Vehicle thermal management system

Abstract

The utility model provides a vehicle heat management system which comprises a heat pump system, the heat pump system comprises a heat pump circulation pipeline, a compressor, a four-way valve, an in-cabin heat exchanger and an out-cabin heat exchanger, and the compressor, the four-way valve, the in-cabin heat exchanger and the out-cabin heat exchanger are respectively arranged on the heat pump circulation pipeline. The in-cabin heat exchanger is used for refrigerating or heating the interior of the vehicle; the system further comprises a power battery pack system, the power battery pack system comprises a battery and a battery cold plate located on the surface of the battery, and the heat pump system heats or cools the battery through the battery cold plate. The automobile further comprises an engine heat dissipation system, the engine heat dissipation system comprises an engine circulation pipeline, an engine, a first water pump and a warm air core body, the engine, the first water pump and the warm air core body are all arranged on the engine circulation pipeline, and the warm air core body is used for heating the interior of the automobile. By means of the mode, the problem that in the prior art, a heat pump system structure is too complex can be solved.

Description

Technical Field

[0001] This utility model relates to the field of thermal management, and more specifically, to a vehicle thermal management system. Background Technology

[0002] To improve the driving range of electric vehicles, the configuration of heat pump vehicle thermal management systems in range-extended or hybrid models is becoming increasingly important. However, since current vehicle thermal management systems are generally based on the system architecture developed for pure electric vehicles, different heat exchange systems are set up to exchange heat on the cabin, battery and other structures. The heat pump system architecture is too complex and does not have the function of utilizing engine waste heat. Utility Model Content

[0003] This utility model provides a vehicle thermal management system to solve the problem that the existing heat pump system architecture is too complex and does not have the function of utilizing engine waste heat.

[0004] This utility model provides a vehicle thermal management system, which includes: a heat pump system, comprising a heat pump circulation pipeline, a compressor, a four-way valve, an in-cabin heat exchanger, and an external heat exchanger, wherein the compressor, four-way valve, in-cabin heat exchanger, and external heat exchanger are respectively disposed on the heat pump circulation pipeline, and the in-cabin heat exchanger is used to cool or heat the vehicle interior; a power battery pack system, comprising a battery and a battery cold plate located on the surface of the battery, wherein the heat pump system heats or cools the battery through the battery cold plate; and an engine cooling system, comprising an engine circulation pipeline, an engine, a first water pump, and a heater core, wherein the engine, first water pump, and heater core are all disposed on the engine circulation pipeline, and the heater core is used to heat the vehicle interior.

[0005] Furthermore, the engine cooling system also includes a first heat exchanger located in the engine circulation pipeline, which is connected in parallel with the heater core.

[0006] Furthermore, the engine circulation pipeline includes an engine main pipeline, a first branch pipeline, and a second branch pipeline. The first branch pipeline and the second branch pipeline are connected to the beginning and end of the engine main pipeline, respectively. The first branch pipeline and the second branch pipeline are arranged in parallel. The first heat exchanger is arranged on the first branch pipeline, and the heater core is arranged on the second branch pipeline.

[0007] Furthermore, the engine cooling system also includes a three-way valve, which is located at the connection point of the first branch pipe, the second branch pipe, and the main engine pipe.

[0008] Furthermore, the heat pump circulation pipeline includes a main heat pump pipeline, a third branch pipeline, and a fourth branch pipeline. The third and fourth branch pipelines are connected to the beginning and end of the main heat pump pipeline, respectively, and are arranged in parallel. The in-cabin heat exchanger is located on the third branch pipeline, while the compressor, four-way valve, and external heat exchanger are all located on the main heat pump pipeline. The fourth branch pipeline is used for heat exchange with the battery cold plate.

[0009] Furthermore, the battery cold plate is located in the fourth branch pipeline.

[0010] Furthermore, the power battery pack system also includes a battery circulation pipeline and a battery heat exchanger. The battery cold plate and the battery heat exchanger are connected in series on the battery circulation pipeline, and the battery heat exchanger is also installed on the fourth branch pipeline.

[0011] Furthermore, electronic expansion valves are installed on both the third and fourth branch pipelines.

[0012] Furthermore, the vehicle thermal management system also includes an electric motor cooling system, which includes an electronically controlled circulation pipeline, an electronically controlled radiator, a generator, and an electric motor. The electronically controlled radiator, generator, and electric motor are all installed on the electronically controlled circulation pipeline.

[0013] Furthermore, the power battery pack system also includes a battery circulation pipeline, and the power battery pack system also includes a second water pump, which is installed on the battery circulation pipeline; the motor and electronic control cooling system also includes a third water pump, which is installed on the electronic control circulation pipeline.

[0014] The heat pump system, utilizing the technical solution of this utility model, consists of a heat pump circulation pipeline, a compressor, a four-way valve, an in-cabin heat exchanger, and an external heat exchanger. The heat pump circulation pipeline is the foundation of the heat pump system, connecting the compressor, the four-way valve, the in-cabin heat exchanger, and the external heat exchanger, allowing the refrigerant to circulate within it. In cooling mode, the refrigerant absorbs heat from the passenger compartment in the in-cabin heat exchanger and evaporates into gas, thus cooling the passenger compartment. Finally, the refrigerant returns to the compressor to begin a new cycle. In heating mode, by changing the position of the four-way valve, the refrigerant releases heat to the passenger compartment in the in-cabin heat exchanger, thus heating the passenger compartment. The refrigerant in the heat pump system exchanges heat with the power battery pack system, fully utilizing the heat energy of the heat pump system to heat and cool the battery. Therefore, the heat pump system with a four-way valve structure is simple in design; furthermore, it can also utilize the heat recovered from the engine cooling system to provide air conditioning and heating for the passenger compartment, realizing the function of utilizing engine waste heat. Attached Figure Description

[0015] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0016] Figure 1 A schematic diagram of the vehicle thermal management system provided in Embodiment 1 is shown;

[0017] Figure 2 A schematic diagram of the vehicle thermal management system provided in Embodiment 2 is shown;

[0018] Figure 3 A schematic diagram of the vehicle thermal management system provided in Embodiment 3 is shown.

[0019] The above figures include the following reference numerals:

[0020] 10. Heat pump system;

[0021] 11. Heat pump circulation piping; 111. Heat pump main piping; 112. Third branch piping; 113. Fourth branch piping;

[0022] 12. Compressor;

[0023] 13. Four-way valve;

[0024] 14. In-cabin heat exchanger;

[0025] 15. External heat exchanger;

[0026] 20. Power battery pack system;

[0027] 21. Battery circulation pipeline;

[0028] 22. Battery;

[0029] 23. Battery heat exchanger;

[0030] 24. Battery cold plate;

[0031] 25. Electronic expansion valve;

[0032] 26. Second water pump;

[0033] 30. Motor electronic control cooling system;

[0034] 31. Electrically controlled circulation pipeline;

[0035] 32. Electrically controlled radiator;

[0036] 33. The third water pump;

[0037] 40. Engine cooling system;

[0038] 41. Engine circulation line; 411. Engine main line; 412. First branch line; 413. Second branch line;

[0039] 42. Engine;

[0040] 43. First water pump;

[0041] 44. First heat exchanger;

[0042] 45. Warm air core;

[0043] 46. ​​Three-way valve;

[0044] 47. Thermostat. Detailed Implementation

[0045] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present utility model or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0046] like Figure 1 As shown, this embodiment of the utility model provides a vehicle thermal management system, which includes a heat pump system 10, a power battery pack system 20, and an engine cooling system 40. The heat pump system 10 includes a heat pump circulation pipe 11, a compressor 12, a four-way valve 13, an in-cabin heat exchanger 14, and an external heat exchanger 15. The compressor 12, the four-way valve 13, the in-cabin heat exchanger 14, and the external heat exchanger 15 are respectively installed on the heat pump circulation pipe 11. The in-cabin heat exchanger 14 is used to cool or heat the vehicle interior. The power battery pack system 20 includes a battery 22 and a battery cooling plate 24 located on the surface of the battery 22. The heat pump system 10 heats or cools the battery 22 through the battery cooling plate 24. The engine cooling system 40 includes an engine circulation pipe 41, an engine 42, a first water pump 43, and a heater core 45. The engine 42, the first water pump 43, and the heater core 45 are all located on the engine circulation pipe 41. The heater core 45 absorbs heat from the coolant to increase the cabin temperature and is used to heat the cabin. This vehicle thermal management system can be applied to range-extended or hybrid electric vehicles.

[0047] Applying the technical solution of this utility model, the heat pump system 10 consists of a heat pump circulation pipeline 11, a compressor 12, a four-way valve 13, an in-cabin heat exchanger 14, and an external heat exchanger 15. The heat pump circulation pipeline 11 is the foundation of the heat pump system 10, connecting the compressor 12, the four-way valve 13, the in-cabin heat exchanger 14, and the external heat exchanger 15. The refrigerant circulates within the heat pump circulation pipeline 11. In cooling mode, the refrigerant of the heat pump system 10 absorbs heat from the vehicle interior in the in-cabin heat exchanger 14 and evaporates into gas, thereby cooling the passenger compartment. Finally, the refrigerant returns to the compressor 12 to begin a new cycle. In heating mode, by changing the position of the four-way valve 13, the refrigerant releases heat to the vehicle interior in the in-cabin heat exchanger 14, thereby heating the passenger compartment. The refrigerant of the heat pump system 10 exchanges heat with the power battery pack system 20, fully utilizing the thermal energy of the heat pump system 10 to heat and cool the battery 22. Therefore, the heat pump system with the four-way valve 13 has a simple structure; in addition, it can also utilize the heat from the engine in the engine cooling system to provide air conditioning and heating for the vehicle interior, thus realizing the function of utilizing engine waste heat.

[0048] In the heating mode, the in-cabin heat exchanger 14 transfers the heat generated by the compressor 12 to the air inside the vehicle. In the cooling mode, the in-cabin heat exchanger 14 acts as an evaporator, absorbing heat from the vehicle interior to lower the temperature. In the cooling mode, the external heat exchanger 15 releases the heat absorbed from the vehicle interior to the external environment, achieving heat exchange. In the heating mode, it absorbs heat from the external environment, compresses and heats it through the compressor 12, and then transfers it to the in-cabin heat exchanger 14.

[0049] Specifically, a battery cooling plate 24 is provided on the surface of the battery 22, and the heat pump system 10 heats or cools the battery 22 through the battery cooling plate 24. Among them, the battery cooling plate 24 is divided into a water-cooled plate and a refrigerant direct-cooled plate, which can be flexibly used according to the different composition structures of the power battery pack system 20.

[0050] Specifically, compressor 12 can be an electric compressor powered by the vehicle's electrical system.

[0051] Furthermore, the engine cooling system 40 also includes a first heat exchanger 44 located in the engine circulation pipe 41, wherein the first heat exchanger 44 is connected in parallel with the heater core 45.

[0052] In Embodiment 1, the engine circulation pipe 41 connects the engine 42, the first water pump 43, the heater core 45, and the first heat exchanger 44. The first heat exchanger 44 and the heater core 45 are connected in parallel to form a closed circulation system. The engine 42 generates a large amount of heat during operation, and coolant flows between the engine 42, the first water pump 43, and the first heat exchanger 44 to regulate the temperature of the engine 42. The first water pump 43 is installed on the engine circulation pipe 41, driving the coolant to circulate within it. During operation, when the engine 42 generates heat, the first water pump 43 starts, drawing coolant from the engine 42's water jacket and sending it through the circulation pipe to the first heat exchanger 44 to release heat. The coolant then returns to the engine 42, forming a continuous heat exchange process.

[0053] The engine circulation line 41 is also equipped with a thermostat 47, which is connected to the engine 42. The thermostat 47 automatically adjusts the coolant flow direction according to the engine 42's temperature. After the engine 42 starts, the thermostat 47 prevents coolant from flowing into the first heat exchanger 44, allowing the coolant to circulate within the engine 42. This quickly raises the engine 42's temperature to its normal operating temperature, reducing wear and tear and emissions during startup. Once the engine 42 reaches its normal operating temperature, the thermostat 47 adjusts the coolant flow rate based on real-time temperature changes, preventing the engine 42 from operating at excessively high or low temperatures, thus maintaining the engine 42's optimal operating condition.

[0054] Specifically, the heat dissipation efficiency of the first heat exchanger 44 can be optimized by adjusting the speed of the cooling fan to ensure that the engine 42 can be properly cooled under different environmental conditions.

[0055] Furthermore, the engine circulation pipeline 41 includes an engine main pipeline 411, a first branch pipeline 412, and a second branch pipeline 413. The first branch pipeline 412 and the second branch pipeline 413 are connected to the engine main pipeline 411 at both ends, and the first branch pipeline 412 and the second branch pipeline 413 are arranged in parallel. The first heat exchanger 44 is arranged on the first branch pipeline 412. The engine cooling system 40 also includes a heater core 45, which is arranged on the second branch pipeline 413.

[0056] In this embodiment, the engine circulation pipeline 41 consists of an engine main pipeline 411, a first branch pipeline 412, and a second branch pipeline 413. The engine main pipeline 411 connects the engine 42 and the first water pump 43, and is used to transport the heat generated during the operation of the engine 42. The two ends of the engine main pipeline 411 are connected to the first branch pipeline 412 and the second branch pipeline 413, respectively, to achieve heat distribution and utilization. The first branch pipeline 412 is equipped with a first heat exchanger 44, through which heat from the engine 42 can be transferred to the first heat exchanger 44 for heat exchange with the external environment, thereby cooling the engine 42. The second branch pipeline 413 is equipped with a heater core 45, which absorbs heat from the coolant and transfers it to the air inside the vehicle cabin, increasing the cabin temperature.

[0057] During vehicle operation, in pure electric mode, the vehicle relies entirely on battery 22 for power. At this time, the heat pump system 10 aims to regulate both the interior temperature and the battery 22 temperature, ensuring both are within optimal ranges. When the air conditioning is in heating mode, compressor 12 starts, compressing the refrigerant into gas and introducing it into four-way valve 13. Figure 1 As shown, the four-way valve 13 switches to valve port 1 (inlet) and valve port 3 (outlet), causing the high-temperature, high-pressure refrigerant gas to release heat to the air inside the vehicle through the cabin heat exchanger 14. After passing through the electronic expansion valve 25 and becoming a low-temperature, low-pressure liquid, the refrigerant flows through the cabin heat exchanger 15, absorbing heat from the external environment and evaporating, returning to the compressor 12 as a low-temperature, low-pressure gas. When the battery 22 needs heating, the refrigerant flows through the battery heat exchanger 23 of the fourth branch pipe 113 and releases heat, heating the coolant and thus raising the temperature of the battery 22. The refrigerant returns to the compressor 12 to complete the heating of the battery 22. After heating, the coolant circulates through the battery 22 via the second water pump 26, ensuring a uniform temperature increase for the battery 22. When the air conditioner is cooling, the four-way valve 13 switches to valve port 1 (inlet) and valve port 2 (outlet), causing the high-temperature, high-pressure refrigerant gas to release heat to the outside air in the external heat exchanger 15, cool itself, and liquefy. After being depressurized by the electronic expansion valve 25, it reaches the internal heat exchanger 14, absorbs heat from the vehicle interior, lowers the interior temperature, and returns to the compressor 12. When the battery 22 needs cooling, the refrigerant evaporates and absorbs heat in the battery heat exchanger 23, lowering the battery 22 temperature before returning to the compressor 12.

[0058] Specifically, when the vehicle interior needs heating, dehumidification, and battery cooling, the refrigerant flows from the compressor 12 through the external heat exchanger 15, passes through the electronic expansion valve 25, and reaches the internal heat exchanger 14 to absorb heat from the vehicle interior and dehumidify the moisture inside the vehicle interior. At the same time, the refrigerant evaporates and absorbs heat in the battery heat exchanger 23 before returning to the compressor 12. On the other hand, an electric heating device can be installed to provide auxiliary heating for the vehicle interior.

[0059] Specifically, when the battery is in a high-temperature fast-charging state, the refrigerant can be cooled down in the "compressor 12-outdoor heat exchanger 15-battery heat exchanger 23" circuit to prevent the battery from being shortened due to overheating during charging.

[0060] In range-extended or hybrid mode, in addition to relying on battery 22 for power, the vehicle can also start engine 42. At this time, the heat pump system 10 focuses on utilizing the waste heat from engine 42 and its own cooling and heating functions to coordinate the vehicle's thermal management needs. Therefore, the operating principle of the heat pump system 10 is the same as in pure electric mode, but it also needs to utilize the waste heat generated by engine 42 for auxiliary heating. When the air conditioning is heating, on the one hand, compressor 12 starts, compressing the refrigerant into gas and passing it through four-way valve 13, such as... Figure 1 As shown, the four-way valve 13 switches to port 1 (inlet) and port 3 (outlet), allowing the high-temperature, high-pressure refrigerant gas to release heat to the air inside the cabin in the in-cabin heat exchanger 14. After passing through the electronic expansion valve 25 and becoming a low-temperature, low-pressure liquid, the refrigerant flows through the external heat exchanger 15, absorbing heat from the external environment and evaporating, returning to the compressor 12 as a low-temperature, low-pressure gas. On the other hand, the waste heat generated by the engine 42 is transferred to the heater core 45 through the second branch pipe 413 of the engine circulation pipe 41 to provide auxiliary heating for the cabin. During air conditioning cooling, the four-way valve 13 switches to port 1 (inlet) and port 2 (outlet), allowing the high-temperature, high-pressure refrigerant gas to release heat to the outside air in the external heat exchanger 15, cooling and liquefying itself. After passing through the pressure relief effect of the electronic expansion valve 25, it reaches the in-cabin heat exchanger 14, absorbing heat from the cabin, lowering the cabin temperature, and returning to the compressor 12. Simultaneously, when the engine 42 temperature is too high, it can be cooled through the first heat exchanger 44 of the first branch pipe 412. When the battery 22 needs to be heated, the refrigerant flows through the battery heat exchanger 23 of the fourth branch pipe 113 and releases heat, heating the battery cold plate 24 to increase the temperature of the battery 22. The refrigerant then returns to the compressor 12 to complete the heating of the battery 22. When the battery 22 needs to be cooled, the refrigerant evaporates and absorbs heat in the battery heat exchanger 23, exchanging heat with the battery cold plate 24 to lower the temperature of the battery 22 before returning to the compressor 12.

[0061] By controlling and switching the four-way valve 13 in pure electric mode and range-extended / hybrid mode, the temperature of the vehicle interior and battery 22 can be efficiently regulated. At the same time, the waste heat of the engine 42 can be utilized to optimize energy use and improve the overall thermal management performance of the vehicle.

[0062] like Figure 2As shown, Embodiment 2 of this application provides a vehicle thermal management system. The difference from Embodiment 1 is that the engine cooling system 40 further includes a three-way valve 46, which is located at the connection point of the first branch pipe 412, the second branch pipe 413, and the engine main pipe 411. In Embodiment 2, the three-way valve 46 is installed at the connection point of the first branch pipe 412, the second branch pipe 413, and the engine main pipe 411. After the heat generated by the engine 42 is carried away by the coolant, the three-way valve 46 can allocate the flow direction of the coolant according to the vehicle's operating status and the needs of the thermal management system. In range-extending mode, when the engine 42 is running and the coolant temperature reaches the set temperature, the three-way valve 46 can adjust the flow ratio to direct some coolant to the air conditioning heater core 45, providing an additional heat source for the passenger compartment and improving the heating efficiency and comfort of the vehicle interior in winter. Simultaneously, the remaining coolant will continue to flow to the first heat exchanger 44 for heat dissipation to maintain the normal operating temperature of the engine 42.

[0063] Furthermore, the heat pump circulation pipeline 11 includes a heat pump main pipeline 111, a third branch pipeline 112, and a fourth branch pipeline 113. The third branch pipeline 112 and the fourth branch pipeline 113 are connected to the beginning and end of the heat pump main pipeline 111, respectively. The third branch pipeline 112 and the fourth branch pipeline 113 are arranged in parallel. The in-cabin heat exchanger 14 is arranged on the third branch pipeline 112. The compressor 12, the four-way valve 13, and the external heat exchanger 15 are all arranged on the heat pump main pipeline 111. The fourth branch pipeline 113 is used for heat exchange with the battery cold plate 24.

[0064] In this embodiment, the heat pump main pipeline 111 carries the refrigerant circulation. The refrigerant starts from the compressor 12, which compresses the low-pressure refrigerant into a high-temperature, high-pressure refrigerant. Then, it passes through a four-way valve 13, which switches the refrigerant flow direction according to the vehicle's cooling or heating needs. In heating mode, the refrigerant first flows through the external heat exchanger 15 to absorb heat from the external environment, then enters the internal heat exchanger 14 of the third branch pipeline 112 to transfer heat to the air inside the vehicle, and finally returns to the compressor 12. In cooling mode, the refrigerant first enters the internal heat exchanger 14 of the third branch pipeline 112 to absorb heat from the vehicle interior, then enters the external heat exchanger 15 of the heat pump main pipeline 111 to release heat, and finally returns to the compressor 12, completing the heat exchange process. The fourth branch pipeline 113 is used for heat exchange with the power battery pack system 20. The parallel design of the third branch pipe 112 and the fourth branch pipe 113 allows the refrigerant to flow preferentially or simultaneously through the in-cabin heat exchanger 14 and the power battery pack system 20 according to the needs of the thermal management system under different operating modes, achieving efficient thermal management of the vehicle compartment and the battery 22. The parallel pipe design also allows the system to bypass a component when it fails or is not needed, ensuring the continuous operation of the thermal management system.

[0065] Furthermore, the battery cold plate 24 is disposed in the fourth branch pipe 113.

[0066] Furthermore, the power battery pack system 20 includes a battery circulation pipeline 21, a battery 22, and a battery heat exchanger 23. The battery cold plate 24 and the battery heat exchanger 23 are connected in series on the battery circulation pipeline 21, and the battery heat exchanger 23 is also connected to the fourth branch pipeline 113.

[0067] In this embodiment, the battery heat exchanger 23 cools or heats the coolant through heat exchange. The coolant flows in the battery circulation pipeline 21 to regulate the battery temperature. When cooling of the battery 22 is required, the fourth branch pipeline 113 returns the cooled coolant to the battery circulation pipeline 21 to maintain the cooling effect of the battery 22. When heating of the battery 22 is required, by switching the four-way valve 13 to the heating mode, the heat pump system 10 transfers the heat absorbed from the external heat exchanger 15 to the battery heat exchanger 23, and then distributes the heat to the battery cold plate 24 through the battery circulation pipeline 21 to heat the battery 22.

[0068] like Figure 3 As shown, Embodiment 3 of this application provides a vehicle thermal management system. The difference from Embodiment 1 lies in the structure of the power battery pack system 20. Specifically, the power battery pack system 20 includes a battery cooling plate 24, which is disposed on the fourth branch pipe 113. The battery cooling plate 24 can cool the battery 22. The battery cooling plate 24 has a dense flow channel design inside, allowing it to fit closely to the battery 22 and cover the main heat source area of ​​the battery 22. The battery cooling plate 24 can replace the battery heat exchanger 23, directly contacting the battery 22 and providing a large and uniform heat exchange area. This allows for faster and more effective absorption of the heat generated by the battery 22, reducing thermal resistance during heat transfer. Simultaneously, it simplifies the power battery pack system 20, reduces the complexity of the cooling pipes, and eliminates the need for a second water pump 26 to enhance coolant circulation and the battery heat exchanger 23, thus making better use of limited space.

[0069] Specifically, the battery cold plate 24 is a refrigerant direct cooling plate, made of high thermal conductivity material, which has good thermal conductivity and lightweight characteristics.

[0070] Furthermore, electronic expansion valves 25 are installed on both the third branch pipe 112 and the fourth branch pipe 113. In this embodiment, the electronic expansion valves 25 are used to regulate the flow rate and pressure of the refrigerant, thereby controlling the evaporation or condensation process of the refrigerant in the heat exchanger, and thus affecting the efficiency of heat exchange. By receiving signals sent by the thermal management system control module, the electronic expansion valves 25 can precisely adjust their opening to adapt to different needs of heating, cooling, or battery 22 cooling. Among them, the electronic expansion valve 25 installed on the third branch pipe 112 is mainly used to control the flow rate and pressure of the refrigerant in the cabin heat exchanger 14. In heating mode, the electronic expansion valve 25 can adjust the refrigerant pressure in the cabin heat exchanger 14 to ensure that the refrigerant condenses at a higher temperature, thereby effectively transferring heat to the heater core 45 and providing warm air to the passenger compartment. In cooling mode, the electronic expansion valve 25 regulates the evaporation process of the refrigerant to ensure that the cabin heat exchanger 14 can absorb enough heat from the passenger compartment to maintain a comfortable temperature in the cabin. The electronic expansion valve 25, located on the fourth branch pipe 113, is mainly responsible for regulating the heat exchange between the refrigerant and the battery heat exchanger 23. This allows the heat generated by the heat pump system 10 to be exchanged with the battery pack through the battery heat exchanger 23, thereby optimizing the performance of the battery 22. Under various environmental conditions, the adjustment of the electronic expansion valve 25 enables the thermal management system to adapt to different operating modes and thermal demands of the vehicle, demonstrating high applicability.

[0071] Furthermore, the vehicle thermal management system also includes an electric motor cooling system 30, which includes an electric control circulation pipe 31, an electric control radiator 32, a generator, and an electric motor. The electric control radiator 32, the generator, and the electric motor are all mounted on the electric control circulation pipe 31.

[0072] In this embodiment, the electronically controlled circulation pipeline 31 connects the electronically controlled radiator 32, the generator, and the motor in series to form a closed cooling cycle, preventing the generator and motor from overheating and causing damage.

[0073] Specifically, the electric control heat sink in the motor control cooling system 30 can be cooled by a fan or natural airflow. The size and cooling efficiency of the electric control heat sink need to be designed according to the power and operating temperature of the generator and motor.

[0074] Furthermore, in the solutions of Embodiments 1 and 2, the power battery pack system 20 also includes a battery circulation pipeline 21 and a second water pump 26, which is disposed on the battery circulation pipeline 21. The motor control cooling system 30 also includes a third water pump 33, which is disposed on the control circulation pipeline. The second water pump 26 is installed at the front end of the battery circulation pipeline 21 and can effectively push the coolant through the entire circulation pipeline to ensure that the battery 22 receives sufficient cooling. The third water pump 33, similar to the second water pump 26, is also installed at the front end of the motor control cooling system 30 to provide better cooling.

[0075] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0076] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0077] In the description of this utility model, it should be understood that the directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this utility model. The directional terms "inner" and "outer" refer to the inner and outer contours of each component itself.

[0078] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0079] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be construed as limiting the scope of protection of this utility model.

[0080] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A vehicle thermal management system, characterized in that, The vehicle thermal management system includes: A heat pump system (10) includes a heat pump circulation pipeline (11), a compressor (12), a four-way valve (13), an in-cabin heat exchanger (14), and an out-of-cabin heat exchanger (15). The compressor (12), the four-way valve (13), the in-cabin heat exchanger (14), and the out-of-cabin heat exchanger (15) are respectively installed on the heat pump circulation pipeline (11). The in-cabin heat exchanger (14) is used to cool or heat the vehicle interior. A power battery pack system (20) includes a battery (22) and a battery cold plate (24) located on the surface of the battery (22). The heat pump system (10) heats or cools the battery (22) through the battery cold plate (24). The engine cooling system (40) includes an engine circulation pipe (41), an engine (42), a first water pump (43), and a heater core (45). The engine (42), the first water pump (43), and the heater core (45) are all installed on the engine circulation pipe (41). The heater core (45) is used to heat the vehicle interior.

2. The vehicle thermal management system according to claim 1, characterized in that, The engine cooling system (40) further includes a first heat exchanger (44) located in the engine circulation pipe (41), and the first heat exchanger (44) is connected in parallel with the heater core (45).

3. The vehicle thermal management system according to claim 2, characterized in that, The engine circulation pipeline (41) includes an engine main pipeline (411), a first branch pipeline (412), and a second branch pipeline (413). The first branch pipeline (412) and the second branch pipeline (413) are connected end to end to the engine main pipeline (411), and the first branch pipeline (412) and the second branch pipeline (413) are arranged in parallel. The first heat exchanger (44) is arranged on the first branch pipeline (412), and the heater core (45) is arranged on the second branch pipeline (413).

4. The vehicle thermal management system according to claim 3, characterized in that, The engine cooling system (40) also includes a three-way valve (46), which is located at the connection between the end of the first branch pipe (412), the end of the second branch pipe (413), and the end of the engine main pipe (411).

5. The vehicle thermal management system according to any one of claims 1 to 4, characterized in that, The heat pump circulation pipeline (11) includes a main heat pump pipeline (111), a third branch pipeline (112), and a fourth branch pipeline (113). The third branch pipeline (112) and the fourth branch pipeline (113) are connected to the main heat pump pipeline (111) at both ends. The third branch pipeline (112) and the fourth branch pipeline (113) are arranged in parallel. The in-cabin heat exchanger (14) is arranged on the third branch pipeline (112). The compressor (12), the four-way valve (13), and the external heat exchanger (15) are all arranged on the main heat pump pipeline (111). The fourth branch pipeline (113) is used to exchange heat with the battery cold plate (24).

6. The vehicle thermal management system according to claim 5, characterized in that, The battery cooling plate (24) is disposed on the fourth branch pipe (113).

7. The vehicle thermal management system according to claim 5, characterized in that, The power battery pack system (20) also includes a battery circulation pipeline (21) and a battery heat exchanger (23). The battery cold plate (24) and the battery heat exchanger (23) are connected in series on the battery circulation pipeline (21), and the battery heat exchanger (23) is also located on the fourth branch pipeline (113).

8. The vehicle thermal management system according to claim 5, characterized in that, Electronic expansion valves (25) are installed on both the third branch pipeline (112) and the fourth branch pipeline (113).

9. The vehicle thermal management system according to claim 5, characterized in that, The vehicle thermal management system also includes an electric motor cooling system (30), which includes an electric control circulation pipe (31), an electric control radiator (32), a generator, and an electric motor. The electric control radiator (32), the generator, and the electric motor are all mounted on the electric control circulation pipe (31).

10. The vehicle thermal management system according to claim 9, characterized in that, The power battery pack system (20) also includes a battery circulation pipeline (21), and the power battery pack system (20) also includes a second water pump (26), which is installed on the battery circulation pipeline (21); The motor control cooling system (30) also includes a third water pump (33), which is installed on the control circulation pipeline.

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