技术领域technical field
本申请涉及汽车技术领域，尤其涉及一种汽车热管理系统及汽车。The present application relates to the technical field of automobiles, in particular to an automobile thermal management system and an automobile.
背景技术Background technique
随着汽车工业的快速发展和人们对低能耗、高效率、环保的需求，汽车热交换技术也在不断创新和发展。为了能让汽车高效可靠的运行，热管理系统也是极其重要。相关技术中，电池组件会产生热量，该热量无法被及时的散热，影响电池组件的使用寿命。With the rapid development of the automobile industry and people's demand for low energy consumption, high efficiency and environmental protection, automobile heat exchange technology is also constantly innovating and developing. In order to make the car run efficiently and reliably, the thermal management system is also extremely important. In related technologies, battery components generate heat, which cannot be dissipated in time, which affects the service life of the battery components.
发明内容Contents of the invention
本申请提供一种实现电池降温的汽车热管理系统及汽车。The present application provides an automobile thermal management system and an automobile for realizing battery cooling.
本申请提供一种汽车热管理系统，包括压缩机、冷凝器、冷却器及电池组件，所述压缩机、所述冷凝器及所述冷却器依次连通并形成第一换热回路，所述第一换热回路内填充第一换热介质；所述冷却器与所述电池组件连通并形成第二换热回路，所述第二换热回路内填充第二换热介质，所述冷却器用于对所述第一换热介质与所述第二换热介质进行热交换，使所述第二换热介质给所述电池组件降温；其中所述第一换热介质为制冷介质，所述第二换热介质为冷却介质。The present application provides an automobile thermal management system, including a compressor, a condenser, a cooler, and a battery assembly. The compressor, the condenser, and the cooler are connected in sequence to form a first heat exchange circuit. The second A heat exchange circuit is filled with a first heat exchange medium; the cooler communicates with the battery assembly to form a second heat exchange circuit, and the second heat exchange circuit is filled with a second heat exchange medium, and the cooler is used for Exchanging heat between the first heat exchange medium and the second heat exchange medium, so that the second heat exchange medium cools down the battery assembly; wherein the first heat exchange medium is a cooling medium, and the second heat exchange medium Second, the heat exchange medium is a cooling medium.
可选的，所述汽车热管理系统还包括电机组件，所述冷凝器与所述电机组件连通并形成第三换热回路，所述第三换热回路内填充第三换热介质，所述冷凝器用于对所述第一换热介质与所述第三换热介质进行热交换，使所述第三换热介质给所述电机组件降温；其中所述第三换热介质为冷却介质。Optionally, the automobile thermal management system further includes a motor assembly, the condenser communicates with the motor assembly and forms a third heat exchange circuit, the third heat exchange circuit is filled with a third heat exchange medium, and the The condenser is used for exchanging heat between the first heat exchange medium and the third heat exchange medium, so that the third heat exchange medium cools down the motor assembly; wherein the third heat exchange medium is a cooling medium.
可选的，所述汽车热管理系统还包括第一动力组件和第二动力组件，所述第一动力组件和所述第二动力组件均设于所述第三换热回路；所述汽车热管理系统还包括调节支路，连接于所述第一动力组件与所述第二动力组件之间。Optionally, the automobile thermal management system further includes a first power assembly and a second power assembly, both of which are arranged in the third heat exchange circuit; The management system also includes a regulation branch connected between the first power assembly and the second power assembly.
可选的，所述调节支路包括调节管路和设于所述调节管路的调节阀，所述调节管路连接于所述第一动力组件和所述第二动力组件之间，且所述调节阀用于控制所述调节管路的通断。Optionally, the regulating branch circuit includes a regulating pipeline and a regulating valve provided in the regulating pipeline, the regulating pipeline is connected between the first power assembly and the second power assembly, and the The regulating valve is used to control the on-off of the regulating pipeline.
可选的，所述汽车热管理系统还包括第一动力组件，所述第一动力组件设于所述第三换热回路，且位于所述冷凝器的上游。Optionally, the automotive thermal management system further includes a first power assembly, the first power assembly is arranged in the third heat exchange circuit and is located upstream of the condenser.
可选的，所述汽车热管理系统还包括第二动力组件，所述第二动力组件设于所述第三换热回路，且位于所述电机组件的上游。Optionally, the automobile thermal management system further includes a second power assembly, the second power assembly is arranged in the third heat exchange circuit and is located upstream of the motor assembly.
可选的，所述汽车热管理系统还包括气液分离器，设于所述第二换热回路。Optionally, the automobile thermal management system further includes a gas-liquid separator, which is arranged in the second heat exchange circuit.
可选的，所述汽车热管理系统还包括散热器，设于所述第三换热回路。Optionally, the automotive thermal management system further includes a radiator disposed in the third heat exchange circuit.
可选的，所述汽车热管理系统还包括气液分离器和散热器；所述汽车热管理系统还包括第二动力组件；所述汽车热管理系统还包括膨胀水壶和与所述膨胀水壶连接的注水管路，所述膨胀水壶通过所述注水管路与所述气液分离器、所述散热器及所述第二动力组件连通。Optionally, the automotive thermal management system also includes a gas-liquid separator and a radiator; the automotive thermal management system also includes a second power assembly; the automotive thermal management system also includes an expansion kettle and is connected to the expansion kettle The water injection pipeline of the expansion kettle communicates with the gas-liquid separator, the radiator and the second power assembly through the water injection pipeline.
可选的，所述汽车热管理系统还包括第三动力组件，设于所述第二换热回路，与所述气液分离器连通。Optionally, the automobile thermal management system further includes a third power assembly, which is arranged in the second heat exchange circuit and communicates with the gas-liquid separator.
可选的，所述汽车热管理系统还包括蒸发器，所述压缩机、所述冷凝器及所述蒸发器连通并形成第四换热回路，所述第四换热回路内填充第四换热介质；其中所述第四换热介质为制冷介质。Optionally, the automobile thermal management system further includes an evaporator, the compressor, the condenser, and the evaporator communicate to form a fourth heat exchange loop, and the fourth heat exchange loop is filled with a fourth heat exchanger heat medium; wherein the fourth heat exchange medium is a refrigeration medium.
可选的，所述汽车热管理系统还包括第一电磁阀，所述第一电磁阀设于所述第一换热回路，且位于所述冷却器的上游。Optionally, the automobile thermal management system further includes a first solenoid valve, the first solenoid valve is arranged in the first heat exchange circuit and is located upstream of the cooler.
可选的，所述汽车热管理系统还包括第二电磁阀，所述第二电磁阀设于所述第四换热回路，且位于所述蒸发器的上游。Optionally, the automotive thermal management system further includes a second solenoid valve, the second solenoid valve is arranged in the fourth heat exchange circuit and is located upstream of the evaporator.
可选的，所述汽车热管理系统还包括风机，设于所述蒸发器的周围；且所述风机与所述蒸发器均位于汽车的客舱内。Optionally, the automobile thermal management system further includes a fan disposed around the evaporator; and both the fan and the evaporator are located in the passenger compartment of the automobile.
本申请还提供一种汽车，包括：如上述实施例中任一项所述的汽车热管理系统。The present application also provides an automobile, including: the automobile thermal management system according to any one of the above embodiments.
本申请实施例的汽车热管理系统及汽车。汽车热管理系统的冷却器与电池组件连通，并对第一换热介质与第二换热介质进行热交换，使第二换热介质给电池组件降温，如此实现电池冷却功能，延长电池组件的使用寿命，减少故障风险。The automobile thermal management system and the automobile according to the embodiments of the present application. The cooler of the automobile thermal management system communicates with the battery assembly, and performs heat exchange between the first heat exchange medium and the second heat exchange medium, so that the second heat exchange medium cools down the battery assembly, thus realizing the battery cooling function and prolonging the life of the battery assembly. service life and reduce the risk of failure.
应当理解的是，以上的一般描述和后文的细节描述仅是示例性和解释性的，并不能限制本申请。It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.
附图说明Description of drawings
此处的附图被并入说明书中并构成本说明书的一部分，示出了符合本申请的实施例，并与说明书一起用于解释本申请的原理。The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description serve to explain the principles of the application.
图1所示为本申请的汽车热管理系统的一个状态的原理框图。Fig. 1 shows a functional block diagram of a state of the automotive thermal management system of the present application.
图2所示为本申请的汽车热管理系统的另一个状态的原理框图。FIG. 2 is a functional block diagram of another state of the automobile thermal management system of the present application.
图3所示为图2所示的汽车热管理系统的又一个状态的原理框图。FIG. 3 is a functional block diagram of another state of the automotive thermal management system shown in FIG. 2 .
图4所示为图3所示的汽车热管理系统的控制原理框图。FIG. 4 is a block diagram of the control principle of the automotive thermal management system shown in FIG. 3 .
具体实施方式Detailed ways
这里将详细地对示例性实施例进行说明，其示例表示在附图中。下面的描述涉及附图时，除非另有表示，不同附图中的相同数字表示相同或相似的要素。以下示例性实施例中所描述的实施方式并不代表与本申请相一致的所有实施方式。相反，它们仅是与如所附权利要求书中所详述的、本申请的一些方面相一致的装置和方法的例子。Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numerals in different drawings refer to the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with aspects of the present application as recited in the appended claims.
在本申请使用的术语是仅仅出于描述特定实施例的目的，而非旨在限制本申请。除非另作定义，本申请使用的技术术语或者科学术语应当为本申请所属领域内具有一般技能的人士所理解的通常意义。本申请说明书以及权利要求书中使用的“第一”“第二”以及类似的词语并不表示任何顺序、数量或者重要性，而只是用来区分不同的组成部分。同样，“一个”或者“一”等类似词语也不表示数量限制，而是表示存在至少一个。“多个”或者“若干”表示两个及两个以上。除非另行指出，“前部”、“后部”、“下部”和/或“上部”等类似词语只是为了便于说明，而并非限于一个位置或者一种空间定向。“包括”或者“包含”等类似词语意指出现在“包括”或者“包含”前面的元件或者物件涵盖出现在“包括”或者“包含”后面列举的元件或者物件及其等同，并不排除其他元件或者物件。“连接”或者“相连”等类似的词语并非限定于物理的或者机械的连接，而且可以包括电性的连接，不管是直接的还是间接的。The terminology used in this application is for the purpose of describing particular embodiments only, and is not intended to limit the application. Unless otherwise defined, the technical terms or scientific terms used in the application shall have the ordinary meanings understood by those skilled in the art to which the application belongs. "First", "second" and similar words used in the specification and claims of this application do not indicate any order, quantity or importance, but are only used to distinguish different components. Likewise, words like "a" or "one" do not denote a limitation in quantity, but indicate that there is at least one. "Multiple" or "several" means two or more. Unless otherwise indicated, terms such as "front", "rear", "lower" and/or "upper" are used for convenience of description only and are not intended to be limiting to a position or orientation in space. "Includes" or "comprises" and similar terms mean that the elements or items listed before "comprises" or "comprises" include the elements or items listed after "comprises" or "comprises" and their equivalents, and do not exclude other elements or objects. Words such as "connected" or "connected" are not limited to physical or mechanical connections, and may include electrical connections, whether direct or indirect.
在本申请使用的术语是仅仅出于描述特定实施例的目的，而非旨在限制本申请。在本申请和所附权利要求书中所使用的单数形式的“一种”、“所述”和“该”也旨在包括多数形式，除非上下文清楚地表示其他含义。还应当理解，本文中使用的术语“和/或”是指并包含一个或多个相关联的列出项目的任何或所有可能组合。The terminology used in this application is for the purpose of describing particular embodiments only, and is not intended to limit the application. As used in this application and the appended claims, the singular forms "a", "the", and "the" are intended to include the plural forms as well, unless the context clearly dictates otherwise. It should also be understood that the term "and/or" as used herein refers to and includes any and all possible combinations of one or more of the associated listed items.
本申请提供一种汽车热管理系统及汽车。汽车热管理系统1包括压缩机、冷凝器、冷却器及电池组件，压缩机、冷凝器及冷却器依次连通并形成第一换热回路，第一换热回路内填充第一换热介质；冷却器与电池组件连通并形成第二换热回路，第二换热回路内填充第二换热介质，冷却器用于对第一换热介质与第二换热介质进行热交换，使第二换热介质给电池组件降温；其中第一换热介质为制冷介质，第二换热介质为冷却介质。The present application provides an automobile thermal management system and an automobile. The automotive thermal management system 1 includes a compressor, a condenser, a cooler and a battery assembly, the compressor, the condenser and the cooler are connected in sequence to form a first heat exchange circuit, and the first heat exchange circuit is filled with a first heat exchange medium; cooling The cooler communicates with the battery assembly and forms a second heat exchange loop, the second heat exchange loop is filled with a second heat exchange medium, and the cooler is used to exchange heat between the first heat exchange medium and the second heat exchange medium, so that the second heat exchange medium The medium cools down the temperature of the battery assembly; wherein the first heat exchange medium is a cooling medium, and the second heat exchange medium is a cooling medium.
本申请实施例的汽车热管理系统及汽车。汽车热管理系统的冷却器与电池组件连通，并对第一换热介质与第二换热介质进行热交换，使第二换热介质给电池组件降温，可实现电池冷却功能，延长电池组件的使用寿命，减少故障风险。The automobile thermal management system and the automobile according to the embodiments of the present application. The cooler of the automobile thermal management system communicates with the battery assembly, and performs heat exchange between the first heat exchange medium and the second heat exchange medium, so that the second heat exchange medium cools down the battery assembly, which can realize the battery cooling function and prolong the life of the battery assembly. service life and reduce the risk of failure.
汽车包括汽车热管理系统。汽车包括多个工作模式。工作模式包括空调制热模式、电池加热模式、电池预热模式、空调制冷模式、电池冷却模式、电机冷却模式、除湿模式中的一种或多种组合。汽车热管理系统用于控制上述一个或多种组合的工作模式运行。Automobiles include automotive thermal management systems. Cars include multiple modes of operation. The working modes include one or more combinations of air conditioner heating mode, battery heating mode, battery preheating mode, air conditioner cooling mode, battery cooling mode, motor cooling mode, and dehumidification mode. The automotive thermal management system is used to control the operation of one or more combination of the above working modes.
图1所示为本申请的汽车热管理系统的一个状态的原理框图。如图1所示，汽车热管理系统1包括压缩机101、冷凝器102、冷却器103、蒸发器104、电池组件105和电机组件106。在图1所示的实施例中，汽车热管理系统1用于实现空调制冷模式、电池冷却模式、电机冷却模式。Fig. 1 shows a functional block diagram of a state of the automotive thermal management system of the present application. As shown in FIG. 1 , the automotive thermal management system 1 includes a compressor 101 , a condenser 102 , a cooler 103 , an evaporator 104 , a battery assembly 105 and a motor assembly 106 . In the embodiment shown in FIG. 1 , the automotive thermal management system 1 is used to implement the cooling mode of the air conditioner, the cooling mode of the battery, and the cooling mode of the motor.
在图1所示的实施例中，汽车热管理系统1包括压缩机101、冷凝器102、冷却器103及电池组件105，压缩机101、冷凝器102及冷却器103依次连通并形成第一换热回路11，第一换热回路11内填充第一换热介质，第一换热介质为制冷介质。冷却器103与电池组件105连通并形成第二换热回路12，第二换热回路12内填充第二换热介质，第二换热介质为冷却介质。冷却器103用于对第一换热介质与第二换热介质进行热交换，使第二换热介质给电池组件105降温，如此实现电池冷却功能。在本实施例中，冷却器103可以是水冷冷却器。压缩机101压缩第一换热介质(制冷介质)后输出高温高压气体，经过冷凝器102，冷凝器102冷凝散热，输出的是高温高压的制冷液体。然后其中一路经过冷却器103，冷却器103相当于蒸发器，吸热降温，输出低温低压的液体，并流入压缩机101。冷却器103的第二换热介质(冷却介质)与第一换热介质(低温低压的制冷液体)进行热交换，使第二换热介质(冷却介质)的温度降低，从而冷却电池组件，实现电池冷却功能，延长电池组件的使用寿命，减少故障风险。In the embodiment shown in FIG. 1 , the automotive thermal management system 1 includes a compressor 101, a condenser 102, a cooler 103, and a battery assembly 105. The compressor 101, the condenser 102, and the cooler 103 are sequentially connected to form a first inverter. The heat circuit 11, the first heat exchange circuit 11 is filled with a first heat exchange medium, and the first heat exchange medium is a refrigeration medium. The cooler 103 communicates with the battery assembly 105 and forms a second heat exchange circuit 12 , the second heat exchange circuit 12 is filled with a second heat exchange medium, and the second heat exchange medium is a cooling medium. The cooler 103 is used for exchanging heat between the first heat exchange medium and the second heat exchange medium, so that the second heat exchange medium cools down the battery assembly 105, thus realizing the battery cooling function. In this embodiment, the cooler 103 may be a water-cooled cooler. The compressor 101 compresses the first heat exchange medium (refrigerant medium) and outputs high-temperature and high-pressure gas, passes through the condenser 102, and the condenser 102 condenses and dissipates heat, and outputs high-temperature and high-pressure refrigeration liquid. Then one of them passes through the cooler 103 , the cooler 103 is equivalent to an evaporator, which absorbs heat and cools down, outputs low-temperature and low-pressure liquid, and flows into the compressor 101 . The second heat exchange medium (cooling medium) of the cooler 103 performs heat exchange with the first heat exchange medium (low-temperature and low-pressure refrigeration liquid), so that the temperature of the second heat exchange medium (cooling medium) is reduced, thereby cooling the battery assembly and realizing The battery cooling function prolongs the service life of battery components and reduces the risk of failure.
在图1所示的实施例中，冷凝器102与电机组件106连通并形成第三换热回路13，第三换热回路13内填充第三换热介质，第三换热介质为冷却介质。冷凝器102用于对第一换热介质与第三换热介质进行热交换，使第三换热介质给电机组件106降温，实现电机冷却功能。在图1所示的实施例中，压缩机101、冷凝器102及蒸发器104连通并形成第四换热回路14，第四换热回路14内填充第四换热介质，第四换热介质为制冷介质。在本实施例中，冷凝器102可以是水冷冷凝器。压缩机101压缩第一换热介质(制冷介质)后输出高温高压气体，经过冷凝器102，冷凝器102冷凝散热，输出的是高温高压的制冷液体。然后分为两路，其中一路经过蒸发器104，蒸发器104吸热降温，输出低温低压的制冷气体，然后流入压缩机101，如此实现空调制冷功能，起到给客舱2内降温的作用。另一路经过冷却器103，冷却器103相当于第二个蒸发器，吸热降温，输出低温低压的液体，并流入压缩机101。通过设置两路制冷回路，制冷介质的利用率高，使制冷效果更好。在上述过程中，冷却器103可以相当于第二个蒸发器，蒸发器吸热降温。电池组件105与冷却器103形成第二换热回路12，利用第二换热回路12内的第二换热介质给电池组件105降温。在上述过程中，经过冷凝器102内的第三换热介质(冷却介质)变为液态。在汽车运行的过程中，电机组件106一直处于工作状态，电机组件106会产生大量的热量。与第三换热介质(冷却介质)的温度相比，第三换热介质(冷却介质)的温度较低，因此电机组件106可以通过第三换热介质(冷却介质)进行降温，实现电机冷却功能。In the embodiment shown in FIG. 1 , the condenser 102 communicates with the motor assembly 106 to form a third heat exchange circuit 13 , and the third heat exchange circuit 13 is filled with a third heat exchange medium, which is a cooling medium. The condenser 102 is used for exchanging heat between the first heat exchange medium and the third heat exchange medium, so that the third heat exchange medium cools down the temperature of the motor assembly 106 to realize the motor cooling function. In the embodiment shown in FIG. 1, the compressor 101, the condenser 102, and the evaporator 104 are connected to form a fourth heat exchange circuit 14, and the fourth heat exchange circuit 14 is filled with a fourth heat exchange medium, and the fourth heat exchange medium as the cooling medium. In this embodiment, the condenser 102 may be a water-cooled condenser. The compressor 101 compresses the first heat exchange medium (refrigerant medium) and outputs high-temperature and high-pressure gas, passes through the condenser 102, and the condenser 102 condenses and dissipates heat, and outputs high-temperature and high-pressure refrigeration liquid. Then it is divided into two paths, one of which passes through the evaporator 104, the evaporator 104 absorbs heat and cools down, outputs low-temperature and low-pressure refrigerant gas, and then flows into the compressor 101, so as to realize the air-conditioning and cooling function, and play a role in cooling the cabin 2. The other path passes through the cooler 103 , which is equivalent to the second evaporator, which absorbs heat and cools down, outputs low-temperature and low-pressure liquid, and flows into the compressor 101 . By setting two refrigeration circuits, the utilization rate of the refrigeration medium is high, and the refrigeration effect is better. In the above process, the cooler 103 may be equivalent to the second evaporator, and the evaporator absorbs heat to lower the temperature. The battery assembly 105 and the cooler 103 form a second heat exchange loop 12 , and the second heat exchange medium in the second heat exchange loop 12 is used to cool down the temperature of the battery assembly 105 . During the above process, the third heat exchange medium (cooling medium) passing through the condenser 102 becomes liquid. During the running of the vehicle, the motor assembly 106 is always in working condition, and the motor assembly 106 will generate a lot of heat. Compared with the temperature of the third heat exchange medium (cooling medium), the temperature of the third heat exchange medium (cooling medium) is lower, so the motor assembly 106 can be cooled by the third heat exchange medium (cooling medium) to realize motor cooling Function.
在图1所示的实施例中，汽车热管理系统1还包括第一动力组件107、第二动力组件108和第三动力组件109。第一动力组件107设于第三换热回路13，且位于冷凝器102的上游。在本实施例中，第一动力组件107可以是暖风水泵。第一动力组件107可以提供驱动力，使第三换热介质(冷却介质)在第三换热回路13内进行循环流动，使第三换热回路13内的第三换热介质(冷却介质)温度均匀。第二动力组件108设于第三换热回路13，且位于电机组件106的上游。在本实施例中，第二动力组件108可以是电机水泵。第二动力组件108可以提供驱动力，使第三换热介质(冷却介质)在第三换热回路13内进行循环流动，使第三换热回路13内的第三换热介质(冷却介质)温度均匀。第三动力组件109设于第二换热回路12，且位于电池组件105的上游。在本实施例中，第三动力组件109可以是电池水泵。第三动力组件109可以提供驱动力，可以使第二换热介质(冷却介质)在第二换热回路12内进行循环流动，使第二换热回路12内的第二换热介质(冷却介质)温度均匀。In the embodiment shown in FIG. 1 , the automotive thermal management system 1 further includes a first power assembly 107 , a second power assembly 108 and a third power assembly 109 . The first power assembly 107 is located in the third heat exchange loop 13 and upstream of the condenser 102 . In this embodiment, the first power component 107 may be a warm air water pump. The first power assembly 107 can provide driving force to make the third heat exchange medium (cooling medium) circulate in the third heat exchange circuit 13, so that the third heat exchange medium (cooling medium) in the third heat exchange circuit 13 Even temperature. The second power assembly 108 is located in the third heat exchange circuit 13 and upstream of the motor assembly 106 . In this embodiment, the second power assembly 108 may be a motor water pump. The second power assembly 108 can provide driving force to make the third heat exchange medium (cooling medium) circulate in the third heat exchange circuit 13, so that the third heat exchange medium (cooling medium) in the third heat exchange circuit 13 Even temperature. The third power assembly 109 is located in the second heat exchange circuit 12 and upstream of the battery assembly 105 . In this embodiment, the third power component 109 may be a battery water pump. The third power assembly 109 can provide driving force, and can make the second heat exchange medium (cooling medium) circulate in the second heat exchange circuit 12, so that the second heat exchange medium (cooling medium) in the second heat exchange circuit 12 ) with a uniform temperature.
在图1所示的实施例中，汽车热管理系统1还包括调节支路110，连接于第一动力组件107与第二动力组件108之间。在第一动力组件107与第二动力组件108之间通过设置调节支路110，用于调节第三换热回路13内的第三换热介质(冷却介质)的大小，特别是来调节冷凝器102散热所需的第三换热介质(冷却介质)的流量。In the embodiment shown in FIG. 1 , the automotive thermal management system 1 further includes a regulation branch 110 connected between the first power assembly 107 and the second power assembly 108 . Between the first power assembly 107 and the second power assembly 108, an adjustment branch 110 is provided to adjust the size of the third heat exchange medium (cooling medium) in the third heat exchange circuit 13, especially to adjust the size of the condenser 102 The flow rate of the third heat exchange medium (cooling medium) required for heat dissipation.
在图1所示的实施例中，调节支路110包括调节管路111和设于调节管路111的调节阀112，调节管路111连接于第一动力组件107和第二动力组件108之间，且调节阀112用于控制调节管路111的通断。本实施例中，该调节阀112可以是可调比例的两通阀，连接于第一动力组件107与第三动力组件109之间。如此设置，来调节冷凝器102散热所需的第三换热介质(冷却介质)的流量，以解决电池组件105的大电池容量的超级快充对冷凝器102的散热所需的第三换热介质(冷却介质)的流量需求的问题。当电池组件105的超级快充时，调节阀112可以为冷凝器102提供大的第三换热介质(冷却介质)的流量，满足电池组件105的超级快充时散热需求。在本实施例中，还可以解决冷凝器102与电机组件106形成的第三换热回路13内的第三换热介质(冷却介质)的流量差异需求，调节阀112可以调节比例，用于满足两个回路的流量配比需求。In the embodiment shown in FIG. 1 , the regulating branch 110 includes a regulating pipeline 111 and a regulating valve 112 disposed on the regulating pipeline 111 , and the regulating pipeline 111 is connected between the first power assembly 107 and the second power assembly 108 , and the regulating valve 112 is used to control the on-off of the regulating pipeline 111 . In this embodiment, the regulating valve 112 may be a two-way valve with an adjustable ratio, which is connected between the first power assembly 107 and the third power assembly 109 . Set in this way to adjust the flow rate of the third heat exchange medium (cooling medium) required by the condenser 102 to dissipate heat, so as to solve the third heat exchange required for the super fast charge of the large battery capacity of the battery assembly 105 to dissipate heat from the condenser 102 The problem of the flow demand of the medium (cooling medium). When the battery pack 105 is super fast charged, the regulating valve 112 can provide the condenser 102 with a large flow of the third heat exchange medium (cooling medium), so as to meet the heat dissipation requirement of the battery pack 105 during super fast charge. In this embodiment, it is also possible to solve the flow difference requirements of the third heat exchange medium (cooling medium) in the third heat exchange circuit 13 formed by the condenser 102 and the motor assembly 106, and the regulating valve 112 can adjust the ratio to meet The flow ratio requirements of the two circuits.
在图1所示的实施例中，汽车热管理系统1还包括气液分离器113，设于第二换热回路12。气液分离器113用于对汽车热管理系统1内的水路进行气体和液体的分离，降低压力损失，防止泡沫产生。在图1所示的实施例中，汽车热管理系统1还包括散热器114，设于第三换热回路13。通过设置散热器114用于散热。In the embodiment shown in FIG. 1 , the automotive thermal management system 1 further includes a gas-liquid separator 113 disposed in the second heat exchange circuit 12 . The gas-liquid separator 113 is used for separating gas and liquid in the water circuit in the automobile thermal management system 1 , reducing pressure loss and preventing foam generation. In the embodiment shown in FIG. 1 , the automotive thermal management system 1 further includes a radiator 114 disposed in the third heat exchange circuit 13 . The radiator 114 is used for heat dissipation.
在图1所示的实施例中，汽车热管理系统1还包括膨胀水壶115和与膨胀水壶115连接的注水管路116，膨胀水壶115通过注水管路116与气液分离器113、散热器114及第二动力组件108连通。膨胀水壶115是在汽车热管理系统1中自动调节和平衡水压力，以保证汽车热管理系统1的正常运行，保证汽车热管理系统1的安全。在图1所示的实施例中，第三动力组件109设于第二换热回路12，与气液分离器113连通。In the embodiment shown in Fig. 1, the automobile thermal management system 1 also includes an expansion kettle 115 and a water injection pipeline 116 connected with the expansion kettle 115, and the expansion kettle 115 is connected to the gas-liquid separator 113 and the radiator 114 through the water injection pipeline 116. and the second power assembly 108 in communication. The expansion kettle 115 automatically adjusts and balances the water pressure in the automotive thermal management system 1 to ensure the normal operation of the automotive thermal management system 1 and the safety of the automotive thermal management system 1 . In the embodiment shown in FIG. 1 , the third power assembly 109 is disposed in the second heat exchange circuit 12 and communicated with the gas-liquid separator 113 .
在图1所示的实施例中，汽车热管理系统1还包括第一电磁阀117，第一电磁阀117设于第一换热回路11，且位于冷却器103的上游。第一电磁阀117用于控制第一换热回路11的通断，即控制压缩机101、冷凝器102及冷却器103是否连通。通过设置第一电磁阀117，可以选择冷却器103是否接入。In the embodiment shown in FIG. 1 , the automotive thermal management system 1 further includes a first solenoid valve 117 , and the first solenoid valve 117 is arranged in the first heat exchange circuit 11 and upstream of the cooler 103 . The first electromagnetic valve 117 is used to control the on-off of the first heat exchange circuit 11 , that is, to control whether the compressor 101 , the condenser 102 and the cooler 103 are connected. By setting the first solenoid valve 117, it is possible to select whether the cooler 103 is connected.
在图1所示的实施例中，汽车热管理系统1还包括第二电磁阀118，第二电磁阀118设于第四换热回路14，且位于蒸发器104的上游。第二电磁阀118用于控制第四换热回路14的通断，即控制压缩机101、冷凝器102及蒸发器104是否连通。通过设置第二电磁阀118，可以选择蒸发器104是否接入。In the embodiment shown in FIG. 1 , the automotive thermal management system 1 further includes a second solenoid valve 118 , and the second solenoid valve 118 is disposed in the fourth heat exchange circuit 14 and upstream of the evaporator 104 . The second solenoid valve 118 is used to control the on-off of the fourth heat exchange circuit 14 , that is, to control whether the compressor 101 , the condenser 102 and the evaporator 104 are connected. By setting the second solenoid valve 118, it is possible to select whether the evaporator 104 is connected.
在图1所示的实施例中，汽车热管理系统1还包括风机119，设于蒸发器104的周围。且风机119与蒸发器104均位于汽车的客舱2内。通过在蒸发器104的周围设置风机119，可以增加空气流通的速度和量，进而提高蒸发器104的热交换效果。In the embodiment shown in FIG. 1 , the automotive thermal management system 1 further includes a fan 119 disposed around the evaporator 104 . And both the fan 119 and the evaporator 104 are located in the passenger compartment 2 of the car. By arranging the fan 119 around the evaporator 104 , the speed and amount of air circulation can be increased, thereby improving the heat exchange effect of the evaporator 104 .
在图1所示的实施例中，汽车热管理系统1还包括多通阀120。本实施例中，多通阀120可以是九通阀，设置该九通阀可以切换多组水路模式，为系统采暖提供更多的热源，比如冷却器103可以从电机组件106吸热，可以从电池组件105吸热。汽车热管理系统1还可用于实现空调制热功能、电池预热功能、电池加热功能、电机冷却功能。通过设置多通阀120，可以根据实际需求选择不同的功能模式，满足多种使用场景需求。In the embodiment shown in FIG. 1 , the automotive thermal management system 1 further includes a multi-way valve 120 . In this embodiment, the multi-way valve 120 can be a nine-way valve. Setting the nine-way valve can switch multiple waterway modes to provide more heat sources for system heating. For example, the cooler 103 can absorb heat from the motor assembly 106, and can use The battery pack 105 absorbs heat. The automotive thermal management system 1 can also be used to realize the heating function of the air conditioner, the battery preheating function, the battery heating function, and the motor cooling function. By setting the multi-way valve 120, different functional modes can be selected according to actual needs to meet the needs of various usage scenarios.
图2所示为本申请的汽车热管理系统1的另一个状态的原理框图。图3所示为图2所示的汽车热管理系统1的又一个状态的原理框图。结合图2和图3所示，汽车热管理系统1还包括加热组件121和暖风芯体122。在图2和图3所示的实施例中，汽车热管理系统1还用于实现空调制热模式、电池预热模式、电池加热模式、电机冷却模式。FIG. 2 is a functional block diagram of another state of the automotive thermal management system 1 of the present application. FIG. 3 is a functional block diagram of another state of the automotive thermal management system 1 shown in FIG. 2 . As shown in FIG. 2 and FIG. 3 , the automotive thermal management system 1 further includes a heating assembly 121 and a heater core 122 . In the embodiment shown in FIG. 2 and FIG. 3 , the automotive thermal management system 1 is also used to implement the air-conditioning heating mode, the battery preheating mode, the battery heating mode, and the motor cooling mode.
在图2和图3所示的实施例中，冷凝器102、电池组件105连通并形成第五换热回路15，第五换热回路15内填充第五换热介质，第五换热介质为冷却介质。冷凝器102用于对第一换热介质与第五换热介质进行热交换，并通过加热组件121加热第五换热介质，使第五换热介质给电池组件105加热。在本实施例中，冷凝器102可以是水冷冷凝器。压缩机101压缩第一换热介质(制冷介质)后输出高温高压气体，经过冷凝器102，冷凝器102冷凝散热，输出的是高温高压的制冷液体。此时，第一换热介质(制冷介质)的热量被第五换热介质(冷却介质)带走，使第五换热介质(冷却介质)的温度升高，第五换热介质(冷却介质)在第五换热回路15内循环以加热电池组件105，如此实现电池加热功能。In the embodiment shown in FIG. 2 and FIG. 3, the condenser 102 and the battery assembly 105 are connected to form a fifth heat exchange circuit 15, and the fifth heat exchange circuit 15 is filled with a fifth heat exchange medium, and the fifth heat exchange medium is cooling medium. The condenser 102 is used to exchange heat between the first heat exchange medium and the fifth heat exchange medium, and heat the fifth heat exchange medium through the heating component 121 , so that the fifth heat exchange medium can heat the battery assembly 105 . In this embodiment, the condenser 102 may be a water-cooled condenser. The compressor 101 compresses the first heat exchange medium (refrigerant medium) and outputs high-temperature and high-pressure gas, passes through the condenser 102, and the condenser 102 condenses and dissipates heat, and outputs high-temperature and high-pressure refrigeration liquid. At this time, the heat of the first heat exchange medium (cooling medium) is taken away by the fifth heat exchange medium (cooling medium), so that the temperature of the fifth heat exchange medium (cooling medium) rises, and the fifth heat exchange medium (cooling medium) ) circulates in the fifth heat exchange loop 15 to heat the battery assembly 105, thus realizing the battery heating function.
在图2和图3所示的实施例中，汽车热管理系统1还包括预热控制阀123和预热支路124。预热控制阀123设于第五换热回路15，预热控制阀123可以控制第五换热回路15的通断。预热支路124与电池组件105连接。在本实施例中，电池组件105包括多个电芯(未图示)。多个电芯之间可能会出现温度不均匀的温度，在多个电芯之间的温差超过温差阈值时，控制预热控制阀123，使电池组件105与第五换热回路15切断，且控制预热支路124，使电池组件105与预热支路124连通并形成电池预热回路16(如图3所示)，多个电芯通过该电池预热回路16进行预热，如此实现电池预热功能。在本实施例中，多个电芯之间的温差不能超过8°～10°。该温差阈值可以是8°或9°或10°，在本申请中不作限定。In the embodiment shown in FIG. 2 and FIG. 3 , the automotive thermal management system 1 further includes a preheating control valve 123 and a preheating branch 124 . The preheating control valve 123 is arranged in the fifth heat exchange circuit 15 , and the preheating control valve 123 can control the on-off of the fifth heat exchange circuit 15 . The preheating branch 124 is connected to the battery assembly 105 . In this embodiment, the battery assembly 105 includes a plurality of battery cells (not shown). There may be uneven temperature between multiple cells. When the temperature difference between multiple cells exceeds the temperature difference threshold, the preheating control valve 123 is controlled to cut off the battery assembly 105 from the fifth heat exchange circuit 15, and Control the preheating branch 124, so that the battery assembly 105 communicates with the preheating branch 124 and form a battery preheating circuit 16 (as shown in FIG. 3 ), and a plurality of batteries are preheated through the battery preheating circuit 16, thus realizing Battery preheating function. In this embodiment, the temperature difference between the plurality of cells cannot exceed 8°-10°. The temperature difference threshold may be 8° or 9° or 10°, which is not limited in this application.
汽车热管理系统1通过设置预热控制阀123和预热支路124，将预热控制阀123设于第五换热回路15，预热支路124与电池组件105连接，在电池组件105的多个电芯之间的温差超过温差阈值时，控制预热控制阀123，使电池组件105与第五换热回路15切断，且控制预热支路124，使电池组件105与预热支路124连通并形成电池预热回路16，多个电芯通过该电池预热回路16进行预热。如此设置，使电池组件105的多个电芯中的温度均匀，延长电池组件105的使用寿命，提高电池组件105的电池容量和输出功率，减少电池故障风险，延长整车使用寿命和提高整车性能和续航里程，减少整车故障风险，从而降低维护成本。The automobile thermal management system 1 sets the preheating control valve 123 and the preheating branch circuit 124, and the preheating control valve 123 is set in the fifth heat exchange circuit 15, the preheating branch circuit 124 is connected with the battery assembly 105, and the battery assembly 105 When the temperature difference between multiple batteries exceeds the temperature difference threshold, the preheating control valve 123 is controlled to cut off the battery assembly 105 from the fifth heat exchange circuit 15, and the preheating branch 124 is controlled to make the battery assembly 105 and the preheating branch 124 communicates and forms a battery preheating circuit 16 through which a plurality of batteries are preheated. With this setting, the temperature in the plurality of battery cells of the battery assembly 105 is uniform, the service life of the battery assembly 105 is prolonged, the battery capacity and output power of the battery assembly 105 are increased, the risk of battery failure is reduced, the service life of the vehicle is extended and the vehicle performance is improved. Performance and cruising range, reduce the risk of vehicle failure, thereby reducing maintenance costs.
图4所示为图3所示的汽车热管理系统的控制原理框图。结合图2至图3所示，预热控制阀123可以是电子控制阀。汽车热管理系统1还包括控制器125，与预热控制阀123连接。在图2和图4所示的实施例中，汽车热管理系统1还包括第一电池温度传感器126、第二电池温度传感器127，控制器125分别与第一电池温度传感器126与第二电池温度传感器127连接，第一电池温度传感器126和第二电池温度传感器127分别位于电池组件105的上游和下游。第一电池温度传感器126用于检测进入电池组件105的第五换热介质(冷却介质)的温度并输出第一电池信号。第二电池温度传感器127用于检测从电池组件105流出的第五换热介质(冷却介质)的温度并输出第二电池信号。控制器125用于根据第一电池信号和第二电池信号确定多个电芯之间的温差，并在多个电芯之间的温差超过温差阈值时，控制预热控制阀123和预热支路124。在此过程中，控制器125根据第一电池信号和第二电池信号确定多个电芯中位于首尾两端的电芯的温差，并根据该多个电芯中位于首尾两端的电芯的温差超过8°或9°或10°时，控制预热控制阀123，使电池组件105与第五换热回路15切断，且控制预热支路124，使电池组件105与预热支路124连通并形成电池预热回路16，多个电芯通过该电池预热回路16进行预热，使电池组件105的多个电芯之间的温度均匀，如此延长电池组件105的使用寿命，提高电池组件105的电池容量和输出功率，减少电池故障风险。FIG. 4 is a block diagram of the control principle of the automotive thermal management system shown in FIG. 3 . As shown in conjunction with FIGS. 2 to 3 , the preheating control valve 123 may be an electronic control valve. The automotive thermal management system 1 further includes a controller 125 connected to the preheating control valve 123 . In the embodiment shown in Fig. 2 and Fig. 4, the automobile thermal management system 1 also includes a first battery temperature sensor 126 and a second battery temperature sensor 127, and the controller 125 communicates with the first battery temperature sensor 126 and the second battery temperature sensor respectively. Sensors 127 are connected, and a first battery temperature sensor 126 and a second battery temperature sensor 127 are located upstream and downstream of the battery assembly 105, respectively. The first battery temperature sensor 126 is used to detect the temperature of the fifth heat exchange medium (cooling medium) entering the battery assembly 105 and output a first battery signal. The second battery temperature sensor 127 is used to detect the temperature of the fifth heat exchange medium (cooling medium) flowing out from the battery assembly 105 and output a second battery signal. The controller 125 is used to determine the temperature difference between the multiple battery cells according to the first battery signal and the second battery signal, and control the preheating control valve 123 and the preheating branch when the temperature difference between the multiple battery cells exceeds the temperature difference threshold. Road 124. During this process, the controller 125 determines the temperature difference between the battery cells at the first and last ends of the plurality of battery cells according to the first battery signal and the second battery signal, and according to the temperature difference of the battery cells at the first and last ends of the plurality of battery cells exceeds At 8° or 9° or 10°, control the preheating control valve 123 to cut off the battery assembly 105 from the fifth heat exchange circuit 15, and control the preheating branch 124 so that the battery assembly 105 communicates with the preheating branch 124 and A battery preheating circuit 16 is formed, and a plurality of batteries are preheated through the battery preheating circuit 16, so that the temperature among a plurality of batteries of the battery assembly 105 is uniform, thus prolonging the service life of the battery assembly 105 and improving the temperature of the battery assembly 105. Excellent battery capacity and output power, reducing the risk of battery failure.
在图2和图3所示的实施例中，暖风芯体122设于第五换热回路15，且位于汽车的客舱2。将暖风芯体122设于第五换热回路15，可利用温度升高后的第五换热介质(冷却介质)对暖风芯体122加热，且将暖风芯体122布置于汽车的客舱2，如果客舱需要采暖时，可以利用暖风芯体122给客舱2加热，如此实现空调制热功能。In the embodiment shown in FIG. 2 and FIG. 3 , the heater core 122 is disposed in the fifth heat exchange circuit 15 and located in the passenger compartment 2 of the vehicle. The warm air core 122 is arranged in the fifth heat exchange circuit 15, and the heated air core 122 can be heated by the fifth heat exchange medium (cooling medium) after the temperature rise, and the warm air core 122 is arranged on the In the cabin 2, if the cabin needs to be heated, the warm air core 122 can be used to heat the cabin 2, thus realizing the air conditioning and heating function.
在图2至图3所示的实施例中，预热控制阀123包括第一控制端1231、第二控制端1232及第三控制端1233，第一控制端1231与冷凝器102连接，第二控制端1232与暖风芯体122连接，第三控制端1233与电池组件105连接。在一些实施例中，在多个电芯之间的温差超过温差阈值时，控制器125控制第三控制端1233关闭，且控制预热支路124与多个电芯连通并形成电池预热回路16。在一些实施例中，控制器125控制第二控制端1232关闭，控制暖风芯体122停止加热。In the embodiment shown in Figures 2 to 3, the preheating control valve 123 includes a first control terminal 1231, a second control terminal 1232 and a third control terminal 1233, the first control terminal 1231 is connected to the condenser 102, and the second control terminal 1231 is connected to the condenser 102. The control terminal 1232 is connected to the heater core 122 , and the third control terminal 1233 is connected to the battery assembly 105 . In some embodiments, when the temperature difference between multiple cells exceeds the temperature difference threshold, the controller 125 controls the third control terminal 1233 to close, and controls the preheating branch 124 to communicate with multiple cells to form a battery preheating loop 16. In some embodiments, the controller 125 controls the second control terminal 1232 to close, and controls the heater core 122 to stop heating.
在图2至图3所示的实施例中，预热支路124包括预热管路128与设于预热管路128的预热开关阀129，预热开关阀129可以是电子开关阀，与控制器125连接。在多个电芯之间的温差超过温差阈值时，控制器125控制第三控制端1233关闭，且控制预热开关阀129打开，使电池组件105的多个电芯与预热支路124连通并形成电池预热回路16(如图3所示)。通过预热控制阀123与预热开关阀129的配合使用，可使电池组件105的多个电芯与预热支路124形成电池预热回路16，以保证电池组件105的多个电芯之间的温度均匀，延长其使用寿命，提高其电池容量和输出功率，减少电池故障风险。In the embodiment shown in FIGS. 2 to 3 , the preheating branch 124 includes a preheating pipeline 128 and a preheating on-off valve 129 disposed on the preheating pipeline 128. The preheating on-off valve 129 may be an electronic on-off valve. Connect with controller 125. When the temperature difference between multiple cells exceeds the temperature difference threshold, the controller 125 controls the third control terminal 1233 to close, and controls the preheating switch valve 129 to open, so that the multiple cells of the battery assembly 105 communicate with the preheating branch 124 And form a battery preheating circuit 16 (as shown in FIG. 3 ). Through the combined use of the preheating control valve 123 and the preheating switch valve 129, the battery preheating circuit 16 can be formed between the multiple cells of the battery assembly 105 and the preheating branch 124, so as to ensure that the multiple cells of the battery assembly 105 The temperature of the room is uniform, prolonging its service life, increasing its battery capacity and output power, and reducing the risk of battery failure.
在一些实施例中，预热控制阀123包括三通阀。在一些实施例中，预热开关阀129包括单向阀。通过三通阀与单向阀的配合使用，可使电池组件105的多个电芯与预热支路124形成电池预热回路16，结构简单，便于操作。In some embodiments, preheat control valve 123 includes a three-way valve. In some embodiments, preheat switch valve 129 includes a one-way valve. Through the combined use of the three-way valve and the one-way valve, the multiple cells of the battery assembly 105 and the preheating branch 124 can form a battery preheating circuit 16 , which has a simple structure and is easy to operate.
在图2和图3所示的实施例中，加热组件121设于第五换热回路15，加热组件121用于加热第五换热回路15内的第五换热介质。通过设置加热组件121，使第五换热回路15内的第五换热介质温度更高，一方面起到加热暖风芯体122的作用，可以提高客舱2的温度，另一方面起到加热电池组件105的作用。In the embodiment shown in FIG. 2 and FIG. 3 , the heating component 121 is arranged in the fifth heat exchange circuit 15 , and the heating component 121 is used for heating the fifth heat exchange medium in the fifth heat exchange circuit 15 . By setting the heating assembly 121, the temperature of the fifth heat exchange medium in the fifth heat exchange circuit 15 is higher. On the one hand, it plays the role of heating the warm air core 122, which can increase the temperature of the passenger cabin 2; The role of the battery pack 105 .
在图2和图3所示的实施例中，冷却器103与电机组件106连通并形成第六换热回路17。第六换热回路17内填充第三换热介质，第三换热介质为冷却介质。冷却器103用于对第一换热介质与第三换热介质进行热交换，使第三换热介质给电机组件106降温。在本实施例中，冷却器103可以是水冷冷却器。压缩机101压缩第一换热介质(制冷介质)后输出高温高压气体，经过冷凝器102，冷凝器102冷凝散热，输出的是高温高压的制冷液体。然后经过冷却器103，冷却器103可以作为蒸发器，吸热降温，输出低温低压的液体。在汽车运行的过程中，电机组件106一直处于工作状态，电机组件106会产生大量的热量。冷却器103输出的第一换热介质(低温低压的制冷液体)与第三换热介质(冷却介质)进行热交换，第三换热介质(冷却介质)温度降低可以给电机组件106进行降温，如此实现电机冷却功能，延长电机组件106的使用寿命，降低电机组件106的故障风险。In the embodiment shown in FIGS. 2 and 3 , the cooler 103 communicates with the motor assembly 106 and forms a sixth heat exchange circuit 17 . The sixth heat exchange circuit 17 is filled with a third heat exchange medium, and the third heat exchange medium is a cooling medium. The cooler 103 is used for exchanging heat between the first heat exchange medium and the third heat exchange medium, so that the third heat exchange medium cools down the temperature of the motor assembly 106 . In this embodiment, the cooler 103 may be a water-cooled cooler. The compressor 101 compresses the first heat exchange medium (refrigerant medium) and outputs high-temperature and high-pressure gas, passes through the condenser 102, and the condenser 102 condenses and dissipates heat, and outputs high-temperature and high-pressure refrigeration liquid. Then through the cooler 103, the cooler 103 can be used as an evaporator to absorb heat and lower the temperature, and output low-temperature and low-pressure liquid. During the running of the vehicle, the motor assembly 106 is always in working condition, and the motor assembly 106 will generate a lot of heat. The first heat exchange medium (low-temperature and low-pressure refrigerant liquid) output by the cooler 103 exchanges heat with the third heat exchange medium (cooling medium), and the temperature reduction of the third heat exchange medium (cooling medium) can cool down the motor assembly 106, In this way, the cooling function of the motor is realized, the service life of the motor assembly 106 is prolonged, and the failure risk of the motor assembly 106 is reduced.
如此设置，通过设置第一换热回路11、第五换热回路15及第六换热回路17，不仅可以给客舱2的暖风芯体122进行加热，还可以给电池组件105进行预热，还可以在电池组件105的多个电芯的温差不超过温差阈值时，保持给电池组件105加热，还可以给电机组件106进行降温，延长整车使用寿命和提高整车性能和续航里程，减少整车故障风险，从而降低维护成本。In this way, by setting the first heat exchange circuit 11, the fifth heat exchange circuit 15, and the sixth heat exchange circuit 17, not only the heating core 122 of the cabin 2 can be heated, but also the battery assembly 105 can be preheated. It is also possible to keep heating the battery assembly 105 when the temperature difference of the plurality of cells of the battery assembly 105 does not exceed the temperature difference threshold, and to cool down the motor assembly 106, thereby prolonging the service life of the vehicle and improving the performance and cruising range of the vehicle, reducing The risk of vehicle failure, thereby reducing maintenance costs.
在图2和图3所示的实施例中，第一动力组件107还设于第五换热回路15，且位于冷凝器102的上游。在本实施例中，第一动力组件107可以是暖风水泵。第一动力组件107可以提供驱动力，使第五换热介质(冷却介质)在第五换热回路15内进行循环流动，使第五换热回路15内的第五换热介质(冷却介质)温度均匀。In the embodiment shown in FIG. 2 and FIG. 3 , the first power assembly 107 is also provided in the fifth heat exchange circuit 15 and located upstream of the condenser 102 . In this embodiment, the first power component 107 may be a warm air water pump. The first power assembly 107 can provide driving force to make the fifth heat exchange medium (cooling medium) circulate in the fifth heat exchange circuit 15, so that the fifth heat exchange medium (cooling medium) in the fifth heat exchange circuit 15 Even temperature.
在图2和图3所示的实施例中，第二动力组件108还设于第六换热回路17。在本实施例中，第二动力组件108可以是电机水泵。第二动力组件108可以提供驱动力，使第三换热介质(冷却介质)在第六换热回路17内进行循环流动，使第六换热回路17内的第三换热介质(冷却介质)温度均匀。In the embodiment shown in FIG. 2 and FIG. 3 , the second power assembly 108 is also provided in the sixth heat exchange circuit 17 . In this embodiment, the second power assembly 108 may be a motor water pump. The second power assembly 108 can provide driving force to make the third heat exchange medium (cooling medium) circulate in the sixth heat exchange circuit 17, so that the third heat exchange medium (cooling medium) in the sixth heat exchange circuit 17 Even temperature.
在图2和图3所示的实施例中，第三动力组件109还设于第五换热回路15，且位于电池组件105的上游。在本实施例中，第三动力组件109可以是电池水泵。第三动力组件109可以提供驱动力，一方面可以使第五换热介质(冷却介质)在第五换热回路15内进行循环流动，使第五换热回路15内的第五换热介质(冷却介质)温度均匀，另一方面可以是电池预热回路16内的第五换热介质(冷却介质)温度均匀，从而使电池组件105的多个电芯之间的温度均匀。In the embodiment shown in FIG. 2 and FIG. 3 , the third power assembly 109 is also provided in the fifth heat exchange circuit 15 and upstream of the battery assembly 105 . In this embodiment, the third power component 109 may be a battery water pump. The third power assembly 109 can provide driving force. On the one hand, it can make the fifth heat exchange medium (cooling medium) circulate in the fifth heat exchange circuit 15, so that the fifth heat exchange medium (cooling medium) in the fifth heat exchange circuit 15 ( The temperature of the cooling medium) is uniform. On the other hand, the temperature of the fifth heat exchange medium (cooling medium) in the battery preheating circuit 16 may be uniform, so that the temperature among the multiple cells of the battery assembly 105 is uniform.
在图2所示的实施例中，当电池组件105的多个电芯之间的温差不超过温差阈值时，预热支路124断开，控制预热控制阀123的第一控制端1231、第二控制端1232及第三控制端1233均导通。此时，电池组件105与冷凝器102连通，通过第五换热回路15内的第五换热介质(冷却介质)加热。暖风芯体122也与冷凝器102连通，通过第五换热回路15内的第五换热介质(冷却介质)加热。In the embodiment shown in FIG. 2 , when the temperature difference between the multiple cells of the battery assembly 105 does not exceed the temperature difference threshold, the preheating branch 124 is disconnected, and the first control terminal 1231, Both the second control terminal 1232 and the third control terminal 1233 are turned on. At this time, the battery assembly 105 communicates with the condenser 102 and is heated by the fifth heat exchange medium (cooling medium) in the fifth heat exchange circuit 15 . The warm air core 122 is also communicated with the condenser 102 and heated by the fifth heat exchange medium (cooling medium) in the fifth heat exchange circuit 15 .
图3所示的实施例中，当电池组件105的多个电芯之间的温差超过温差阈值时，控制预热开关阀129导通，控制预热控制阀123的第三控制端1233断开。此时，电池组件105与预热支路124连通，且与预热支路124形成电池预热回路16。电池组件105的多个电芯通过电池预热回路16进行预热，如此实现电池预热功能。同时，暖风芯体122与冷凝器102连通，通过第五换热回路15内的第五换热介质(冷却介质)加热。In the embodiment shown in FIG. 3 , when the temperature difference between the multiple cells of the battery assembly 105 exceeds the temperature difference threshold, the control preheating switch valve 129 is turned on, and the third control terminal 1233 of the control preheating control valve 123 is turned off. . At this moment, the battery assembly 105 communicates with the preheating branch 124 and forms a battery preheating circuit 16 with the preheating branch 124 . The battery cells of the battery assembly 105 are preheated through the battery preheating circuit 16, thus realizing the battery preheating function. At the same time, the warm air core 122 communicates with the condenser 102 and is heated by the fifth heat exchange medium (cooling medium) in the fifth heat exchange circuit 15 .
在图2至图3所示的实施例中，在汽车热管理系统1刚启动后，预热控制阀123的第一控制端1231、第二控制端1232及第三控制端1233均导通，且控制预热开关阀129断开，此时电池组件105通过第五换热回路15开始加热。加热预设时段后，且在检测到电池组件105的多个电芯之间的温差超过温差阈值时，控制预热开关阀129导通，且控制预热控制阀123的第三控制端1233断开。此时，电池组件105与预热支路124连通，且与预热支路124形成电池预热回路16。电池组件105的多个电芯通过电池预热回路16进行预热。同时，暖风芯体122与冷凝器102连通，且通过第五换热回路15内的第五换热介质(冷却介质)加热。电池组件105在经过一段时间预热后，当电池组件105的多个电芯之间的温差均匀且不超过温差阈值时，控制预热开关阀129断开，且控制预热控制阀123的第三控制端1233导通。此时，电池组件105再次与冷凝器102连通，且通过第五换热回路15内的第五换热介质(冷却介质)加热。同时暖风芯体122也与冷凝器102连通，且通过第五换热回路15内的第五换热介质(冷却介质)加热。如此可保证电池组件105的多个电芯中的温度均匀，延长电池组件105的使用寿命，提高电池组件105的电池容量和输出功率，减少电池故障风险，延长整车使用寿命和提高整车性能和续航里程，减少整车故障风险，降低维护成本。In the embodiment shown in FIGS. 2 to 3 , immediately after the automobile thermal management system 1 is started, the first control terminal 1231 , the second control terminal 1232 and the third control terminal 1233 of the preheating control valve 123 are all turned on, And the control preheating switch valve 129 is turned off, at this time, the battery assembly 105 starts to be heated through the fifth heat exchange circuit 15 . After heating for a preset period of time, and when it is detected that the temperature difference between the multiple cells of the battery assembly 105 exceeds the temperature difference threshold, the preheating switch valve 129 is controlled to be turned on, and the third control terminal 1233 of the preheating control valve 123 is controlled to be turned off. open. At this moment, the battery assembly 105 communicates with the preheating branch 124 and forms a battery preheating circuit 16 with the preheating branch 124 . The battery cells of the battery assembly 105 are preheated through the battery preheating circuit 16 . At the same time, the warm air core 122 communicates with the condenser 102 and is heated by the fifth heat exchange medium (cooling medium) in the fifth heat exchange circuit 15 . After the battery assembly 105 has been preheated for a period of time, when the temperature difference between the multiple cells of the battery assembly 105 is uniform and does not exceed the temperature difference threshold, the preheating switch valve 129 is controlled to be disconnected, and the first preheating control valve 123 is controlled. The three control terminals 1233 are turned on. At this time, the battery assembly 105 communicates with the condenser 102 again, and is heated by the fifth heat exchange medium (cooling medium) in the fifth heat exchange circuit 15 . At the same time, the warm air core 122 is also communicated with the condenser 102 and heated by the fifth heat exchange medium (cooling medium) in the fifth heat exchange circuit 15 . In this way, the temperature in the multiple cells of the battery assembly 105 can be ensured to be uniform, prolong the service life of the battery assembly 105, increase the battery capacity and output power of the battery assembly 105, reduce the risk of battery failure, prolong the service life of the vehicle and improve the performance of the vehicle And cruising range, reduce the risk of vehicle failure, and reduce maintenance costs.
在图2和图3所示的实施例中，压缩机101包括压缩机进口1011和压缩机出口1012。汽车热管理系统1还包括旁通支路130，旁通支路130连接于压缩机101的进口与出口之间。旁通支路130连接于压缩机进口1011与压缩机出口1012之间。当外界温度达到低温阈值时，使旁通支路130连通压缩机进口1011与压缩机出口1012，以启动压缩机101。当外界温度较低时，制冷介质往往处于液态或过冷状态下，其流动性和气化能力都会变差，降低了压缩机101启动的效率。因此，通过在压缩机101的进口与出口之间设置旁通支路130，使压缩机出口1012的高温高压气体通过该旁通支路130引到压缩机进口1011，可有效帮助压缩机101在低温环境下启动，以在极低温下快速提升压缩机101的转速，为汽车热管理系统1提供更大的热量。可以确保压缩机101能够在-35℃极低温下启动，且性能能够达到8-10KW能量。本实施例还可以在冷凝器102后加干燥瓶的形式，以实现汽车热管理系统1在旁通支路130过热度控制，可有效地降低压缩机101的液击风险。In the embodiment shown in FIGS. 2 and 3 , the compressor 101 includes a compressor inlet 1011 and a compressor outlet 1012 . The automotive thermal management system 1 further includes a bypass branch 130 connected between the inlet and the outlet of the compressor 101 . The bypass branch 130 is connected between the compressor inlet 1011 and the compressor outlet 1012 . When the outside temperature reaches the low temperature threshold, the bypass branch 130 is connected to the compressor inlet 1011 and the compressor outlet 1012 to start the compressor 101 . When the outside temperature is low, the refrigerant medium is often in a liquid state or in a supercooled state, and its fluidity and vaporization capacity will become poor, reducing the efficiency of starting the compressor 101 . Therefore, by setting a bypass branch 130 between the inlet and outlet of the compressor 101, the high-temperature and high-pressure gas at the compressor outlet 1012 is led to the compressor inlet 1011 through the bypass branch 130, which can effectively help the compressor 101 Start in a low temperature environment, so as to rapidly increase the rotation speed of the compressor 101 at an extremely low temperature, so as to provide greater heat for the automobile thermal management system 1 . It can be ensured that the compressor 101 can be started at a very low temperature of -35°C, and its performance can reach 8-10KW energy. In this embodiment, a dry bottle can also be added behind the condenser 102 to realize the superheat control of the automobile thermal management system 1 in the bypass branch 130 , which can effectively reduce the risk of liquid hammer of the compressor 101 .
在图2至图4所示的实施例中，旁通支路130包括旁通管路131和设于旁通管路131的旁路开关阀132。旁通管路131连接于压缩机101的进口与出口之间。旁通管路131连接于压缩机进口1011与压缩机出口1012之间。旁路开关阀132用于控制旁通管路131的通断，以控制压缩机101的进口与出口的通断。旁路开关阀132用于控制旁通管路131的通断，以控制压缩机进口1011与压缩机出口1012的通断。在本实施例中，旁路开关阀132包括电子开关阀。控制器125包括控制端口1251，控制端口1251与旁路开关阀132连接，且通过控制端口1251控制旁路开关阀132。在外界温度达到低温阈值时，控制器125通过控制端口1251控制旁路开关阀132打开，使旁通管路131与压缩机进口1011与压缩机出口1012连通。如此使压缩机出口1012的高温高压气体通过该旁通支路130引到压缩机进口1011，可有效帮助压缩机101在低温环境下启动，以在极低温下快速提升压缩机101的转速，为汽车热管理系统1提供更大的热量。In the embodiment shown in FIGS. 2 to 4 , the bypass branch 130 includes a bypass pipeline 131 and a bypass switching valve 132 disposed on the bypass pipeline 131 . The bypass pipe 131 is connected between the inlet and the outlet of the compressor 101 . The bypass pipe 131 is connected between the compressor inlet 1011 and the compressor outlet 1012 . The bypass switch valve 132 is used to control the on-off of the bypass pipeline 131 to control the on-off of the inlet and outlet of the compressor 101 . The bypass switch valve 132 is used to control the on-off of the bypass pipeline 131 to control the on-off of the compressor inlet 1011 and the compressor outlet 1012 . In this embodiment, the bypass switching valve 132 includes an electronic switching valve. The controller 125 includes a control port 1251 connected to the bypass switch valve 132 and controls the bypass switch valve 132 through the control port 1251 . When the outside temperature reaches the low temperature threshold, the controller 125 controls the bypass switch valve 132 to open through the control port 1251 , so that the bypass pipeline 131 communicates with the compressor inlet 1011 and the compressor outlet 1012 . In this way, the high-temperature and high-pressure gas from the compressor outlet 1012 is led to the compressor inlet 1011 through the bypass branch 130, which can effectively help the compressor 101 to start in a low-temperature environment, so as to quickly increase the speed of the compressor 101 at extremely low temperatures, for The automotive thermal management system 1 provides greater heat.
在图2至图4所示的实施例中，汽车热管理系统1还包括外界温度传感器133(如图4所示)，设于汽车外部。外界温度传感器133用于检测外界温度并输出外界温度电信号。控制器125包括第一检测端口1252，第一检测端口1252与外界温度传感器133连接。控制器125通过第一检测端口1252检测外界温度电信号，并根据该外界温度电信号控制旁路开关阀132的通断。如此可根据外界温度，确定是否控制旁路开关阀132导通，控制方式简单。In the embodiment shown in FIG. 2 to FIG. 4 , the automobile thermal management system 1 further includes an external temperature sensor 133 (as shown in FIG. 4 ), which is provided outside the automobile. The ambient temperature sensor 133 is used to detect the ambient temperature and output an electrical signal of the ambient temperature. The controller 125 includes a first detection port 1252 , and the first detection port 1252 is connected with the external temperature sensor 133 . The controller 125 detects the external temperature electrical signal through the first detection port 1252 , and controls the on-off of the bypass switch valve 132 according to the external temperature electrical signal. In this way, it can be determined whether to control the conduction of the bypass switching valve 132 according to the external temperature, and the control method is simple.
在一些实施例中，控制器125通过第一检测端口1252检测到该外界温度电信号表示外界温度低于温度阈值时，通过第一控制端口控制旁路开关阀132打开，使旁通管路连通压缩机进口1011与压缩机出口1012。在本实施例中，温度阈值可以是-10°或-15°或-20°或-25°或-30°或-35°，在本申请中不作限定。例如，当控制器125检测到的外界温度低于-10°时，此时表示压缩机101可能会出现启动慢或启动不了的问题，因此将控制旁路开关阀132打开，使旁通管路131与压缩机进口1011与压缩机出口1012连通。在一些实施例中，控制器125通过第一检测端口1252检测到在该外界温度电信号表示外界温度高于温度阈值时，此时表示压缩机101可以正常启动起来，因此控制器125通过第一控制端口控制旁路开关阀132关闭，使压缩机进口1011与压缩机出口1012断开。如此设置，根据外界温度在确定压缩机101可能会出现启动慢或启动不了的问题时，控制旁路开关阀132有效帮助压缩机101在-10°以下的低温环境下快速启动，保证压缩机101的工作状态的良好和正常，提高压缩机101的启动效率和使用寿命。In some embodiments, when the controller 125 detects the external temperature electrical signal through the first detection port 1252 indicating that the external temperature is lower than the temperature threshold, the controller 125 controls the opening of the bypass switch valve 132 through the first control port to connect the bypass pipeline. Compressor inlet 1011 and compressor outlet 1012. In this embodiment, the temperature threshold may be -10° or -15° or -20° or -25° or -30° or -35°, which is not limited in this application. For example, when the outside temperature detected by the controller 125 is lower than -10°, it indicates that the compressor 101 may start slowly or fail to start, so the bypass switch valve 132 will be controlled to open to make the bypass pipeline 131 communicates with the compressor inlet 1011 and the compressor outlet 1012 . In some embodiments, when the controller 125 detects through the first detection port 1252 that the outside temperature electrical signal indicates that the outside temperature is higher than the temperature threshold, it means that the compressor 101 can be started normally, so the controller 125 through the first The control port controls the bypass switch valve 132 to close, so that the compressor inlet 1011 is disconnected from the compressor outlet 1012 . With this setting, when it is determined that the compressor 101 may start slowly or fail to start according to the outside temperature, the bypass switch valve 132 is controlled to effectively help the compressor 101 to start quickly in a low temperature environment below -10°, ensuring that the compressor 101 The working condition of the compressor is good and normal, and the startup efficiency and service life of the compressor 101 are improved.
在图2至图4所示的实施例中，汽车热管理系统1还包括进口压力传感器134和出口压力传感器135，进口压力传感器134设于压缩机进口1011，且用于检测压缩机进口1011处的气体压力并输出进口压力电信号。出口压力传感器135设于压缩机出口1012，且用于检测压缩机出口1012处的气体压力并输出出口压力电信号。控制器125包括第二检测端口1253，第二检测端口1253分别与进口压力传感器134、出口压力传感器135连接。控制器125通过第二检测端口1253分别检测进口压力电信号和出口压力电信号，并根据该进口压力电信号和该出口压力电信号控制旁路开关阀132的开度，以控制旁通管路131内的制冷介质的流量。本实施例可以根据压缩机进口1011和压缩机出口1012的压差，控制旁路开关阀132的开度，从而控制旁通管路131内的制冷介质的流量，从而控制压缩机出口1012的气体温度。在一些实施例中，控制器125用于根据该进口压力电信号和该出口压力电信号表示压缩机进口1011和压缩机出口1012的压差较大时，控制增大旁路开关阀132的开度。在一些实施例中，控制器125用于根据该进口压力电信号和该出口压力电信号表示压缩机进口1011和压缩机出口1012的压差较小时，控制减小旁路开关阀132的开度，并保持初始开度。如此精确地控制旁路开关阀132的开度，以控制旁通管路131内的制冷介质的流量，从而控制压缩机出口1012的气体温度，有利于快速启动压缩机101。In the embodiment shown in Figures 2 to 4, the automotive thermal management system 1 further includes an inlet pressure sensor 134 and an outlet pressure sensor 135, the inlet pressure sensor 134 is located at the compressor inlet 1011, and is used to detect The gas pressure and output the inlet pressure electrical signal. The outlet pressure sensor 135 is located at the compressor outlet 1012 and is used to detect the gas pressure at the compressor outlet 1012 and output an outlet pressure electrical signal. The controller 125 includes a second detection port 1253 , and the second detection port 1253 is respectively connected to the inlet pressure sensor 134 and the outlet pressure sensor 135 . The controller 125 respectively detects the inlet pressure electrical signal and the outlet pressure electrical signal through the second detection port 1253, and controls the opening of the bypass switch valve 132 according to the inlet pressure electrical signal and the outlet pressure electrical signal, so as to control the bypass pipeline. The flow rate of the refrigerant medium in 131. In this embodiment, the opening of the bypass switch valve 132 can be controlled according to the pressure difference between the compressor inlet 1011 and the compressor outlet 1012, thereby controlling the flow of the refrigerant medium in the bypass pipeline 131, thereby controlling the gas flow at the compressor outlet 1012. temperature. In some embodiments, the controller 125 is configured to increase the opening of the bypass switch valve 132 when the pressure difference between the compressor inlet 1011 and the compressor outlet 1012 is large according to the inlet pressure electrical signal and the outlet pressure electrical signal. Spend. In some embodiments, the controller 125 is used to reduce the opening of the bypass switch valve 132 when the pressure difference between the compressor inlet 1011 and the compressor outlet 1012 is small according to the inlet pressure electrical signal and the outlet pressure electrical signal. , and keep the initial opening. Such precise control of the opening of the bypass switch valve 132 controls the flow of the refrigerant medium in the bypass pipeline 131 , thereby controlling the gas temperature at the compressor outlet 1012 , which is beneficial to quickly start the compressor 101 .
在图2和图3所示的施例中，在旁通支路130开启的同时，可以利用冷却器103从环境吸热或电器废热利用，从而提高旁通支路130时的制热效率，实现控制旁通支路130导通时，COP(Coefficient of Performance，热泵性能系数)>1，COP表示压缩机101输出的热量与输入的电能的比值，COP越高，压缩机101的效率就越高。如果压缩机101能提供更大的热量时，能提供给第一换热介质(制冷介质)更多的热量，使冷凝器102进行热交换的第五换热介质(冷却介质)的温度升高，能保证第五换热回路15内填充第五换热介质(冷却介质)的温度较高，可以取消或不设置加热组件121，降低成本。In the embodiment shown in FIG. 2 and FIG. 3 , while the bypass branch 130 is open, the cooler 103 can be used to absorb heat from the environment or utilize waste heat from electrical appliances, so as to improve the heating efficiency when the bypass branch 130 is opened, and realize When the bypass branch 130 is controlled to be turned on, COP (Coefficient of Performance, heat pump performance coefficient)>1, COP represents the ratio of the heat output by the compressor 101 to the electric energy input, the higher the COP, the higher the efficiency of the compressor 101 . If the compressor 101 can provide more heat, it can provide more heat to the first heat exchange medium (refrigerating medium), so that the temperature of the fifth heat exchange medium (cooling medium) that the condenser 102 performs heat exchange will increase , it can ensure that the temperature of the fifth heat exchange medium (cooling medium) filled in the fifth heat exchange circuit 15 is relatively high, and the heating assembly 121 can be canceled or not provided, thereby reducing the cost.
在上述方案中，当环境温度低于-10℃时，该汽车热管理系统1对客舱2进行采暖时，通过冷凝器102对冷却介质加热，然后通过空调主机内的暖风芯体122对客舱2放热，其热源可以是压缩机101的低温制热、也可以采用加热组件121加热，以及从环境吸热、从电机组件106吸热、从电池组件105吸热。并且利用多通阀120(九通阀)和预热控制阀123，实现冷却器103可从冷凝器102进行吸热，可以实现在不采用旁通支路130的情况下，压缩机101自身的超低温正常工作。本实施例也可利用加热组件121加热冷却介质的方式，可解决由于冷凝器102水温低时，压缩机101的旁通支路130能力不足的问题，如此保证整个汽车热管理系统1的稳定运行。In the above solution, when the ambient temperature is lower than -10°C, when the automotive thermal management system 1 heats the passenger cabin 2, the cooling medium is heated by the condenser 102, and then the passenger cabin is heated by the warm air core 122 in the air conditioner main unit. 2 heat release, the heat source can be the low-temperature heating of the compressor 101, or can be heated by the heating component 121, and absorb heat from the environment, the motor component 106, and the battery component 105. And by using the multi-way valve 120 (nine-way valve) and the preheating control valve 123, the cooler 103 can absorb heat from the condenser 102, and the compressor 101 itself can be realized without the bypass branch 130. Ultra-low temperature works normally. This embodiment can also use the heating assembly 121 to heat the cooling medium, which can solve the problem of insufficient capacity of the bypass branch 130 of the compressor 101 when the water temperature of the condenser 102 is low, thus ensuring the stable operation of the entire automobile thermal management system 1 .
本领域技术人员在考虑说明书及实践这里公开的申请后，将容易想到本申请的其它实施方案。本申请旨在涵盖本申请的任何变型、用途或者适应性变化，这些变型、用途或者适应性变化遵循本申请的一般性原理并包括本申请未公开的本技术领域中的公知常识或惯用技术手段。说明书和实施例仅被视为示例性的，本申请的真正范围和精神由下面的权利要求指出。Other embodiments of the application will be readily apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. This application is intended to cover any modification, use or adaptation of the application, these modifications, uses or adaptations follow the general principles of the application and include common knowledge or conventional technical means in the technical field not disclosed in the application . The specification and examples are to be considered exemplary only, with a true scope and spirit of the application indicated by the following claims.
应当理解的是，本申请并不局限于上面已经描述并在附图中示出的精确结构，并且可以在不脱离其范围进行各种修改和改变。本申请的范围仅由所附的权利要求来限制。It should be understood that the present application is not limited to the precise constructions which have been described above and shown in the accompanying drawings, and various modifications and changes may be made without departing from the scope thereof. The scope of the application is limited only by the appended claims.
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310810911.XACN116691293A (en) | 2023-07-03 | 2023-07-03 | Automobile heat management system and automobile |
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310810911.XACN116691293A (en) | 2023-07-03 | 2023-07-03 | Automobile heat management system and automobile |
| Publication Number | Publication Date |
|---|---|
| CN116691293Atrue CN116691293A (en) | 2023-09-05 |
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310810911.XAPendingCN116691293A (en) | 2023-07-03 | 2023-07-03 | Automobile heat management system and automobile |
| Country | Link |
|---|---|
| CN (1) | CN116691293A (en) |
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| EP4578675A1 (en)* | 2023-12-28 | 2025-07-02 | Xiaomi EV Technology Co., Ltd. | Thermal management system and electric device |
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| CN108312866A (en)* | 2018-01-30 | 2018-07-24 | 宁波国创机车装备有限公司 | A kind of power battery cooling heating management system and power battery |
| CN108501658A (en)* | 2018-06-12 | 2018-09-07 | 上海加冷松芝汽车空调股份有限公司 | A kind of heat management system and automobile |
| CN111391716A (en)* | 2020-03-10 | 2020-07-10 | 北京新能源汽车股份有限公司 | Vehicle control method and system and vehicle |
| CN216481351U (en)* | 2021-05-07 | 2022-05-10 | 深圳麦克维尔空调有限公司 | Refrigerating system |
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