolant to the first energy storage coolant tank is stopped. When the first sensor detects that the pressure of the cooling liquid in the first energy storage cooling liquid is too small, the fact that redundant space exists in the first energy storage cooling liquid tank can store the cooling liquid and can convey the cooling liquid to the first energy storage cooling liquid tank is indicated, and at the moment, the pressure balance control valve opens the cooling liquid pipeline and conveys the cooling liquid to the first energy storage cooling liquid tank. When the second sensor detects that the pressure of the cooling liquid in the second energy storage cooling liquid is too large, the cooling liquid in the second energy storage cooling liquid tank tends to be saturated, excessive cooling liquid does not need to be conveyed to the second energy storage cooling liquid tank, and at the moment, the pressure balance control valve closes the cooling liquid pipeline and stops conveying the cooling liquid to the second energy storage cooling liquid tank. When the second sensor detects that the pressure of the cooling liquid in the second energy storage cooling liquid is too small, the redundant space in the second energy storage cooling liquid tank is indicated to store the cooling liquid, the cooling liquid can be conveyed to the second energy storage cooling liquid tank, and at the moment, the pressure balance control valve opens the cooling liquid pipeline and conveys the cooling liquid to the second energy storage cooling liquid tank.

According to the technical scheme provided by the embodiment of the disclosure, through the sensor and the pressure balance control valve arranged in the energy storage cooling liquid tank, the pressure of cooling liquid in the energy storage cooling liquid tank can be monitored in real time, and the flow of the cooling liquid in the energy storage cooling liquid tank can be regulated, so that the pressure in the energy storage cooling liquid tank is kept stable.

In some embodiments, referring to the configuration shown in fig. 1, the coolant circulation loop 2 includes a low temperature radiator heat exchange loop 25, the low temperature radiator heat exchange loop 25 being in communication with the stored energy coolant tank 12. The low-temperature radiator heat exchange circuit 25 includes a low-temperature radiator 7 and a fan 8, and the low-temperature radiator 7 and the fan 8 are located in the front cabin of the vehicle. A fan 8 is provided adjacent to the low temperature radiator 7 to supply flowing air to the low temperature radiator 7.

According to the technical scheme provided by the embodiment of the disclosure, the low-temperature radiator and the fan are arranged in the front cabin of the vehicle, so that the using space of the passenger cabin of the vehicle is not occupied, and the heat exchange efficiency between the low-temperature radiator and the outside air can be improved by arranging the fan, so that the low-temperature radiator and the outside air can exchange heat conveniently.

For example, when the refrigerant circuit is in a refrigeration cycle, the first stored-energy coolant tank may release heat to the outside air through the low-temperature radiator, for example. I.e. the heat generated by the condenser in the first energy storage coolant tank may be transferred by the coolant to the low temperature radiator, from where it is released to the outside air. When the refrigerant circulation loop carries out heating circulation, the second energy storage cooling liquid tank can release cold energy to external air through a low-temperature radiator. That is, the cold generated by the evaporator in the second energy storage cooling liquid tank can be transferred to the low-temperature radiator through the cooling liquid, and released to the outside air by the low-temperature radiator.

Alternatively, when the refrigerant circulation circuit needs to obtain heat from the air outside the vehicle, for example, the coolant in the second energy storage coolant tank lower than the temperature of the air outside the vehicle may be introduced into the low-temperature radiator to obtain heat in the air outside the vehicle.

By way of example, the refrigerant cycle circuit provided by the embodiments of the present disclosure is also provided with the following implementations.

Fig. 6 is a top view of a refrigerant circulation circuit provided by an embodiment of the disclosure, optionally, as shown in fig. 6, the first energy storage cooling liquid tank 121 includes a first liquid return port 123 and a first liquid outlet port 124. The second storage coolant tank 122 includes a second return port 125 and a second outlet port 126. The first liquid return port 123, the first liquid outlet 124, the second liquid outlet 126, and the second liquid return port 125 are all communicated with an external cooling liquid circulation loop.

The liquid inlet of the cooling liquid in the first energy storage cooling liquid tank 121 is a first liquid return port 123, and the liquid outlet of the cooling liquid in the first energy storage cooling liquid tank 121 is a first liquid outlet 124. The first energy storage coolant tank 121 delivers coolant to an external coolant circulation circuit through a first liquid outlet 124, providing heat in the first energy storage coolant tank 121 to an external mechanism. The coolant flowing through the external coolant circulation circuit flows into the first energy storage coolant tank 121 through the first return port 123, completing the circulation of the coolant in the first energy storage coolant tank 121.

The liquid inlet of the cooling liquid in the second energy storage cooling liquid tank 122 is a second liquid return port 125, and the liquid outlet of the cooling liquid in the second energy storage cooling liquid tank 122 is a second liquid outlet 126. The second energy-storage coolant tank 122 delivers coolant to an external coolant circulation circuit through a second outlet port 126, providing cooling in the second energy-storage coolant tank 122 to an external mechanism. The coolant flowing through the external coolant circulation loop flows into the second energy storage coolant tank 122 through the second return port 125, completing the circulation of the coolant in the second energy storage coolant tank 122.

Fig. 7 is a schematic structural diagram of yet another refrigeration unit according to an embodiment of the disclosure, and optionally, as shown in fig. 7, a first partition 131 is disposed in the first energy storage cooling tank 121. The first partition 131 divides the first stored-energy coolant tank 121 into a first chamber and a second chamber that are in communication. The first liquid return port 123 is located at a side wall of the first chamber, and the first liquid outlet 124 is located at a side wall of the second chamber. And/or a second separator 132 is disposed within the second stored-energy coolant tank 122. The second divider 132 divides the second stored-energy coolant tank 122 into communicating third and fourth chambers. The second liquid outlet 126 is located at a side wall of the third chamber, and the second liquid return port 125 is located at a side wall of the fourth chamber. Fig. 7 illustrates an exemplary first separator 131 disposed within the first storage coolant tank 121 and a second separator 132 disposed within the second storage coolant tank 122.

Wherein the first partition 131 divides the first storage coolant tank 121 into a first chamber and a second chamber that are in communication. When the cooling liquid flows into the first energy storage cooling liquid tank 121 through the first liquid return port 123 on the side wall of the first cavity, the cooling liquid bypasses the first partition plate 131 and flows out of the first energy storage cooling liquid tank 121 through the first liquid outlet 124 on the side wall of the second cavity, so that the cooling liquid flowing into the first energy storage cooling liquid tank 121 can be fully mixed with the cooling liquid in the first energy storage cooling liquid tank 121, and the temperature of the cooling liquid at the inlet and the outlet of the first energy storage cooling liquid tank 121 is more uniform.

Wherein the second divider 132 divides the second stored-energy coolant tank 122 into a third chamber and a fourth chamber that are in communication. When the cooling liquid flows into the second energy storage cooling liquid tank 122 through the second liquid return port 125 on the side wall of the third chamber, the cooling liquid bypasses the second partition 132 and flows out of the second energy storage cooling liquid tank 122 through the second liquid outlet 126 on the side wall of the fourth chamber, so that the cooling liquid flowing into the second energy storage cooling liquid tank 122 can be fully mixed with the cooling liquid in the second energy storage cooling liquid tank 122, and the temperature of the cooling liquid at the inlet and the outlet of the second energy storage cooling liquid tank 122 is more uniform.

According to the technical scheme provided by the embodiment of the disclosure, the first partition plate and/or the second partition plate are/is arranged, so that the temperature of the cooling liquid at the connecting interface of the first energy storage cooling liquid tank or the second energy storage cooling liquid tank and the external cooling liquid circulation loop is more uniform, and the heat exchange efficiency between the high-temperature cooling liquid and the low-temperature cooling liquid in the first energy storage cooling liquid tank and the second energy storage cooling liquid tank is improved.

In some embodiments, the first charge coolant tank 121 includes, for example, a plurality of first return ports 123 and a plurality of first outlet ports 124. The second charge coolant tank 122 includes, for example, a plurality of second return ports 125 and a plurality of second outlet ports 126. Fig. 7 shows only by way of example, the first storage coolant tank 121 comprises, for example, two first return openings 123 and two first outlet openings 124. The second storage coolant tank 122 includes, for example, two second return ports 125 and two second outlet ports 126. In practical applications, the heat exchange circuit may be specifically set according to the structure of the external coolant circulation circuit, or the like.

In some embodiments, for example, the external coolant circulation loop includes at least one of a passenger cabin heat exchange loop, a floor heat exchange loop, a battery heat exchange loop, a motor heat exchange loop, and a low temperature radiator heat exchange loop, for example.

For example, the passenger compartment heat exchange circuit, the floor heat exchange circuit, the battery heat exchange circuit, and the motor heat exchange circuit may be connected to the same first return port in the first energy storage coolant tank, and to the same first outlet port. The passenger cabin heat exchange loop, the floor heat exchange loop, the battery heat exchange loop and the motor heat exchange loop can be connected with the same second liquid return port in the second energy storage cooling liquid tank and the same second liquid outlet.

In some embodiments, the cold heat sink heat exchange circuit includes a cold heat sink, which may be, for example, an air-water heat exchanger, which may extract heat from the outside air to be provided to the refrigeration unit. Therefore, the low-temperature radiator heat exchange loop can be independently connected with one first liquid return port and one first liquid outlet port in the first energy storage cooling liquid tank. The low-temperature radiator heat exchange loop can be independently connected with a second liquid return port and a second liquid outlet in the second energy storage cooling liquid tank.

Fig. 8 is a schematic structural view of yet another refrigerant circulation circuit provided in an embodiment of the disclosure, optionally, as shown in fig. 8, the refrigerant circulation circuit includes a first energy storage cooling tank 121, a second energy storage cooling tank 122, a condenser and an evaporator (not shown in the drawing), the condenser is located in the first energy storage cooling tank 121, and the evaporator is located in the second energy storage cooling tank 122. The refrigerant cycle circuit further includes a compressor 113, a gas-liquid separator 114, a throttle 115, a base 116, and a hood (not shown). The middle position of the first energy storage cooling liquid tank 121 is formed by drawing out a first avoidance cavity along with the shape of the compressor according to the shape of the compressor, and the first avoidance cavity is used as the installation position of the compressor 113. The second energy storage coolant tank 122 is formed with a second avoidance chamber in which the gas-liquid separator 114 is disposed. The restrictor 115 may be, for example, an electronic expansion valve.

The condenser in the first stored-energy coolant tank 121 is connected to the evaporator in the second stored-energy coolant tank 122 via a throttle 115. The first energy storage cooling liquid tank 121, the second energy storage cooling liquid tank 122, the condenser, the evaporator, the compressor 113, the gas-liquid separator 114 and the restrictor 115 are all fixedly connected to the base 116. The first energy storage cooling liquid tank 121, the second energy storage cooling liquid tank 122, the condenser, the evaporator, the compressor 113, the gas-liquid separator 114 and the restrictor 115 are all disposed in a cavity formed by the hood and the base 116. The entire refrigerant circulation loop is enclosed by the hood and the base 116, and is connected with the cooling liquid circulation loop only through the liquid inlet and the liquid outlet.

According to the technical scheme provided by the embodiment of the disclosure, the refrigerant circulation loop is integrated in the hood and the base of the refrigerant circulation loop, the refrigerant circulation loop is separated from the cooling liquid circulation loop, and the risk of refrigerant leakage is solved.

The working principle of the refrigerant circulation loop is as follows: when the refrigerant circulates, the refrigerant gas having a low temperature and a low pressure is compressed into the refrigerant gas having a high temperature and a high pressure by the compressor 113, and the volume of the refrigerant gas is reduced and the pressure is increased. And high-temperature and high-pressure refrigerant gas is delivered to a condenser in the first energy storage cooling liquid tank 121, the condenser condenses the high-pressure refrigerant gas into high-pressure refrigerant liquid, and the condenser needs to release heat in the working process, so that the condenser releases the heat into the first energy storage cooling liquid tank 121, and the cooling liquid in the first energy storage cooling liquid tank 121 absorbs the heat, so that the temperature of the cooling liquid in the first energy storage cooling liquid tank 121 is increased. The high-pressure refrigerant liquid flowing out of the condenser is changed into low-pressure refrigerant liquid by the throttling and depressurizing action of the throttle 115, and is sent to the evaporator in the second accumulator coolant tank 122. The evaporator evaporates the low pressure refrigerant liquid into low pressure refrigerant vapor, and the evaporator needs to absorb heat during operation, so that the evaporator can absorb heat of the coolant in the second energy storage coolant tank 122, and the temperature of the coolant in the second energy storage coolant tank 122 is reduced. After the refrigerant gas output from the evaporator enters the gas-liquid separator 114, the gas-liquid separator 114 separates the gaseous refrigerant from the liquid refrigerant, and sends the gaseous refrigerant to the compressor 113 to be compressed by the compressor. The liquid refrigerant is left at the bottom of the gas-liquid separator waiting for re-evaporation. Therefore, the first energy storage cooling liquid tank 121 and the second energy storage cooling liquid tank 122 store cooling liquids with different temperatures, that is, the cooling liquid in the first energy storage cooling liquid tank 121 can store heat, the cooling liquid in the second energy storage cooling liquid tank 122 can store cold, and the refrigerant circulation loop is convenient for externally conveying heat or cold. The first energy storage cooling liquid tank 21 can store the redundant heat generated by the condenser 11, and the second energy storage cooling liquid tank 22 can store the redundant cold energy generated by the evaporator 12, so that the energy storage function can fully utilize the waste heat of the refrigerating unit, and energy waste is avoided.

Alternatively, the compressor 113 is installed by fixing the compressor 113 to the refrigerant circuit base 116, and then the first energy storage coolant tank 121 integrally wraps the compressor 113. A heat conducting layer is provided between the compressor 113 and the first energy storage coolant tank 121 after installation. The thermally conductive layer may, for example, fill a thermally conductive rubber between the compressor 113 and the first stored-energy coolant tank 121. The heat conducting rubber can reduce outward transmission of compressor vibration while ensuring timely transmission of heat of the body of the compressor 113 to the first energy storage cooling liquid tank 121.

According to the technical scheme provided by the embodiment of the disclosure, the heat dissipation of the compressor can be accelerated by arranging the heat conducting layer between the first avoidance cavity and the compressor, meanwhile, the efficiency of waste heat utilization of the compressor can be improved, and the noise influence of the compressor is reduced.

Optionally, the restrictor 115 is mounted between the first and second stored energy coolant tanks 121, 122. The restrictor 115 is connected to the outlet of the condenser and the restrictor 115 is connected to the inlet of the evaporator. The refrigerant is reduced in pressure to a desired pressure according to the requirement of the refrigerant cycle while the flow rate of the entire refrigerant cycle is adjusted according to the requirement of the refrigerant cycle as it flows through the restrictor 115.

According to the technical scheme provided by the embodiment of the disclosure, the first energy storage cooling liquid tank 121 and the second energy storage cooling liquid tank 122 can adapt to the scene requirement of simultaneous cooling and heating operation, the working mode of thermal management in the vehicle is expanded, and the thermal management efficiency of the whole vehicle is improved. When the coolant circulation loop needs to heat, the high-temperature coolant in the first energy storage coolant tank 121 may be delivered to the coolant circulation loop for heating. When the coolant circulation loop needs to be refrigerated, the low-temperature coolant in the second energy storage coolant tank 122 may be delivered to the coolant circulation loop for refrigeration. Because the first energy storage cooling liquid tank 121 and the second energy storage cooling liquid tank 122 do not participate in the working flow of the refrigerant circulation, the first energy storage cooling liquid tank 121 is used for storing high-temperature cooling liquid, and the second energy storage cooling liquid tank 122 is used for storing low-temperature cooling liquid, when the cooling liquid circulation loop needs refrigeration and heating at the same time, heat can be extracted from the first energy storage cooling liquid tank 121 at the same time, cold energy is extracted from the second energy storage cooling liquid tank 122 at the same time, normal operation of the whole refrigerant circulation loop cannot be influenced, and therefore the first energy storage cooling liquid tank 121 and the second energy storage cooling liquid tank 122 can adapt to scene requirements of the simultaneous operation of refrigeration and heating.

The heat or cold generated by the refrigerant circulation loop is usually required to be transferred to the target heat exchanger for refrigeration or heating through the cooling liquid circulation loop. The target heat exchanger includes at least one of a passenger cabin target heat exchanger, a floor heat exchanger, a battery, and a motor. And after heat exchange is needed between the heat or cold energy generated by the radiator and the energy storage cooling liquid tank, the high-temperature cooling liquid or the low-temperature cooling liquid can be conveyed to the target heat exchanger of the cooling liquid circulation loop. Since the heat exchange requires a certain time, there is a problem in that the heating or cooling rate is slow, and particularly, in the early stage of use of the vehicle, the required heat or cold cannot be rapidly supplied to the occupant in the vehicle, so that the occupant complains about comfort. According to the technical scheme provided by the embodiment of the disclosure, since the first energy storage cooling liquid tank 121 and the second energy storage cooling liquid tank 122 do not participate in the working flow of the refrigerant circulation, the first energy storage cooling liquid tank 121 is used for storing high-temperature cooling liquid, and the second energy storage cooling liquid tank 122 is used for storing low-temperature cooling liquid. The thermal management system of the vehicle may thus be configured to store heat required for heating in advance in the first energy storage coolant tank before use of the vehicle and/or to store cold required for cooling in advance in the second energy storage coolant tank. This may enable timely extraction of heat from the first stored energy coolant tank 121 or extraction of cold from the second stored energy coolant tank 122 when the vehicle has a cooling or heating demand. And the refrigerating or heating requirements of the vehicle are effectively met, and the riding experience of the user is improved.

In some embodiments, an electric heater is also provided in the first stored-energy coolant tank, for example.

For example, when the ambient temperature is low, for example at-20 degrees, high compressor load operation is required to bring the temperature in the first stored energy coolant tank to the preset operating temperature. Therefore, the working load of the compressor is increased, the heating time is prolonged, the expected heating effect of the whole refrigerant circulation loop is possibly not achieved in the expected working time, and the electric heater can be used for heating the cooling liquid in the first energy storage cooling liquid tank, so that the heating time can be shortened, the working load of the compressor can be reduced, and the working efficiency of the whole refrigerant circulation loop is improved.

In the technical scheme provided by the embodiment of the disclosure, the electric heater is arranged in the first energy storage cooling liquid tank, so that the working load of the compressor can be reduced, the working efficiency of the whole refrigerant circulation loop is improved, the heating time is saved, and the user experience is improved.

In some embodiments, the refrigerant circulation loop comprises a housing, wherein the radiator and the energy storage cooling liquid tank are both positioned in the housing, and a first heat preservation layer is arranged on the inner wall of the housing.

As an example, as shown in fig. 5, the structure of the refrigerant cycle may be such that the first and second energy storage cooling liquid tanks 121 and 122, the condenser 111, the evaporator 112, the compressor 113, the gas-liquid separator 114 and the restrictor 115 in the refrigerant cycle are integrated in one refrigerant cycle casing, and are connected to the cooling liquid cycle through the liquid return ports and liquid outlet ports of the first and second energy storage cooling liquid tanks 121 and 122. Therefore, the problem that safety risks are caused because the refrigerant in the refrigerant circulation loop directly flows into the cooling liquid circulation loop for refrigerating or heating can be solved, and particularly when flammable or suffocating refrigerant is adopted, serious safety accidents can be caused once the refrigerant leaks if the refrigerant directly flows into the cooling liquid circulation loop for circulating refrigerating or heating.

Alternatively, the first heat-insulating layer may be, for example, a polyurethane heat-insulating material having heat-insulating and flame-retarding effects. The first heat preservation layer can play a role in heat preservation, can provide an environment which is insulated from the outside for the energy storage cooling liquid tank, can reduce heat loss of the radiator and the energy storage cooling liquid tank, and improves refrigerating or heating efficiency of the whole refrigerant circulation loop.

Alternatively, for example, a polyurethane insulation layer of 10mm thickness may be provided on the outside of the first and second energy storage coolant tanks. This prevents heat from the first and second energy storage coolant tanks from escaping to the external environment.

Fig. 9 is a schematic structural view of still another refrigerant cycle circuit provided in an embodiment of the present disclosure, and optionally, as shown in fig. 9, the casing includes a hood 117 and a base 116, where the hood 117 is fixed on the base 116, for example. The side of the base 116 facing away from the hood 117 is provided with a shock absorbing structure. The damping structure can reduce vibration noise transmitted outwards when the refrigerant circulation loop operates, and particularly reduce noise influence generated by a compressor in the refrigerant circulation loop.

In some embodiments, the outer wall of the storage cooling liquid tank is for example further provided with a second insulation layer. The second heat-insulating layer can be, for example, polyurethane heat-insulating material with heat-insulating and flame-retardant effects.

The second heat preservation layer can play a role in heat preservation, and prevents heat or cold energy generated in the energy storage cooling liquid tank from being dissipated into the external environment, so that the heat loss of the energy storage cooling liquid tank can be reduced, and the refrigerating or heating efficiency of the refrigerant circulation loop is further improved.

The embodiment of the disclosure also provides a vehicle, which includes any one of the vehicle thermal management systems provided in the embodiments of the disclosure, and has the same or corresponding beneficial effects, and in order to avoid repetition, the description is omitted here.

It should be noted that in this document, relational terms such as "first" and "second" and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.

The foregoing is merely a specific embodiment of the disclosure to enable one skilled in the art to understand or practice the disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown and described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle thermal management system, comprising:

2. The vehicle thermal management system of claim 1, wherein the air intake duct includes an internal and external circulation damper, an air conditioning filter element, and a blower; the internal and external circulating air door is positioned at one end of the air inlet channel close to the air inlet; the air conditioner filter element is positioned between the blower and the internal and external circulating air doors; the blower is located between the air conditioning cartridge and the passenger compartment target heat exchanger.

3. The vehicle thermal management system of claim 1, wherein the passenger compartment heat exchange circuit comprises a plurality of the passenger compartment target heat exchangers; and each air outlet is provided with one passenger cabin target heat exchanger.

4. The vehicle thermal management system of claim 1, wherein the coolant circulation loop comprises a floor heat exchange loop; the floor heat exchange loop comprises a floor heat exchanger; the floor heat exchanger is disposed on a floor of a vehicle passenger compartment.

5. The vehicle thermal management system of claim 4, wherein the floor heat exchanger comprises a serpentine coil arrangement of tubes.

6. The vehicle thermal management system of claim 1, wherein the coolant circulation loop comprises a battery heat exchange loop and a motor heat exchange loop, the battery heat exchange loop being connected with a cooling water channel of a battery, the motor heat exchange loop being connected with a cooling water channel of a motor.

7. The vehicle thermal management system of claim 1, wherein the radiator of the refrigerant cycle device comprises a condenser; the energy storage cooling liquid tank comprises a first energy storage cooling liquid tank; the condenser is positioned in the first energy storage cooling liquid tank;

8. The vehicle thermal management system of claim 7, wherein the coolant circulation loop comprises a coolant temperature control valve bank;

9. The vehicle thermal management system of claim 1, wherein the coolant circulation loop comprises a low temperature radiator heat exchange loop in communication with the stored energy coolant tank; the low-temperature radiator heat exchange loop comprises a low-temperature radiator and a fan, wherein the low-temperature radiator and the fan are positioned in a front cabin of the vehicle; the fan is disposed adjacent to the low temperature radiator to provide flowing air to the low temperature radiator.

10. A vehicle comprising a vehicle thermal management system according to any one of claims 1-9.