Thermal Management System and Vehicle

Abstract

A thermal management system and a vehicle. The thermal management system includes: a coolant heat exchange system; and a refrigerant heat exchange system, which includes a compressor device, a first in-vehicle heat exchanger, a second in-vehicle heat exchanger, and a first out-vehicle heat exchanger connected by refrigerant pipelines. The compressor device is provided with a suction port and an exhaust port, and the exhaust port includes a first exhaust port and a second exhaust port; wherein, the first end of the first in-vehicle heat exchanger is connected to the first exhaust port in a switchable manner; the first end of the second in-vehicle heat exchanger is connected to the second exhaust port in a switchable manner; the first end of the first out-vehicle heat exchanger is connected to the suction port in a switchable manner; a throttling device is provided between the second ends of the first in-vehicle heat exchanger and the second in-vehicle heat exchanger and the second end of the first out-vehicle heat exchanger. In the thermal management system provided by the embodiments of the present application, the heating of the passenger compartment adopts the heat pump method, and the heat pump has high working efficiency, which is beneficial to saving energy consumption and increasing the cruising range of the electric vehicle.

Description

Technical Field

[0001] This application relates to, but is not limited to, the technical field of automotive thermal management, and specifically refers to a thermal management system and a vehicle. Background Art

[0002] Currently, the heating of the passenger compartment in electric vehicles mainly adopts the schemes of electric heating or heat pumps. Electric heating has low efficiency, which will cause a significant reduction in the cruising range of electric vehicles; while the working efficiency of conventional heat pumps is not high, and the heating energy consumption is relatively large. Summary of the Invention

[0003] The technical problem to be solved by this application is to provide a thermal management system and a vehicle, in which the heating of the passenger compartment adopts a heat pump method, and the heat pump has high working efficiency, which is beneficial to saving energy consumption and increasing the cruising range of electric vehicles.

[0004] An embodiment of this application provides a thermal management system, including: a coolant heat exchange system; and a refrigerant heat exchange system, including a compressor device, a first in-vehicle heat exchanger, a second in-vehicle heat exchanger, and a first out-of-vehicle heat exchanger connected by refrigerant pipelines. The compressor device is provided with a suction port and an exhaust port, and the exhaust port includes a first exhaust port and a second exhaust port; wherein, the first end of the first in-vehicle heat exchanger is connectable and disconnectable with the first exhaust port; the first end of the second in-vehicle heat exchanger is connectable and disconnectable with the second exhaust port; the first end of the first out-of-vehicle heat exchanger is connectable and disconnectable with the suction port; a throttling device is provided between the second end of the first in-vehicle heat exchanger and the second end of the second in-vehicle heat exchanger and the second end of the first out-of-vehicle heat exchanger.

[0005] Compared with a conventional single-suction and single-exhaust compressor, this solution adopts a double-row compressor device, which can greatly improve the heating efficiency on the premise of ensuring the various functions of the thermal management system. When the passenger compartment needs heating, compared with the conventional situation where only one in-vehicle heat exchanger is used to heat the passenger compartment, in this solution, both the first in-vehicle heat exchanger and the second in-vehicle heat exchanger act as condensers and are jointly used to heat the passenger compartment, realizing a dual heating mode for the passenger compartment and improving the operating efficiency of the system.

[0006] Moreover, when the passenger compartment is heated, both the first in-vehicle heat exchanger and the second in-vehicle heat exchanger are used as condensers, and the condensation pressures of the first in-vehicle heat exchanger and the second in-vehicle heat exchanger can be distinguished according to the temperature gradient of the air, so that the heat transfer temperature difference between the air and the refrigerant can be effectively reduced, and then the improvement of the heating energy efficiency can be realized by using the principle of cascade heat transfer.

[0007] An embodiment of this application also provides a vehicle, including the thermal management system described in the above embodiment. Description of the Drawings

[0008] Figure 1Schematic structural diagram of the thermal management system provided by an embodiment of the present application;

[0009] Figure 2 For Figure 1 Schematic diagram of the thermal management system operating in the double heating mode of the occupant compartment;

[0010] Figure 3 For Figure 1 Schematic diagram of the thermal management system operating in the cooling mode of the occupant compartment;

[0011] Figure 4 For Figure 1 Schematic diagram of the thermal management system operating in the battery cooling mode;

[0012] Figure 5 For Figure 1 Schematic diagram of the thermal management system operating in the simultaneous cooling mode of the occupant compartment and the battery;

[0013] Figure 6 For Figure 1 Schematic diagram of the thermal management system operating in the simultaneous heating mode of the occupant compartment and the battery;

[0014] Figure 7 For Figure 1 Schematic diagram of the thermal management system operating in the single heating mode of the battery;

[0015] Figure 8 For Figure 1 Schematic diagram of the thermal management system operating in the motor cooling mode;

[0016] Figure 9 For Figure 1 Schematic diagram of the thermal management system operating in the mode of using motor waste heat to keep the battery warm;

[0017] Figure 10 Schematic structural diagram of the thermal management system provided by another embodiment of the present application;

[0018] Figure 11 For Figure 10 Schematic diagram of the thermal management system operating in the double heating mode of the occupant compartment;

[0019] Figure 12 For Figure 10 Schematic diagram of the thermal management system operating in the double cooling mode of the occupant compartment;

[0020] Figure 13 For Figure 10 Schematic diagram of the thermal management system operating in the double cooling mode of the battery;

[0021] Figure 14 For Figure 10 Schematic diagram of the thermal management system operating in the double heating mode of the battery;

[0022] Figure 15 is Figure 10 a schematic diagram of the thermal management system operating in the simultaneous cooling mode of the occupant compartment battery;

[0023] Figure 16 is Figure 10 a schematic diagram of the thermal management system operating in the simultaneous heating mode of the occupant compartment battery;

[0024] Figure 17 is Figure 10 a schematic diagram of the thermal management system operating in the dual heating plus waste heat recovery mode of the occupant compartment;

[0025] Figure 18 is Figure 10 a schematic diagram of the thermal management system operating in the dehumidification mode;

[0026] Figure 19 is Figure 10 a schematic diagram of the thermal management system operating in the dehumidification plus battery cooling mode;

[0027] Figure 20 is Figure 10 a schematic diagram of the thermal management system operating in the motor heat dissipation mode;

[0028] Figure 21 is Figure 10 a schematic diagram of the thermal management system operating in the defrosting mode.

[0029] In the attached drawings, the list of components represented by each reference numeral is as follows:

[0030] 11 single-suction double-row compressor, 12 first cylinder, 13 second cylinder, 141 first exhaust port, 142 second exhaust port, 15 suction port, 151 first suction port, 152 second suction port;

[0031] 21 first in-vehicle heat exchanger, 22 second in-vehicle heat exchanger;

[0032] 31 first out-of-vehicle heat exchanger, 311 first sub-out-of-vehicle heat exchanger, 312 second sub-out-of-vehicle heat exchanger, 32 second out-of-vehicle heat exchanger, 33 third out-of-vehicle heat exchanger;

[0033] 41 first electronic expansion valve, 42 second electronic expansion valve, 43 third electronic expansion valve;

[0034] 501 First control valve, 502 Second control valve, 503 Third control valve, 504 Fourth control valve, 505 Fifth control valve, 506 Sixth control valve, 507 Seventh control valve, 508 Eighth control valve, 509 Ninth control valve, 510 Tenth control valve, 511 Eleventh control valve, 512 Twelfth control valve, 513 Thirteenth control valve, 514 Fourteenth control valve, 515 Fifteenth control valve, 516 Sixteenth control valve, 517 Seventeenth control valve, 518 Eighteenth control valve, 519 Nineteenth control valve, 520 Twentieth control valve, 521 Twenty-first control valve;

[0035] 61 First gas-liquid separator, 62 Second gas-liquid separator, 63 First fan, 64 Second fan;

[0036] 71 First water pump, 72 Battery heat exchange flow path, 73 Heater, 74 First kettle;

[0037] 81 Second water pump, 82 Motor heat exchange flow path, 83 Radiator, 84 Second kettle;

[0038] 91 Three-way valve, 92 Four-way valve. Detailed implementation manners

[0039] The principles and features of the present application will be described below with reference to the accompanying drawings. The examples given are only used to explain the present application and are not intended to limit the scope of the present application.

[0040] With the improvement of environmental protection requirements, the development speed of the new energy vehicle industry is getting faster and faster. Especially for pure electric vehicles, it has become an important direction for the development of the modern automotive industry. The overall vehicle thermal management technology of electric vehicles is also becoming more and more important. Due to the anxiety about the driving range, how to improve the driving range of electric vehicles through efficient and energy-saving thermal management technology has gradually become the focus of research.

[0041] At present, the heating of electric vehicles mainly adopts the schemes of electric heating or heat pump, and the heating of the battery mainly relies on electric heating. The electric heating efficiency is low, which will lead to a significant reduction in the driving range of electric vehicles. At present, the working efficiency of conventional heat pumps is not high, and the waste heat of heat-generating components such as motors and batteries cannot be fully utilized. The thermal management integration degree is low and the working modes are limited. How to more economically and effectively meet the overall vehicle thermal management requirements, save battery power consumption, and improve the driving range of the whole vehicle is the key development direction of the current electric vehicle thermal management.

[0042] The thermal management system and vehicle provided by the embodiments of the present application, such as Figure 1 and Figure 10As shown in the figure, the thermal management of the passenger compartment, the motor and its electronic control unit, and the battery can be carried out simultaneously, realizing multiple thermal management working modes. At the same time, a double-row compressor device is adopted, and a double-row thermal management system circuit is designed to utilize the temperature in a stepped manner, which can effectively improve the working efficiency of the thermal management system, save battery energy consumption, and increase the cruising range of the whole vehicle.

[0043] The following will be described in detail with reference to the accompanying drawings.

[0044] In the embodiment of the present application, the connectable and disconnecable connection between one structure and another means that these two structures are connected and can be connected or disconnected between them. The ways of the connectable and disconnecable connection between these two structures can be but are not limited to: being connected by a plurality of pipelines, and control valves for controlling the on-off of the pipelines are provided on the pipelines, or directly connected by a control valve. The types of control valves can include but are not limited to stop valves, electronic expansion valves, three-way valves, four-way valves, five-way valves or other types of valves.

[0045] As Figure 1 shown, the embodiment of the present application provides a thermal management system, including: a coolant heat exchange system and a refrigerant heat exchange system. The refrigerant heat exchange system includes a compressor device, a first in-vehicle heat exchanger 21, a second in-vehicle heat exchanger 22, and a first out-of-vehicle heat exchanger 31 connected by refrigerant pipelines. The compressor device is provided with a suction port 15 and an exhaust port, and the exhaust port includes a first exhaust port 141 and a second exhaust port 142.

[0046] Among them, the first end of the first in-vehicle heat exchanger 21 is connectable and disconnecably connected to the first exhaust port 141. The first end of the second in-vehicle heat exchanger 22 is connectable and disconnecably connected to the second exhaust port 142. The first end of the first out-of-vehicle heat exchanger 31 is connectable and disconnecably connected to the suction port 15. A throttling device is provided between the second ends of the first in-vehicle heat exchanger 21 and the second in-vehicle heat exchanger 22 and the second end of the first out-of-vehicle heat exchanger 31.

[0047] The thermal management system provided by the embodiment of the present application includes a refrigerant heat exchange system and a coolant heat exchange system. The refrigerant flowing in the refrigerant heat exchange system can also be called a refrigerant, such as R22 refrigerant, R134a refrigerant and other refrigerants. The coolant flowing in the coolant heat exchange system is coolant, such as water. The coolant heat exchange system is generally used to take away the heat generated by heat-generating components such as motors and batteries, that is, to cool heat-generating components such as motors and batteries, and can also be used to heat the battery.

[0048] The refrigerant heat exchange system includes components such as a compressor device, a first in-vehicle heat exchanger 21, a second in-vehicle heat exchanger 22, and a first out-of-vehicle heat exchanger 31. The exhaust port of the compressor device includes a first exhaust port 141 and a second exhaust port 142. Since the first end of the first in-vehicle heat exchanger 21 is connected to the first exhaust port 141 in a connectable and disconnectable manner, the first end of the first in-vehicle heat exchanger 21 can be connected or disconnected from the first exhaust port 141. Since the first end of the second in-vehicle heat exchanger 22 is connected to the second exhaust port 142 in a connectable and disconnectable manner, the first end of the second in-vehicle heat exchanger 22 can be connected or disconnected from the second exhaust port 142. Since the first end of the first out-of-vehicle heat exchanger 31 is connected to the suction port 15 in a connectable and disconnectable manner, the first end of the first out-of-vehicle heat exchanger 31 can be connected or disconnected from the suction port 15. And, a throttling device is provided between the second end of the first in-vehicle heat exchanger 21 and the second end of the first out-of-vehicle heat exchanger 31, and a throttling device is also provided between the second end of the second in-vehicle heat exchanger 22 and the second end of the first out-of-vehicle heat exchanger 31.

[0049] Thus, as Figure 2 shown, when the first exhaust port 141 is connected to the first end of the first in-vehicle heat exchanger 21, the first end of the first out-of-vehicle heat exchanger 31 is connected to the suction port 15, and the throttling device between the second end of the first in-vehicle heat exchanger 21 and the second end of the first out-of-vehicle heat exchanger 31 plays a throttling role, the refrigerant discharged from the first exhaust port 141 of the compressor device can flow back to the compressor device through the first in-vehicle heat exchanger 21, the throttling device, and the first out-of-vehicle heat exchanger 31, forming a first refrigerant cycle. When the second exhaust port 142 is connected to the first end of the second in-vehicle heat exchanger 22, the first end of the first out-of-vehicle heat exchanger 31 is connected to the suction port 15, and the throttling device between the second end of the second in-vehicle heat exchanger 22 and the second end of the first out-of-vehicle heat exchanger 31 plays a throttling role, the refrigerant discharged from the second exhaust port 142 of the compressor device can flow back to the compressor device through the second in-vehicle heat exchanger 22, the throttling device, and the first out-of-vehicle heat exchanger 31, forming a second refrigerant cycle. In the first refrigerant cycle and the second refrigerant cycle, both the first in-vehicle heat exchanger 21 and the second in-vehicle heat exchanger 22 are condensers, which can heat the passenger compartment, and both the first out-of-vehicle heat exchanger 31 are evaporators, absorbing heat from the external environment, and the first refrigerant cycle and the second refrigerant cycle can operate simultaneously, thereby realizing the dual heating mode of the passenger compartment, as Figure 2 shown.

[0050] Compared with the conventional single-suction and single-row compressor, this solution adopts a double-row compressor device, which can greatly improve the heating efficiency while ensuring the functions of the thermal management system. When the occupant compartment needs heating, compared with the conventional method where only one in-vehicle heat exchanger is used to heat the occupant compartment, in this solution, the first in-vehicle heat exchanger 21 and the second in-vehicle heat exchanger 22 both act as condensers and are jointly used to heat the occupant compartment, realizing a dual heating mode for the occupant compartment and improving the operating efficiency of the system.

[0051] Moreover, when heating the occupant compartment, the first in-vehicle heat exchanger 21 and the second in-vehicle heat exchanger 22 both act as condensers, and the condensation pressures of the first in-vehicle heat exchanger 21 and the second in-vehicle heat exchanger 22 can be differentiated according to the temperature gradient of the air. This can effectively reduce the heat transfer temperature difference between the air and the refrigerant, and then improve the heating energy efficiency by using the principle of cascaded heat transfer.

[0052] Normally, the first in-vehicle heat exchanger 21 can be called the in-vehicle evaporator, and the second in-vehicle heat exchanger 22 can be called the in-vehicle condenser. Along the direction of the air entering the occupant compartment, the second in-vehicle heat exchanger 22 is located on the downstream side of the first in-vehicle heat exchanger 21, and a first fan 63 is correspondingly provided to promote air flow.

[0053] In an exemplary embodiment, the exhaust pressure of the first exhaust port 141 is less than the exhaust pressure of the second exhaust port 142. In this way, in the dual heating mode of the occupant compartment, the refrigerant temperature entering the first in-vehicle heat exchanger 21 from the first exhaust port 141 is relatively lower, and the refrigerant temperature entering the second in-vehicle heat exchanger 22 from the second exhaust port 142 is relatively higher. Therefore, the air will first flow through the relatively lower-temperature first in-vehicle heat exchanger 21, be initially heated, and then flow through the relatively higher-temperature second in-vehicle heat exchanger 22 before finally entering the occupant compartment. In this way, the temperature difference between the refrigerant and the air in the first in-vehicle heat exchanger 21 is relatively small, and the temperature difference between the refrigerant and the air in the second in-vehicle heat exchanger 22 is also relatively small, thus realizing two-stage heating and improving the heating energy efficiency by using the principle of cascaded heat transfer.

[0054] In an exemplary embodiment, the first end of the first in-vehicle heat exchanger 21 is also connected to the suction port 15 in a switchable manner. The first end of the first out-of-vehicle heat exchanger 31 is also connected to the first exhaust port 141 and the second exhaust port 142 in a switchable manner.

[0055] Therefore, the first end of the first in-vehicle heat exchanger 21 can be connected or disconnected from the suction port 15. The first end of the first out-of-vehicle heat exchanger 31 can be connected or disconnected from the first exhaust port 141. The first end of the first out-of-vehicle heat exchanger 31 can be connected or disconnected from the second exhaust port 142.

[0056] In this way, as Figure 3As shown, when the first exhaust port 141 and the second exhaust port 142 are connected to the first end of the first external heat exchanger 31 of the vehicle, the first end of the first internal heat exchanger 21 of the vehicle is connected to the suction port 15, and the throttling device between the second end of the first internal heat exchanger 21 and the second end of the first external heat exchanger 31 plays a throttling role, the refrigerant discharged from the first exhaust port 141 and the second exhaust port 142 of the compressor device can flow back to the compressor device through the first external heat exchanger 31, the throttling device, and the first internal heat exchanger 21, forming a third refrigerant cycle. In the third refrigerant cycle, the first internal heat exchanger 21 serves as an evaporator for cooling the passenger compartment, and the first external heat exchanger 31 serves as a condenser for dissipating heat to the external environment, thereby realizing the passenger compartment cooling mode.

[0057] In an exemplary embodiment, the coolant heat exchange system includes a battery thermal management flow path. The refrigerant heat exchange system further includes: a second external heat exchanger 32. The second external heat exchanger 32 is a liquid-cooled heat exchanger. The coolant flow path of the liquid-cooled heat exchanger is connected in series to the battery thermal management flow path. The first end of the refrigerant flow path of the second external heat exchanger 32 is connected to the first exhaust port 141 and the suction port 15 in a switchable manner, and a throttling device is provided between the second end of the refrigerant flow path of the second external heat exchanger 32 and the second end of the first external heat exchanger 31.

[0058] In this solution, the refrigerant heat exchange system further includes a second external heat exchanger 32. The second external heat exchanger 32 is a liquid-cooled heat exchanger, specifically a plate heat exchanger. Its internal structure includes two flow paths: a refrigerant flow path and a coolant flow path. The refrigerant flows through the refrigerant flow path, and the coolant flows through the coolant flow path. Heat exchange occurs between the coolant flow path and the refrigerant flow path. Since the refrigerant flow path of the second external heat exchanger 32 is connected to the refrigerant heat exchange system, and the coolant flow path is connected to the battery thermal management flow path of the coolant heat exchange system, heat exchange between the refrigerant heat exchange system and the coolant heat exchange system can be achieved. This is convenient for using the refrigerant heat exchange system to cool or heat the battery, and also for recovering the waste heat of the battery.

[0059] Among them, the first end of the refrigerant flow path of the second external heat exchanger 32 is connected to the first exhaust port 141 and the suction port 15 in a switchable manner. Therefore, the first end of the refrigerant flow path of the second external heat exchanger 32 can be connected to the first exhaust port 141 or disconnected, and the first end of the refrigerant flow path of the second external heat exchanger 32 can be connected to the suction port 15 or disconnected.

[0060] Thus, as Figure 4As shown, when the first exhaust port 141 and the second exhaust port 142 are connected to the first end of the first external heat exchanger 31, the first end of the refrigerant flow path of the second external heat exchanger 32 is connected to the suction port 15, and the throttling device between the second end of the refrigerant flow path of the second external heat exchanger 32 and the second end of the first external heat exchanger 31 exerts a throttling effect, the refrigerant discharged from the first exhaust port 141 and the second exhaust port 142 can flow back to the compressor device through the first external heat exchanger 31, the throttling device, and the second external heat exchanger 32, forming a fourth refrigerant cycle. In the fourth refrigerant cycle, the first external heat exchanger 31 is a condenser, releasing heat to the external environment; the second external heat exchanger 32 is an evaporator, which can absorb the heat in the battery thermal management flow path. When the coolant in the battery thermal management flow path circulates, the battery can be indirectly cooled by the refrigerant, thereby realizing the battery cooling mode.

[0061] When the first exhaust port 141 is connected to the first end of the refrigerant flow path of the second external heat exchanger 32, the suction port 15 is connected to the first end of the first external heat exchanger 31, and the throttling device between the second end of the refrigerant flow path of the second external heat exchanger 32 and the second end of the first external heat exchanger 31 exerts an effect: the refrigerant discharged from the first exhaust port 141 can flow back to the compressor device through the second external heat exchanger 32, the throttling device, and the first external heat exchanger 31, forming a fifth refrigerant cycle. In the fifth refrigerant cycle, the second external heat exchanger 32 is a condenser, heating the battery, and the first external heat exchanger 31 is an evaporator, absorbing heat from the external environment. Moreover, the second refrigerant cycle and the fifth refrigerant cycle can operate simultaneously, as Figure 6 shown, in the second refrigerant cycle, the second internal heat exchanger 22 is a condenser, heating the passenger compartment, thereby realizing the simultaneous heating mode of the passenger compartment and the battery.

[0062] In the simultaneous heating mode of the passenger compartment and the battery, the condensation pressures of the second internal heat exchanger 22 and the second external heat exchanger 32 can be distinguished according to the inlet air temperature of the passenger compartment and the coolant temperature of the battery thermal management flow path, effectively reducing the heat transfer temperature difference between the air and the refrigerant and the heat transfer temperature difference between the coolant and the refrigerant, and then improving the heating energy efficiency by using the principle of cascade heat transfer.

[0063] In an exemplary embodiment, as Figure 1 shown, the throttling device between the second end of the first internal heat exchanger 21 and the second end of the first external heat exchanger 31 is the first electronic expansion valve 41. The throttling device between the second end of the second internal heat exchanger 22 and the second end of the first external heat exchanger 31 is the second electronic expansion valve 42. The throttling device between the second end of the refrigerant flow path of the second external heat exchanger 32 and the second end of the first external heat exchanger 31 is the third electronic expansion valve 43.

[0064] The throttling device between the second end of the first in-vehicle heat exchanger 21 and the second end of the first out-vehicle heat exchanger 31 is set as the first electronic expansion valve 41, which can not only achieve the throttling effect, but also reduce the opening degree of the first electronic expansion valve 41 to 0 to disconnect the connection between the second end of the first in-vehicle heat exchanger 21 and the second end of the first out-vehicle heat exchanger 31, so as to realize the function of a shut-off valve.

[0065] The throttling device between the second end of the second in-vehicle heat exchanger 22 and the second end of the first out-vehicle heat exchanger 31 is set as the second electronic expansion valve 42, which can not only achieve the throttling effect, but also reduce the opening degree of the second electronic expansion valve 42 to 0 to disconnect the connection between the second end of the second in-vehicle heat exchanger 22 and the second end of the first out-vehicle heat exchanger 31, so as to realize the function of a shut-off valve.

[0066] The throttling device between the second end of the refrigerant flow path of the second out-vehicle heat exchanger 32 and the second end of the first out-vehicle heat exchanger 31 is set as the third electronic expansion valve 43, which can not only achieve the throttling effect, but also reduce the opening degree of the third electronic expansion valve 43 to 0 to disconnect the connection between the second end of the refrigerant flow path of the second out-vehicle heat exchanger 32 and the second end of the first out-vehicle heat exchanger 31, so as to realize the function of a shut-off valve.

[0067] This can reduce the number of control valves in the refrigerant heat exchange system, which is beneficial to simplifying the structure of the refrigerant heat exchange system, reducing costs, and simplifying the control logic.

[0068] In an exemplary embodiment, as Figures 1 to 9 shown, the compressor device includes a single-suction double-row compressor 11, and the number of suction ports 15 is one.

[0069] In this solution, the compressor device adopts a single-suction double-row compressor 11, that is, a compressor with one suction port 15 and two discharge ports. Compared with a single-suction single-row compressor, the single-suction double-row compressor 11 has higher heat exchange efficiency, so it is beneficial to improve the heat exchange efficiency of the thermal management system. Compared with using two compressors, this solution is beneficial to reducing the number of components in the refrigerant heat exchange system, further beneficial to simplifying the structure of the refrigerant heat exchange system, reducing the volume of the thermal management system, and reducing production costs.

[0070] In another exemplary embodiment, as Figure 10 shown, the compressor device includes two single-suction single-row compressors or a double-suction double-row compressor. The cylinders of the compressor device include a first cylinder 12 and a second cylinder 13. The suction ports 15 include a first suction port 151 and a second suction port 152. The first suction port 151 and the first discharge port 141 are arranged on the first cylinder 12, and the second suction port 152 and the second discharge port 142 are arranged on the second cylinder 13.

[0071] In this solution, the compressor device includes two single-suction single-discharge compressors, and each single-suction single-discharge compressor includes a cylinder. Alternatively, the compressor device includes a double-suction double-discharge compressor, and a double-suction double-discharge compressor includes two cylinders. The first cylinder 12 is provided with a first suction port 151 and a first discharge port 141, and the second cylinder 13 is provided with a second suction port 152 and a second discharge port 142.

[0072] In this way, both the double-discharge port solution of the compressor and the double-suction port 15 solution of the compressor are realized, which is beneficial to combining more types of refrigerant cycles, realizing a more abundant heat management mode, and further improving the heat management performance of the whole vehicle.

[0073] In an exemplary embodiment, as Figure 10 shown, the first out-of-vehicle heat exchanger 31 includes a first sub-out-of-vehicle heat exchanger 311 and a second sub-out-of-vehicle heat exchanger 312. The first end of the first out-of-vehicle heat exchanger 31 includes the first end of the first sub-out-of-vehicle heat exchanger 311 and the first end of the second sub-out-of-vehicle heat exchanger 312. The second end of the first out-of-vehicle heat exchanger 31 includes the second end of the first sub-out-of-vehicle heat exchanger 311 and the second end of the second sub-out-of-vehicle heat exchanger 312.

[0074] Among them, the first end of the first sub-out-of-vehicle heat exchanger 311 is connected to the first suction port 151 in a switchable manner. A throttling device is provided between the second end of the first in-vehicle heat exchanger 21 and the second end of the first sub-out-of-vehicle heat exchanger 311. The first end of the second sub-out-of-vehicle heat exchanger 312 is connected to the second suction port 152 in a switchable manner. A throttling device is provided between the second end of the second in-vehicle heat exchanger 22 and the second end of the second sub-out-of-vehicle heat exchanger 312.

[0075] Therefore, the first end of the first sub-out-of-vehicle heat exchanger 311 can be connected to or disconnected from the first suction port 151; the first end of the second sub-out-of-vehicle heat exchanger 312 can be connected to or disconnected from the second suction port 152. And, a throttling device is provided between the second end of the first in-vehicle heat exchanger 21 and the second end of the first sub-out-of-vehicle heat exchanger 311, and a throttling device is provided between the second end of the second in-vehicle heat exchanger 22 and the second end of the second sub-out-of-vehicle heat exchanger 312.

[0076] In this way, as Figure 11As shown, when the first exhaust port 141 is in communication with the first end of the first in-vehicle heat exchanger 21, the first end of the first sub-out-of-vehicle heat exchanger 311 is in communication with the first suction port 151, and the throttling device between the second end of the first in-vehicle heat exchanger 21 and the second end of the first sub-out-of-vehicle heat exchanger 311 plays a throttling role, the refrigerant discharged from the first exhaust port 141 can flow back to the first cylinder 12 through the first in-vehicle heat exchanger 21, the throttling device, and the first sub-out-of-vehicle heat exchanger 311, forming a sixth refrigerant cycle. When the second exhaust port 142 is in communication with the first end of the second in-vehicle heat exchanger 22, the first end of the second sub-out-of-vehicle heat exchanger 312 is in communication with the second suction port 152, and the throttling device between the second end of the second in-vehicle heat exchanger 22 and the second end of the second sub-out-of-vehicle heat exchanger 312 plays a throttling role, the refrigerant discharged from the second exhaust port 142 can flow back to the second cylinder 13 through the second in-vehicle heat exchanger 22, the throttling device, and the second sub-out-of-vehicle heat exchanger 312, forming a seventh refrigerant cycle. In the sixth refrigerant cycle and the seventh refrigerant cycle, both the first in-vehicle heat exchanger 21 and the second in-vehicle heat exchanger 22 are condensers, which can heat the passenger compartment. Both the first sub-out-of-vehicle heat exchanger 311 and the second sub-out-of-vehicle heat exchanger 312 are evaporators, absorbing heat from the external environment. Thus, a dual heating mode for the passenger compartment is achieved, and the heating energy efficiency can be improved by using the principle of cascade heat exchange.

[0077] In one example, the first sub-out-of-vehicle heat exchanger 311 and the second sub-out-of-vehicle heat exchanger 312 are stacked and arranged along their thickness directions. This is beneficial for reducing the volume of the first out-of-vehicle heat exchanger 31 and reducing the requirement for the installation space of the first out-of-vehicle heat exchanger 31.

[0078] In an exemplary embodiment, the first end of the second in-vehicle heat exchanger 22 is also connected to the first suction port 151 in a switchable manner. Based on the fact that the first end of the first in-vehicle heat exchanger 21 is connected to the suction port 15 in a switchable manner: the first end of the first in-vehicle heat exchanger 21 is connected to the second suction port 152 in a switchable manner. In other words, for the scheme in the foregoing embodiment where the first end of the first in-vehicle heat exchanger 21 is connected to the suction port 15 in a switchable manner, since the suction port 15 in this scheme includes the first suction port 151 and the second suction port 152, it is further defined here that the first end of the first in-vehicle heat exchanger 21 is specifically connected to the second suction port 152 in a switchable manner.

[0079] Therefore, the first end of the second in-vehicle heat exchanger 22 can be in communication with the first suction port 151 or disconnected. The first end of the first in-vehicle heat exchanger 21 can be in communication with the second suction port 152 or disconnected. In this way, as Figure 12As shown, when the first exhaust port 141 is in communication with the first end of the second sub-vehicle external heat exchanger 312, the first end of the second vehicle internal heat exchanger 22 is in communication with the first suction port 151, and the throttling device between the second end of the second vehicle internal heat exchanger 22 and the second end of the second sub-vehicle external heat exchanger 312 plays a throttling role, the refrigerant discharged from the first exhaust port 141 can flow back to the first cylinder 12 through the second sub-vehicle external heat exchanger 312, the throttling device, and the second vehicle internal heat exchanger 22, forming an eighth refrigerant cycle. When the second exhaust port 142 is in communication with the first end of the first sub-vehicle external heat exchanger 311, the first end of the first vehicle internal heat exchanger 21 is in communication with the second suction port 152, and the throttling device between the second end of the first vehicle internal heat exchanger 21 and the second end of the first sub-vehicle external heat exchanger 311 plays a throttling role, the refrigerant discharged from the second exhaust port 142 can flow back to the second cylinder 13 through the first sub-vehicle external heat exchanger 311, the throttling device, and the first vehicle internal heat exchanger 21, forming a ninth refrigerant cycle. In the eighth refrigerant cycle and the ninth refrigerant cycle, the second vehicle internal heat exchanger 22 serves as an evaporator for cooling the occupant compartment, the first sub-vehicle external heat exchanger 311 and the second sub-vehicle external heat exchanger 312 are condensers that can dissipate heat to the external environment, and the eighth refrigerant cycle and the ninth refrigerant cycle can operate simultaneously, thereby realizing a dual-cooling mode for the occupant compartment.

[0080] Compared with a conventional single-suction and single-discharge compressor, this solution uses a dual-cylinder compressor device, which can greatly improve the refrigeration efficiency while ensuring the various functions of the thermal management system. When the occupant compartment needs to be cooled, compared with a conventional system where only one vehicle internal heat exchanger cools the occupant compartment, in this solution, the first vehicle internal heat exchanger 21 and the second vehicle internal heat exchanger 22 both act as evaporators and are jointly used to cool the occupant compartment, realizing a dual-cooling mode for the occupant compartment and improving the operating efficiency of the system.

[0081] Moreover, when the occupant compartment is being cooled, the first vehicle internal heat exchanger 21 and the second vehicle internal heat exchanger 22 both function as evaporators, and the evaporation pressures of the first vehicle internal heat exchanger 21 and the second vehicle internal heat exchanger 22 can be distinguished according to the temperature gradient of the air, which can effectively reduce the heat transfer temperature difference between the air and the refrigerant, and then improve the refrigeration energy efficiency by using the principle of cascade heat transfer.

[0082] In a severe cold environment, when defrosting of the first vehicle external heat exchanger 31 is required, the eighth refrigerant cycle and the ninth refrigerant cycle can also be used to operate simultaneously. The first sub-vehicle external heat exchanger 311 and the second sub-vehicle external heat exchanger 312 are both condensers, and the heat released by the refrigerant condensation can be used for defrosting, thereby realizing a defrosting mode, as Figure 21 shown.

[0083] In an exemplary embodiment, the refrigerant heat exchange system further includes a second outdoor heat exchanger 32, and a first end of the refrigerant flow path of the second outdoor heat exchanger 32 is connected to the suction port 15 in a switchable manner. A throttling device is provided between a second end of the refrigerant flow path of the second outdoor heat exchanger 32 and a second end of the first outdoor heat exchanger 31. The first end of the refrigerant flow path of the second outdoor heat exchanger 32 is connected to the second suction port 152 in a switchable manner, and a throttling device is provided between the second end of the refrigerant flow path of the second outdoor heat exchanger 32 and the second end of the first sub-outdoor heat exchanger 311.

[0084] In other words, for the solution in the foregoing embodiment where the refrigerant heat exchange system further includes a second outdoor heat exchanger 32, a first end of the refrigerant flow path of the second outdoor heat exchanger 32 is connected to the suction port 15 in a switchable manner, and a throttling device is provided between a second end of the refrigerant flow path of the second outdoor heat exchanger 32 and a second end of the first outdoor heat exchanger 31, since the suction port 15 in this solution includes a first suction port 151 and a second suction port 152, and the first outdoor heat exchanger 31 includes a first sub-outdoor heat exchanger 311 and a second sub-outdoor heat exchanger 312, this solution defines that: the first end of the refrigerant flow path of the second outdoor heat exchanger 32 is specifically connected to the second suction port 152 in a switchable manner, and a throttling device is specifically provided between the second end of the refrigerant flow path of the second outdoor heat exchanger 32 and the second end of the first sub-outdoor heat exchanger 311.

[0085] Therefore, the first end of the refrigerant flow path of the second outdoor heat exchanger 32 can be connected or disconnected from the second suction port 152. As Figure 13 shown, when the second exhaust port 142 is connected to the first end of the first sub-outdoor heat exchanger 311, the second suction port 152 is connected to the first end of the refrigerant flow path of the second outdoor heat exchanger 32, and the throttling device between the second end of the refrigerant flow path of the second outdoor heat exchanger 32 and the second end of the first sub-outdoor heat exchanger 311 exerts a throttling effect, the refrigerant discharged from the second exhaust port 142 can flow back to the second cylinder 13 through the first sub-outdoor heat exchanger 311, the throttling device, and the second outdoor heat exchanger 32, forming a tenth refrigerant cycle. In the tenth refrigerant cycle, the second outdoor heat exchanger 32 serves as an evaporator and can be used to cool the battery thermal management flow path and absorb the heat in the battery thermal management flow path; while the first sub-outdoor heat exchanger 311 serves as a condenser and releases heat to the external environment, thereby realizing battery cooling.

[0086] When the first exhaust port 141 is in communication with the first end of the refrigerant flow path of the second external heat exchanger 32 outside the vehicle, the first suction port 151 is in communication with the first end of the first sub-external heat exchanger 311 outside the vehicle, and the throttling device between the second end of the refrigerant flow path of the second external heat exchanger 32 outside the vehicle and the second end of the first sub-external heat exchanger 311 outside the vehicle comes into play: the refrigerant discharged from the first exhaust port 141 can flow back to the first cylinder 12 through the second external heat exchanger 32 outside the vehicle, the throttling device, and the first sub-external heat exchanger 311 outside the vehicle, forming the eleventh refrigerant cycle. In the eleventh refrigerant cycle, the second external heat exchanger 32 outside the vehicle serves as a condenser to heat the battery, and the first sub-external heat exchanger 311 outside the vehicle serves as an evaporator to absorb heat from the external environment. Moreover, the eleventh refrigerant cycle and the seventh refrigerant cycle can operate simultaneously. As Figure 16 shown, the seventh refrigerant cycle can heat the passenger compartment, thereby realizing the simultaneous heating mode for the passenger compartment and the battery.

[0087] In the simultaneous heating mode for the passenger compartment and the battery, the condensing pressures of the second internal heat exchanger 22 and the second external heat exchanger 32 outside the vehicle can be differentiated according to the inlet air temperature of the passenger compartment and the coolant temperature of the battery thermal management flow path, effectively reducing the heat transfer temperature difference between the air and the refrigerant and the heat transfer temperature difference between the coolant and the refrigerant, and then improving the heating energy efficiency by utilizing the principle of cascade heat transfer.

[0088] In an exemplary embodiment, as Figure 10 shown, the refrigerant heat exchange system further includes: a third external heat exchanger 33 outside the vehicle. The third external heat exchanger 33 outside the vehicle is a liquid-cooled heat exchanger. The coolant flow path of the third external heat exchanger 33 outside the vehicle is connected in series to the battery thermal management flow path of the coolant heat exchange system. The first end of the refrigerant flow path of the third external heat exchanger 33 outside the vehicle is connectable and disconnectable to the second exhaust port 142 and the first suction port 151. A throttling device is provided between the second end of the refrigerant flow path of the third external heat exchanger 33 outside the vehicle and the second end of the second sub-external heat exchanger 312 outside the vehicle.

[0089] In this solution, the refrigerant heat exchange system further includes a third external heat exchanger 33 outside the vehicle. The third external heat exchanger 33 outside the vehicle is a liquid-cooled heat exchanger, specifically a plate heat exchanger. Then, it also includes two flow paths, namely a refrigerant flow path and a coolant flow path. The refrigerant flows in the refrigerant flow path, and the coolant flows in the coolant flow path. Heat exchange occurs between the coolant flow path and the refrigerant flow path. Since the refrigerant flow path of the third external heat exchanger 33 outside the vehicle is connected to the refrigerant heat exchange system, and the coolant flow path is connected to the battery thermal management flow path of the coolant heat exchange system, heat exchange between the refrigerant heat exchange system and the coolant heat exchange system can also be realized, which is convenient for indirectly cooling or heating the battery using the refrigerant heat exchange system and also for recovering the waste heat of the battery.

[0090] Among them, the first end of the refrigerant flow path of the third external heat exchanger 33 is connected to the second exhaust port 142 and the first suction port 151 in a switchable manner. Therefore, the first end of the refrigerant flow path of the third external heat exchanger 33 can be connected or disconnected from the second exhaust port 142, and the first end of the refrigerant flow path of the third external heat exchanger 33 can be connected or disconnected from the first suction port 151.

[0091] In this way, as Figure 15 shown, when the first exhaust port 141 is connected to the first end of the refrigerant flow path of the second sub-external heat exchanger 312, the first end of the refrigerant flow path of the third external heat exchanger 33 is connected to the first suction port 151, and the throttling device between the second end of the refrigerant flow path of the third external heat exchanger 33 and the second end of the second sub-external heat exchanger 312 plays a throttling role, the refrigerant discharged from the first exhaust port 141 can flow back to the first cylinder 12 through the second sub-external heat exchanger 312, the throttling device, and the third external heat exchanger 33, forming the twelfth refrigerant cycle. In the twelfth refrigerant cycle, the third external heat exchanger 33 serves as an evaporator and can be used to cool the battery thermal management flow path and absorb the heat in the battery thermal management flow path; while the second sub-external heat exchanger 312 serves as a condenser and releases heat to the external environment. Thus, battery cooling is achieved. Moreover, the twelfth refrigerant cycle and the tenth refrigerant cycle can operate simultaneously, thereby realizing the battery dual cooling mode, greatly improving the battery cooling efficiency, being conducive to meeting the heat dissipation requirements of battery super-fast charging, significantly increasing the heat dissipation amount, and thus solving the problem that the existing thermal management system cannot meet the heat dissipation requirements of battery fast charging. And the twelfth refrigerant cycle and the ninth refrigerant cycle can also operate simultaneously, as Figure 15 shown, thereby realizing the simultaneous cooling mode of the passenger compartment and the battery.

[0092] As Figure 14 shown, when the second exhaust port 142 is connected to the first end of the refrigerant flow path of the third external heat exchanger 33, the second suction port 152 is connected to the first end of the second sub-external heat exchanger 312, and the throttling device between the second end of the refrigerant flow path of the third external heat exchanger 33 and the second end of the second sub-external heat exchanger 312 plays a throttling role, the refrigerant discharged from the second exhaust port 142 can flow back to the second cylinder 13 through the third external heat exchanger 33, the throttling device, and the second sub-external heat exchanger 312, forming the thirteenth refrigerant cycle. In the thirteenth refrigerant cycle, the third external heat exchanger 33 serves as a condenser to heat the battery, and the second sub-external heat exchanger 312 serves as an evaporator to absorb heat from the external environment, thereby realizing the battery heating mode. Moreover, the thirteenth refrigerant cycle and the eleventh refrigerant cycle can operate simultaneously, as Figure 14 shown, thereby realizing the battery dual heating mode, significantly improving the battery heating efficiency, being conducive to quickly heating the battery to a suitable operating temperature under severe cold conditions, and further increasing the starting speed of the vehicle under severe cold conditions.

[0093] In an exemplary embodiment, as Figure 10 shown, the throttling device between the second end of the first in-vehicle heat exchanger 21 and the second end of the first sub-vehicle external heat exchanger 311 is the first electronic expansion valve 41, the throttling device between the second end of the second in-vehicle heat exchanger 22 and the second end of the second sub-vehicle external heat exchanger 312 is the second electronic expansion valve 42, the throttling device between the second end of the refrigerant flow path of the second external heat exchanger 32 and the second end of the first sub-vehicle external heat exchanger 311 is the third electronic expansion valve 43, and the throttling device between the second end of the refrigerant flow path of the third external heat exchanger 33 and the second end of the second sub-vehicle external heat exchanger 312 is the second electronic expansion valve 42. The throttling device between the second end of the first in-vehicle heat exchanger 21 and the second end of the refrigerant flow path of the second external heat exchanger 32 is the first electronic expansion valve 41 and the third electronic expansion valve 43.

[0094] In other words, the throttling device between the second end of the refrigerant flow path of the third external heat exchanger 33 and the second end of the second sub-vehicle external heat exchanger 312 is the same throttling device as the throttling device between the second end of the second in-vehicle heat exchanger 22 and the second end of the second sub-vehicle external heat exchanger 312.

[0095] By setting the throttling device between the second end of the first in-vehicle heat exchanger 21 and the second end of the first sub-vehicle external heat exchanger 311 as the first electronic expansion valve 41, throttling can be achieved, and the opening degree of the first electronic expansion valve 41 can be reduced to 0 to disconnect the connection between the second end of the first in-vehicle heat exchanger 21 and the second end of the first sub-vehicle external heat exchanger 311, realizing the function of a shut-off valve.

[0096] By setting the throttling device between the second end of the second in-vehicle heat exchanger 22 and the second end of the second sub-vehicle external heat exchanger 312 as the second electronic expansion valve 42, throttling can be achieved, and the opening degree of the second electronic expansion valve 42 can be reduced to 0 to disconnect the connection between the second end of the second in-vehicle heat exchanger 22 and the second end of the second sub-vehicle external heat exchanger 312, realizing the function of a shut-off valve.

[0097] By setting the throttling device between the second end of the refrigerant flow path of the second external heat exchanger 32 and the second end of the first sub-vehicle external heat exchanger 311 as the third electronic expansion valve 43, throttling can be achieved, and the opening degree of the third electronic expansion valve 43 can be reduced to 0 to disconnect the connection between the second end of the refrigerant flow path of the second external heat exchanger 32 and the second end of the first sub-vehicle external heat exchanger 311, realizing the function of a shut-off valve.

[0098] The throttling device between the second end of the refrigerant flow path of the third vehicle external heat exchanger 33 and the second end of the second sub-vehicle external heat exchanger 312 is also set as the second electronic expansion valve 42, which can achieve the throttling effect and can reduce the opening degree of the second electronic expansion valve 42 to 0 to disconnect the connection between the second end of the refrigerant flow path of the third vehicle external heat exchanger 33 and the second end of the second sub-vehicle external heat exchanger 312, realizing the function of a shut-off valve.

[0099] The throttling devices between the second end of the refrigerant flow path of the first vehicle internal heat exchanger 21 and the second vehicle external heat exchanger 32 are the first electronic expansion valve 41 and the third electronic expansion valve 43. Only one of them can play the throttling role, and the other remains fully open.

[0100] This can reduce the number of control valves and electronic expansion valves in the refrigerant heat exchange system, which is beneficial to simplifying the structure of the refrigerant heat exchange system, reducing costs, and simplifying the control logic.

[0101] In an exemplary embodiment, the first end of the first vehicle internal heat exchanger 21 is also connected to the first suction port 151 in a switchable manner. The first end of the first sub-vehicle external heat exchanger 311 is also connected to the first exhaust port 141 in a switchable manner.

[0102] Therefore, the first end of the first vehicle internal heat exchanger 21 can be connected or disconnected from the first suction port 151. The first end of the first sub-vehicle external heat exchanger 311 can be connected or disconnected from the first exhaust port 141. In this way, as Figure 18 shown, when the first exhaust port 141 is connected to the first end of the first sub-vehicle external heat exchanger 311, the first end of the first vehicle internal heat exchanger 21 is connected to the first suction port 151, and the throttling device between the second end of the first vehicle internal heat exchanger 21 and the second end of the first sub-vehicle external heat exchanger 311 plays the throttling role, the refrigerant discharged from the first exhaust port 141 can flow back to the first cylinder 12 through the first sub-vehicle external heat exchanger 311, the throttling device, and the first vehicle internal heat exchanger 21, forming the fourteenth refrigerant cycle. In the fourteenth refrigerant cycle, the first vehicle internal heat exchanger 21 is an evaporator to cool the passenger compartment; the first sub-vehicle external heat exchanger 311 is a condenser to release heat to the external environment. And the fourteenth refrigerant cycle and the seventh refrigerant cycle can operate simultaneously. As Figure 18 shown, at this time, the first vehicle internal heat exchanger 21 is an evaporator and the second vehicle internal heat exchanger 22 is a condenser. The air entering the passenger compartment can enter the passenger compartment after passing through the evaporator and the condenser. When the high-humidity air flows through the relatively low-temperature evaporator, the internal moisture can condense when it meets the cold, and when it flows through the relatively high-temperature condenser, it can evaporate when it is heated. Therefore, the humidity of the air entering the passenger compartment will be greatly reduced. Thus, the dehumidification mode of the passenger compartment can be realized, as Figure 18 shown.

[0103] In an exemplary embodiment, the first end of the refrigerant flow path of the second external heat exchanger 32 is also connected to the first suction port 151 in a switchable manner.

[0104] Therefore, the first end of the second external heat exchanger 32 and the first suction port 151 can be connected or disconnected. In this way, as Figure 19 shown, when the first exhaust port 141 is connected to the first end of the first sub-external heat exchanger 311, the first end of the second external heat exchanger 32 is connected to the first suction port 151, and the throttling device between the second end of the second external heat exchanger 32 and the second end of the first sub-external heat exchanger 311 exerts a throttling effect, the refrigerant discharged from the first exhaust port 141 can flow back to the first cylinder 12 through the first sub-external heat exchanger 311, the throttling device, and the second external heat exchanger 32, forming a fifteenth refrigerant cycle. In the fifteenth refrigerant cycle, the second external heat exchanger 32 serves as an evaporator to cool the battery; the first sub-external heat exchanger 311 serves as a condenser to release heat to the external environment. Moreover, the fifteenth refrigerant cycle, the fourteenth refrigerant cycle, and the seventh refrigerant cycle can operate simultaneously. As Figure 19 shown, at this time, the first internal heat exchanger 21 serves as an evaporator, the second internal heat exchanger 22 serves as a condenser, and the second external heat exchanger 32 serves as an evaporator, thereby realizing the mode of dehumidifying the passenger compartment and cooling the battery.

[0105] In an exemplary embodiment, the second end of the first internal heat exchanger 21 is also connected to the second end of the refrigerant flow path of the second external heat exchanger 32 in a switchable manner, and a throttling device is provided between the second end of the first internal heat exchanger 21 and the second end of the refrigerant flow path of the second external heat exchanger 32.

[0106] Therefore, the second end of the first internal heat exchanger 21 and the second end of the second external heat exchanger 32 can be connected or disconnected. In this way, as Figure 17 shown, when the first exhaust port 141 is connected to the first end of the first internal heat exchanger 21, the first end of the second external heat exchanger 32 is connected to the first suction port 151, the second end of the first internal heat exchanger 21 is connected to the second end of the second external heat exchanger 32, and the throttling device between the second end of the first internal heat exchanger 21 and the second end of the refrigerant flow path of the second external heat exchanger 32 exerts a throttling effect, the refrigerant discharged from the first exhaust port 141 can flow back to the first cylinder 12 through the first internal heat exchanger 21, the throttling device, and the second external heat exchanger 32, forming a sixteenth refrigerant cycle. In the sixteenth refrigerant cycle, the first internal heat exchanger 21 serves as a condenser to heat the passenger compartment, and the second external heat exchanger 32 serves as an evaporator to cool the battery and can absorb the heat of the battery thermal management flow path. Moreover, the sixteenth refrigerant cycle and the seventh refrigerant cycle can operate simultaneously. As Figure 17As shown, in this way, both the first in-vehicle heat exchanger 21 and the second in-vehicle heat exchanger 22 act as condensers to heat the passenger compartment, and the second in-vehicle heat exchanger 22 can recover the waste heat of the battery, thereby realizing the dual heating of the passenger compartment plus waste heat recovery mode.

[0107] In an exemplary embodiment, as Figure 1 and Figure 10 shown, the coolant heat exchange system includes a battery thermal management flow path, a motor thermal management flow path, and a radiator 83. The battery thermal management flow path includes: a battery heat exchange flow path 72 and a first water pump 71 connected in series. The motor thermal management flow path includes: a second water pump 81 and a motor heat exchange flow path 82 connected in series. The coolant heat exchange system is set to have at least a first mode and a second mode.

[0108] Based on the coolant heat exchange system operating in the first mode: the battery thermal management flow path is connected in series with the motor thermal management flow path, as Figure 9 and Figure 17 shown.

[0109] Based on the coolant heat exchange system operating in the second mode: the motor thermal management flow path is connected in parallel with the battery thermal management flow path, and the motor thermal management flow path is connected in series with the radiator 83, as Figure 8 and Figure 20 shown.

[0110] In the first mode, the battery thermal management flow path and the motor thermal management operate in series. The coolant can flow through the second water pump 81, the motor heat exchange flow path 82, the first water pump 71, the battery heat exchange flow path 72 in sequence, and then flow back to the second water pump 81 to form a coolant circulation. When the refrigerant heat exchange system further includes a second out-of-vehicle heat exchanger 32, the coolant can flow through the second water pump 81, the motor heat exchange flow path 82, the first water pump 71, the battery heat exchange flow path 72, the second out-of-vehicle heat exchanger 32 in sequence, and then flow back to the second water pump 81 to form a coolant circulation. When the refrigerant heat exchange system further includes a third out-of-vehicle heat exchanger 33, the coolant can flow through the second water pump 81, the motor heat exchange flow path 82, the first water pump 71, the battery heat exchange flow path 72, the second out-of-vehicle heat exchanger 32, the third out-of-vehicle heat exchanger 33 in sequence, and then flow back to the second water pump 81 to form a coolant circulation.

[0111] When the refrigerant heat exchange system is not working, the battery thermal management flow path and the motor thermal management operate in series, and the waste heat of the motor can be used to keep the battery warm; when the refrigerant heat exchange system operates in the dual heating mode of the passenger compartment at the same time, the second out-of-vehicle heat exchanger 32 is activated, and the dual heating of the passenger compartment plus waste heat recovery mode can be realized to recover the waste heat of the battery and the motor.

[0112] In the second mode, the battery thermal management flow path can operate independently. The coolant can flow through the first water pump 71 and the battery heat exchange flow path 72 in sequence and then return to the first water pump 71. When the refrigerant heat exchange system further includes a second external heat exchanger 32 of the vehicle, the coolant can flow through the first water pump 71, the battery heat exchange flow path 72, the second external heat exchanger 32 of the vehicle in sequence and then return to the first water pump 71, forming a coolant circulation. When the refrigerant heat exchange system further includes a third external heat exchanger 33 of the vehicle, the coolant can flow through the first water pump 71, the battery heat exchange flow path 72, the second external heat exchanger 32 of the vehicle, the third external heat exchanger 33 of the vehicle in sequence and then return to the first water pump 71, forming a coolant circulation. When the thermal management system operates in modes such as battery refrigeration mode, battery dual refrigeration mode, battery single heating mode, battery dual heating mode, simultaneous heating mode of the passenger compartment and the battery, simultaneous refrigeration mode of the passenger compartment and the battery, dehumidification of the passenger compartment plus battery cooling, etc., heating or cooling of the battery can be achieved. The motor thermal management flow path is connected in series with the radiator 83. The coolant can flow through the second water pump 81, the motor heat exchange flow path 82, the radiator 83 in sequence and then return to the second water pump 81, forming a coolant circulation. Thus, the radiator 83 can be used to cool the motor.

[0113] Wherein, the positions of the first water pump 71 and the battery heat exchange flow path 72 can be exchanged. In the second mode, the battery thermal management flow path and the motor thermal management flow path do not affect each other. One can operate while the other does not, or both can operate or both can stop operating.

[0114] In an exemplary embodiment, as Figure 1 and Figure 10 shown, the battery thermal management flow path further includes a heater 73 connected in series with the battery heat exchange flow path 72. The heater 73 is configured to heat the coolant. In this way, in the case where the refrigerant heat exchange system does not work, the heater 73 can also be used to heat the battery alone, and the heat generated by the heater 73 can also be transported to the refrigerant heat exchanger system by using a plate heat exchanger, and then the passenger compartment can be heated. The heater 73 can be a PTC heater.

[0115] The position of the heater 73 is not limited. For example: based on the compressor device including a single-suction double-row compressor 11, the heater 73 is located between the first water pump 71 and the battery heat exchange flow path 72, and the second external heat exchanger 32 of the vehicle is located between the battery heat exchange flow path 72 and the first water pump 71, then the first water pump 71, the heater 73, the battery heat exchange flow path 72, the second external heat exchanger 32 of the vehicle are connected in series in sequence; based on the compressor device including a double-suction double-row compressor or two single-suction single-row compressors, the heater 73 is located between the first water pump 71 and the second external heat exchanger 32 of the vehicle, and the battery heat exchange flow path 72, the first water pump 71, the heater 73, the second external heat exchanger 32 of the vehicle, the third external heat exchanger 33 of the vehicle are connected in series in sequence.

[0116] In this way, when the coolant heat exchange system operates in the first mode: for the solution where the compressor device includes a single-suction double-row compressor 11, the coolant sequentially flows through the second water pump 81, the motor heat exchange flow path 82, the first water pump 71, the heater 73, the battery heat exchange flow path 72, and the second out-of-vehicle heat exchanger 32, and then returns to the second water pump 81 to form a coolant circulation; for the solution where the compressor device includes a double-suction double-row compressor or two single-suction single-row compressors, the coolant sequentially flows through the second water pump 81, the motor heat exchange flow path 82, the battery heat exchange flow path 72, the first water pump 71, the heater 73, the second out-of-vehicle heat exchanger 32, the third out-of-vehicle heat exchanger 33, and then returns to the second water pump 81 to form a coolant circulation.

[0117] When the coolant heat exchange system operates in the second mode: for the solution where the compressor device includes a single-suction double-row compressor 11, when the battery thermal management flow path is operating, the coolant sequentially flows through the first water pump 71, the heater 73, the battery heat exchange flow path 72, and the second out-of-vehicle heat exchanger 32, and then returns to the first water pump 71 to form a coolant circulation; when the motor thermal management flow path and the radiator 83 are operating in series, the coolant sequentially flows through the second water pump 81, the motor heat exchange flow path 82, and the radiator 83, and then returns to the second water pump 81 to form a coolant circulation. For the solution where the compressor device includes a double-suction double-row compressor or two single-suction single-row compressors, when the battery thermal management flow path is operating, the coolant sequentially flows through the first water pump 71, the heater 73, the second out-of-vehicle heat exchanger 32, the third out-of-vehicle heat exchanger 33, and the battery heat exchange flow path 72, and then returns to the first water pump 71 to form a coolant circulation; when the motor thermal management flow path and the radiator 83 are operating in series, the coolant sequentially flows through the second water pump 81, the motor heat exchange flow path 82, and the radiator 83, and then returns to the second water pump 81 to form a coolant circulation.

[0118] In an exemplary embodiment, as Figure 1 and Figure 10 shown, the battery thermal management flow path may further include a first water tank 74, and the motor thermal management flow path may further include a second water tank 84, which play a role of overflow and make-up water in the system. A second fan 64 may also be provided near the radiator 83 to improve the heat exchange efficiency of the radiator 83.

[0119] The positions of the first water tank 74 and the second water tank 84 are not limited either, as long as they can play the role of overflow and make-up water to ensure the stable operation of the coolant heat exchange system.

[0120] The embodiment of the present application also provides a vehicle (not shown in the figure), including the thermal management system in any one of the above embodiments, and thus has all the above beneficial effects, which will not be elaborated here.

[0121] Two specific embodiments are introduced below.

[0122] Specific Embodiment 1 (asFigures 1 to 9 as shown

[0123] This specific embodiment can simultaneously perform thermal management on the passenger compartment, motor electric control, and battery, realizing multiple thermal management working modes. At the same time, a single-suction double-row compressor 11 is adopted, and a single-suction double-row thermal management system circuit is designed, which can effectively improve the working efficiency of the thermal management system, save battery energy consumption, and increase the driving range of the whole vehicle. The following is a detailed description with reference to the accompanying drawings.

[0124] As Figure 1 shown, this specific embodiment provides a thermal management system, including: a coolant heat exchange system and a refrigerant heat exchange system.

[0125] The refrigerant heat exchange system includes a single-suction double-row compressor 11, a first in-vehicle heat exchanger 21, a second in-vehicle heat exchanger 22, a first out-of-vehicle heat exchanger 31, and a first reversing valve device disposed on the refrigerant pipeline, which are connected by the refrigerant pipeline. The compressor device is provided with a suction port 15, a first discharge port 141, and a second discharge port 142.

[0126] The first end of the first in-vehicle heat exchanger 21 is connected to the first discharge port 141 in a switchable manner; the first end of the second in-vehicle heat exchanger 22 is connected to the second discharge port 142 in a switchable manner; the first end of the first out-of-vehicle heat exchanger 31 is connected to the suction port 15 in a switchable manner; a throttling device is provided between the second ends of the first in-vehicle heat exchanger 21 and the second in-vehicle heat exchanger 22 and the second end of the first out-of-vehicle heat exchanger 31.

[0127] The first end of the first in-vehicle heat exchanger 21 is connected to the suction port 15 in a switchable manner, and the first end of the first out-of-vehicle heat exchanger 31 is connected to the first discharge port 141 and the second discharge port 142 in a switchable manner.

[0128] The coolant heat exchange system includes a battery thermal management flow path. The refrigerant heat exchange system further includes: a second out-of-vehicle heat exchanger 32. The second out-of-vehicle heat exchanger 32 is a liquid-cooled heat exchanger, and the coolant flow path of the liquid-cooled heat exchanger is connected in series to the battery thermal management flow path; the first end of the refrigerant flow path of the second out-of-vehicle heat exchanger 32 is connected to the first discharge port 141 and the suction port 15 in a switchable manner, and a throttling device is provided between the second end of the refrigerant flow path of the second out-of-vehicle heat exchanger 32 and the second end of the first out-of-vehicle heat exchanger 31.

[0129] The throttling device between the second end of the first in-vehicle heat exchanger 21 and the second end of the first out-of-vehicle heat exchanger 31 is a first electronic expansion valve 41. The first electronic expansion valve 41 is also used to control the on-off between the second end of the first in-vehicle heat exchanger 21 and the second end of the first out-of-vehicle heat exchanger 31.

[0130] The throttling device between the second end of the second in-vehicle heat exchanger 22 and the second end of the first out-vehicle heat exchanger 31 is the second electronic expansion valve 42. The second electronic expansion valve 42 is also used to control the on-off between the second end of the second in-vehicle heat exchanger 22 and the second end of the first out-vehicle heat exchanger 31.

[0131] The throttling device between the second end of the refrigerant flow path of the second out-vehicle heat exchanger 32 and the second end of the first out-vehicle heat exchanger 31 is the third electronic expansion valve 43. The third electronic expansion valve 43 is also used to control the on-off between the second end of the refrigerant flow path of the second out-vehicle heat exchanger 32 and the second end of the first out-vehicle heat exchanger 31.

[0132] The control valve assembly includes: a first control valve 501, a second control valve 502, a third control valve 503, a fourth control valve 504, a fifth control valve 505, and a sixth control valve 506.

[0133] The first control valve 501 is set to control the on-off between the first exhaust port 141 and the first end of the first in-vehicle heat exchanger 21, and the on-off between the first exhaust port 141 and the first end of the second out-vehicle heat exchanger 32. The second control valve 502 is set to control the on-off between the second exhaust port 142 and the first end of the second in-vehicle heat exchanger 22. The third control valve 503 is set to control the on-off between the first exhaust port 141 and the first end of the first out-vehicle heat exchanger 31. The fourth control valve 504 is set to control the on-off between the second exhaust port 142 and the first end of the first out-vehicle heat exchanger 31. The fifth control valve 505 is set to control the on-off between the first end of the first out-vehicle heat exchanger 31 and the suction port 15. The sixth control valve 506 is set to control the on-off between the first in-vehicle heat exchanger 21 and the suction port 15 and the on-off between the second out-vehicle heat exchanger 32 and the suction port 15.

[0134] The refrigerant heat exchange system further includes a first fan 63 and a first gas-liquid separator 61. The first fan 63 is set to drive gas to flow into the occupant compartment heat exchanger. The first gas-liquid separator 61 is connected to the suction port 15.

[0135] The coolant heat exchange system includes a battery thermal management flow path, a motor thermal management flow path, a radiator 83, and a second reversing valve device. The battery thermal management flow path includes: a battery heat exchange flow path 72 and a first water pump 71 connected in series. The coolant flow path of the second out-vehicle heat exchanger 32 is connected in series with the battery heat exchange flow path 72. The motor thermal management flow path includes: a second water pump 81 and a motor heat exchange flow path 82 connected in series. The coolant heat exchange system is set to have at least a first mode and a second mode.

[0136] Based on the coolant heat exchange system operating in the first mode: the battery thermal management flow path is connected in series with the motor thermal management flow path.

[0137] The coolant heat exchange system operates in the second mode: the motor thermal management flow path and the battery thermal management flow path are in parallel, and the motor thermal management flow path is in series with the radiator 83.

[0138] The battery thermal management flow path further includes a heater 73 connected in series with the battery heat exchange flow path 72, and the heater 73 is configured to heat the coolant. The heater 73 is connected in series between the first water pump 71 and the battery heat exchange flow path 72. The battery heat exchange flow path 72 is connected in series between the heater 73 and the second external heat exchanger 32. The input end of the first water pump 71 forms the first end of the battery thermal management flow path, and the output end of the coolant flow path of the second external heat exchanger 32 forms the second end of the battery thermal management flow path. The input end of the second water pump 81 forms the first end of the motor thermal management flow path, and the second end of the motor heat exchange flow path 82 forms the second end of the motor thermal management flow path.

[0139] The second reversing valve device includes a three-way valve 91 and a four-way valve 92. The first end and the second end of the battery thermal management flow path are respectively connected to the first port and the second port of the four-way valve 92. The first end of the motor thermal management flow path is connected to the third port of the four-way valve 92. The second end of the motor thermal management flow path is connected to the first end of the radiator 83. The second end of the radiator 83 is connected to the first port of the three-way valve 91, the second port of the three-way valve 91 is connected to the second end of the motor thermal management flow path and the first end of the radiator 83, and the third port of the three-way valve 91 is connected to the fourth port of the four-way valve 92.

[0140] Therefore, the first port of the four-way valve 92 is connected to the input end of the first water pump 71, the second port of the four-way valve 92 is connected to the output end of the coolant flow path of the second external heat exchanger 32, the third port of the four-way valve 92 is connected to the input end of the second water pump 81, and the fourth port of the four-way valve 92 is connected to the third port of the three-way valve 91. The second end of the motor heat exchange flow path 82 is connected to the first end of the radiator 83, and the second end of the motor heat exchange flow path 82 and the first end of the radiator 83 are connected to the second port of the three-way valve 91. The second end of the radiator 83 is connected to the first port of the three-way valve 91.

[0141] When the coolant heat exchange system operates in the first mode, the first port of the four-way valve 92 is connected to the fourth port of the four-way valve 92, the second port of the four-way valve 92 is connected to the third port of the four-way valve 92, and the second port of the three-way valve 91 is connected to the third port of the three-way valve 91. Therefore, the coolant can flow through the second water pump 81, the motor heat exchange flow path 82, the three-way valve 91, the four-way valve 92, the first water pump 71, the heater 73, the battery heat exchange flow path 72, the second external heat exchanger 32, the four-way valve 92 in sequence, and flow back to the second water pump 81 to form a coolant circulation.

[0142] When the coolant heat exchange system operates in the second mode, the first port of the four-way valve 92 communicates with the second port of the four-way valve 92, the third port of the four-way valve 92 communicates with the fourth port of the four-way valve 92, and the first port of the three-way valve 91 communicates with the third port of the three-way valve 91. Therefore, when the battery thermal management flow path operates, the coolant can flow through the first water pump 71, the heater 73, the battery heat exchange flow path 72, the second external heat exchanger 32, and the four-way valve 92 in sequence, and then flow back to the first water pump 71 to form a coolant circulation. When the motor thermal management flow path and the radiator 83 operate in series, the coolant can flow through the second water pump 81, the motor heat exchange flow path 82, the radiator 83, the three-way valve 91, and the four-way valve 92 in sequence, and then flow back to the second water pump 81 to form a coolant circulation.

[0143] In some embodiments, the second reversing valve device can also directly use a five-way valve to replace the above three-way valve 91 and four-way valve 92.

[0144] The battery thermal management flow path may further include a first water tank 74, and the motor thermal management flow path may further include a second water tank 84. A second fan 64 may also be provided near the radiator 83 to improve the heat exchange efficiency of the radiator 83.

[0145] The thermal management system has at least the following working modes, and the specific working principles are as follows:

[0146] Occupant compartment dual heating mode (as Figure 2 shown): The first refrigerant cycle and the second refrigerant cycle operate simultaneously. In the first refrigerant cycle, the refrigerant flows through the first exhaust port 141, the first control valve 501, the first in-vehicle heat exchanger 21, the first electronic expansion valve 41, the first external heat exchanger 31, the fifth control valve 505, the first gas-liquid separator 61, and the suction port 15 in sequence. In the second refrigerant cycle, the refrigerant flows through the second exhaust port 142, the second control valve 502, the second in-vehicle heat exchanger 22, the second electronic expansion valve 42, the first external heat exchanger 31, the fifth control valve 505, the first gas-liquid separator 61, and the suction port 15 in sequence. In the first refrigerant cycle and the second refrigerant cycle, since both the first in-vehicle heat exchanger 21 and the second in-vehicle heat exchanger 22 are condensers and both heat the occupant compartment, the occupant compartment dual heating mode is realized.

[0147] Occupant compartment cooling mode (as Figure 3As shown in the figure: The third refrigerant cycle operates. In the third refrigerant cycle, the refrigerant discharged from the first exhaust port 141 enters the first outdoor heat exchanger 31 through the third control valve 503, and the refrigerant discharged from the second exhaust port 142 enters the first outdoor heat exchanger 31 through the fourth control valve 504. The refrigerant flowing out of the first outdoor heat exchanger 31 sequentially flows through the first electronic expansion valve 41, the first indoor heat exchanger 21, the sixth control valve 506, the first gas-liquid separator 61, and the suction port 15. In the third refrigerant cycle, since the first indoor heat exchanger 21 is an evaporator, it cools the passenger compartment, thereby realizing the passenger compartment cooling mode.

[0148] Battery cooling mode (as Figure 4 As shown in the figure: The fourth refrigerant cycle operates, and the battery thermal management flow path operates. In the fourth refrigerant cycle, the refrigerant discharged from the first exhaust port 141 enters the first outdoor heat exchanger 31 through the third control valve 503, and the refrigerant discharged from the second exhaust port 142 enters the first outdoor heat exchanger 31 through the fourth control valve 504. The refrigerant flowing out of the first outdoor heat exchanger 31 sequentially flows through the third electronic expansion valve 43, the second outdoor heat exchanger 32, the sixth control valve 506, the first gas-liquid separator 61, and the suction port 15. When the battery thermal management flow path operates, the coolant sequentially flows through the first water pump 71, the heater 73, the battery heat exchange flow path 72, the second outdoor heat exchanger 32, and the four-way valve 92, and then returns to the first water pump 71. In the fourth refrigerant cycle, since the second outdoor heat exchanger 32 is an evaporator, it delivers cold to the battery thermal management flow path and absorbs the battery heat, thereby realizing the battery cooling mode.

[0149] Passenger compartment and battery simultaneous cooling mode (as Figure 5 As shown in the figure: The third refrigerant cycle and the fourth refrigerant cycle operate simultaneously, and the battery thermal management flow path operates. In the third refrigerant cycle, the first indoor heat exchanger 21 cools the passenger compartment. In the fourth refrigerant cycle, the second outdoor heat exchanger 32 cools the battery, thereby realizing the passenger compartment and battery simultaneous cooling mode. The specific flow directions of the third refrigerant cycle, the fourth refrigerant cycle, and the battery thermal management flow path will not be elaborated here.

[0150] Passenger compartment and battery simultaneous heating mode (as Figure 6As shown in the figure: The second refrigerant cycle and the fifth refrigerant cycle operate simultaneously, and the battery thermal management flow path operates. In the fifth refrigerant cycle, the refrigerant flows through the first exhaust port 141, the first control valve 501, the second external heat exchanger 32, the third electronic expansion valve 43, the first external heat exchanger 31, the fifth control valve 505, the first gas-liquid separator 61, and the suction port 15 in sequence. When the battery thermal management flow path operates, the coolant flows through the first water pump 71, the heater 73, the battery heat exchange flow path 72, the second external heat exchanger 32, and the four-way valve 92 in sequence, and then returns to the first water pump 71. In the second refrigerant cycle, the second internal heat exchanger 22 serves as a condenser to heat the passenger compartment; in the fifth refrigerant cycle, the second external heat exchanger 32 serves as a condenser to transfer heat to the battery thermal management flow path and heat the battery, thereby realizing the simultaneous heating mode of the passenger compartment and the battery. As for the specific flow directions of the second refrigerant cycle and the battery thermal management flow path, they will not be elaborated here.

[0151] Single battery heating mode (as Figure 7 shown in the figure): The battery thermal management flow path operates, and the coolant flows through the first water pump 71, the heater 73, the battery heat exchange flow path 72, the second external heat exchanger 32, and the four-way valve 92 in sequence, and then returns to the first water pump 71. Moreover, the heater 73 is turned on. The heater 73 serves as a heat source to heat the coolant and transfer heat to the battery through the coolant.

[0152] Motor cooling mode (as Figure 8 shown in the figure): The motor thermal management flow path and the radiator 83 operate. The coolant flows through the second water pump 81, the motor heat exchange flow path 82, the radiator 83, the three-way valve 91, and the four-way valve 92 in sequence, and then returns to the second water pump 81. The radiator 83 can exchange heat with the external environment and transfer the heat generated by the motor to the external environment to achieve the cooling function of the motor.

[0153] Motor waste heat insulation battery mode (as Figure 9 shown in the figure): The battery thermal management flow path and the motor thermal management flow path operate in series. The coolant flows through the second water pump 81, the motor heat exchange flow path 82, the three-way valve 91, the four-way valve 92, the first water pump 71, the heater 73, the battery heat exchange flow path 72, the second external heat exchanger 32, and the four-way valve 92 in sequence, and then returns to the second water pump 81.

[0154] The thermal management system provided by this specific embodiment has the following beneficial effects:

[0155] 1) The system uses a single-suction double-row compressor 11, which greatly improves the heating efficiency on the premise of ensuring the various functions of the thermal management system.

[0156] 2) Through the design of the refrigerant circuit, only six solenoid valves and three electronic expansion valves are used to achieve the single-suction double-row operation of the thermal management system in each heating mode, improving the low-temperature operation efficiency of the system.

[0157] 3) During heating, both the first in-vehicle heat exchanger 21 (which can also be called the in-vehicle evaporator) and the second in-vehicle heat exchanger 22 (which can also be called the in-vehicle condenser) are used for heating, improving the operating efficiency of the system.

[0158] 4) Without changing the system architecture and the number of valves, this system can replace the single-suction double-row compressor 11 with two compressors. By switching the valves, the operation can be switched between the dual-compressor and single-compressor modes, effectively comparing the performance of the two systems during testing.

[0159] 5) During heating in the passenger compartment, both the in-vehicle evaporator and the in-vehicle condenser are used for heating, and their condensation pressures can be differentiated according to the air temperature gradient, effectively reducing the heat transfer temperature difference between the air and the refrigerant, and improving the heating energy efficiency by using the principle of cascaded heat transfer.

[0160] 6) When heating the passenger compartment and the battery simultaneously, the in-vehicle condenser is used to heat the passenger compartment, and the second out-of-vehicle heat exchanger 32 (plate heat exchanger) is used to heat the battery. Similarly, the condensation pressure can be differentiated according to the inlet air temperature of the passenger compartment and the battery water temperature, effectively reducing the heat transfer temperature differences between the air, water and the refrigerant, and improving the heating energy efficiency by using the principle of cascaded heat transfer.

[0161] Specific Embodiment 2 (as Figures 10 to 21 shown)

[0162] This specific embodiment can simultaneously perform thermal management on the passenger compartment, the motor and its electronic control unit, and the battery, realizing multiple thermal management working modes. At the same time, a dual-compressor or a double-suction double-row compressor is adopted, and a double-suction double-row thermal management system circuit is designed to utilize the temperature in a cascaded manner, effectively improving the working efficiency of the thermal management system, saving battery energy consumption, and increasing the driving range of the whole vehicle. The following is a specific description with reference to the accompanying drawings.

[0163] As Figure 10 shown, this specific embodiment provides a thermal management system, including: a coolant heat exchange system and a refrigerant heat exchange system.

[0164] The refrigerant heat exchange system includes a compressor device, a first in-vehicle heat exchanger 21, a second in-vehicle heat exchanger 22, a first out-of-vehicle heat exchanger 31 connected by refrigerant pipelines, and a first reversing valve device provided in the refrigerant pipelines. The compressor device has a suction port 15 and an exhaust port. The suction port 15 includes a first suction port 151 and a second suction port 152, and the exhaust port includes a first exhaust port 141 and a second exhaust port 142; the first suction port 151 and the first exhaust port 141 are provided in the first cylinder 12, and the second suction port 152 and the second exhaust port 142 are provided in the second cylinder 13.

[0165] The compressor device includes two single-suction single-discharge compressors or a double-suction double-discharge compressor.

[0166] Among them, the first out-of-vehicle heat exchanger 31 includes a first sub-out-of-vehicle heat exchanger 311 and a second sub-out-of-vehicle heat exchanger 312.

[0167] The first end of the first in-vehicle heat exchanger 21 is connected to the first exhaust port 141 in a switchable manner; the first end of the second in-vehicle heat exchanger 22 is connected to the second exhaust port 142 in a switchable manner; the first end of the first sub-out-of-vehicle heat exchanger 311 is connected to the first suction port 151 in a switchable manner, and a throttling device is provided between the second end of the first in-vehicle heat exchanger 21 and the second end of the first sub-out-of-vehicle heat exchanger 311; the first end of the second sub-out-of-vehicle heat exchanger 312 is connected to the second suction port 152 in a switchable manner, and a throttling device is provided between the second end of the second in-vehicle heat exchanger 22 and the second end of the second sub-out-of-vehicle heat exchanger 312.

[0168] The first end of the second in-vehicle heat exchanger 22 is also connected to the first suction port 151 in a switchable manner, and the first end of the first in-vehicle heat exchanger 21 is also connected to the second suction port 152 in a switchable manner.

[0169] The coolant heat exchange system includes a battery thermal management flow path. The refrigerant heat exchange system further includes: a second out-of-vehicle heat exchanger 32. The second out-of-vehicle heat exchanger 32 is a liquid-cooled heat exchanger, and the coolant flow path of the liquid-cooled heat exchanger is connected in series to the battery thermal management flow path. The first end of the refrigerant flow path of the second out-of-vehicle heat exchanger 32 is connected to the first exhaust port 141 and the second suction port 152 in a switchable manner, and a throttling device is provided between the second end of the refrigerant flow path of the second out-of-vehicle heat exchanger 32 and the second end of the first sub-out-of-vehicle heat exchanger 311.

[0170] The refrigerant heat exchange system further includes: a third out-of-vehicle heat exchanger 33. The third out-of-vehicle heat exchanger 33 is a liquid-cooled heat exchanger, and the coolant flow path of the third out-of-vehicle heat exchanger 33 is connected in series to the battery thermal management flow path of the coolant heat exchange system; the first end of the refrigerant flow path of the third out-of-vehicle heat exchanger 33 is connected to the second exhaust port 142 and the first suction port 151 in a switchable manner, and a throttling device is provided between the second end of the refrigerant flow path of the third out-of-vehicle heat exchanger 33 and the second end of the second sub-out-of-vehicle heat exchanger 312.

[0171] The first end of the first in-vehicle heat exchanger 21 is also connected to the first suction port 151 in a switchable manner; the first end of the first sub-out-of-vehicle heat exchanger 311 is also connected to the first exhaust port 141 in a switchable manner.

[0172] The first end of the refrigerant flow path of the second out-of-vehicle heat exchanger 32 is also connected to the first suction port 151 in a switchable manner.

[0173] The second end of the first in-vehicle heat exchanger 21 is also connected to the second end of the refrigerant flow path of the second out-of-vehicle heat exchanger 32 in a switchable manner, and a throttling device is provided between the second end of the first in-vehicle heat exchanger 21 and the second end of the refrigerant flow path of the second out-of-vehicle heat exchanger 32.

[0174] The throttling device between the second end of the first in-vehicle heat exchanger 21 and the second end of the first sub-out-of-vehicle heat exchanger 311 is the first electronic expansion valve 41.

[0175] The throttling device between the second end of the second in-vehicle heat exchanger 22 and the second end of the second sub-out-of-vehicle heat exchanger 312 is the second electronic expansion valve 42.

[0176] The throttling device between the second end of the refrigerant flow path of the second out-of-vehicle heat exchanger 32 and the second end of the first sub-out-of-vehicle heat exchanger 311 is the third electronic expansion valve 43.

[0177] The throttling device between the second end of the refrigerant flow path of the third out-of-vehicle heat exchanger 33 and the second end of the second sub-out-of-vehicle heat exchanger 312 is the second electronic expansion valve 42.

[0178] The throttling device between the second end of the first in-vehicle heat exchanger 21 and the second end of the refrigerant flow path of the second out-of-vehicle heat exchanger 32 is the first electronic expansion valve 41 and the third electronic expansion valve 43, but only one of them can play a throttling role between the second end of the first in-vehicle heat exchanger 21 and the second end of the refrigerant flow path of the second out-of-vehicle heat exchanger 32, and the other remains fully open.

[0179] The first reversing valve device includes: the seventh control valve 507, the eighth control valve 508, the ninth control valve 509, the tenth control valve 510, the eleventh control valve 511, the twelfth control valve 512, the thirteenth control valve 513, the fourteenth control valve 514, the fifteenth control valve 515, the sixteenth control valve 516, the seventeenth control valve 517, the eighteenth control valve 518, the nineteenth control valve 519, the twentieth control valve 520, the twenty-first control valve 521.

[0180] The seventh control valve 507 is arranged to control the on-off between the first exhaust port 141 and the first end of the first in-vehicle heat exchanger 21.

[0181] The eighth control valve 508 is arranged to control the on-off between the second exhaust port 142 and the first end of the second in-vehicle heat exchanger 22.

[0182] The ninth control valve 509 is arranged to control the on-off between the first end of the first sub-out-of-vehicle heat exchanger 311 and the first suction port 151.

[0183] The tenth control valve 510 is arranged to control the on-off between the first end of the second sub-out-of-vehicle heat exchanger 312 and the second suction port 152.

[0184] The eleventh control valve 511 is configured to control the connection and disconnection between the first exhaust port 141 and the first end of the second external heat exchanger 312 of the secondary vehicle.

[0185] The twelfth control valve 512 is configured to control the connection and disconnection between the second exhaust port 142 and the first end of the first external heat exchanger 311 of the secondary vehicle.

[0186] The thirteenth control valve 513 and the fifteenth control valve 515 are configured to control the connection and disconnection between the first suction port 151 and the first end of the first internal heat exchanger 21 of the vehicle.

[0187] The fourteenth control valve 514 and the fifteenth control valve 515 are configured to control the connection and disconnection between the first suction port 151 and the first end of the refrigerant flow path of the second external heat exchanger 32 of the vehicle.

[0188] The thirteenth control valve 513 and the sixteenth control valve 516 are configured to control the connection and disconnection between the second suction port 152 and the first end of the first internal heat exchanger 21 of the vehicle.

[0189] The fourteenth control valve 514 and the sixteenth control valve 516 are configured to control the connection and disconnection between the second suction port 152 and the first end of the refrigerant flow path of the second external heat exchanger 32 of the vehicle.

[0190] The seventeenth control valve 517 and the seventh control valve 507 are configured to control the connection and disconnection between the first exhaust port 141 and the first end of the refrigerant flow path of the second external heat exchanger 32 of the vehicle. Among them, the seventeenth control valve 517 can be omitted. When the first electronic expansion valve 41 is closed and the third electronic expansion valve 43 is opened, the refrigerant discharged from the first exhaust port 141 will not enter the first internal heat exchanger 21 but enter the second external heat exchanger 32. Therefore, the seventeenth control valve 517 can be omitted.

[0191] The eighteenth control valve 518 is configured to control the connection and disconnection between the second end of the second internal heat exchanger 22 and the second electronic expansion valve 42, and to control the connection and disconnection between the second end of the second internal heat exchanger 22 and the second end of the refrigerant flow path of the third external heat exchanger 33.

[0192] The nineteenth control valve 519 and the eighth control valve 508 are configured to control the connection and disconnection between the second exhaust port 142 and the first end of the refrigerant flow path of the third external heat exchanger 33.

[0193] The nineteenth control valve 519 and the twentieth control valve 520 are configured to control the connection and disconnection between the first suction port 151 and the first end of the refrigerant flow path of the third external heat exchanger 33.

[0194] The twenty - first control valve 521 is configured to control the connection and disconnection between the first exhaust port 141 and one end of the first external heat exchanger 311 of the secondary vehicle.

[0195] The refrigerant heat exchange system further includes a first blower 63, a first gas-liquid separator 61, and a second gas-liquid separator 62. The first blower 63 is arranged to drive gas to flow into the occupant compartment heat exchanger. The first gas-liquid separator 61 is connected to the first suction port 151. The second gas-liquid separator 62 is connected to the second suction port 152.

[0196] The coolant heat exchange system includes a battery thermal management flow path, a motor thermal management flow path, a radiator 83, and a second reversing valve device. The battery thermal management flow path includes: a battery heat exchange flow path 72 and a first water pump 71 connected in series. The coolant flow paths of the second outboard heat exchanger 32 and the third outboard heat exchanger 33 are connected in series with the battery heat exchange flow path 72. The motor thermal management flow path includes: a second water pump 81 and a motor heat exchange flow path 82 connected in series. The coolant heat exchange system is arranged to have at least a first mode and a second mode.

[0197] Based on the coolant heat exchange system operating in the first mode: the battery thermal management flow path is connected in series with the motor thermal management flow path.

[0198] Based on the coolant heat exchange system operating in the second mode: the motor thermal management flow path is connected in parallel with the battery thermal management flow path, and the motor thermal management flow path is connected in series with the radiator 83.

[0199] The battery thermal management flow path further includes a heater 73 connected in series with the battery heat exchange flow path 72. The heater 73 is arranged to heat the coolant. The heater 73 is connected in series between the first water pump 71 and the second outboard heat exchanger 32. The first water pump 71 is connected in series between the battery heat exchange flow path 72 and the heater 73. The input end of the battery heat exchange flow path 72 forms the first end of the battery thermal management flow path, and the output end of the coolant flow path of the third outboard heat exchanger 33 forms the second end of the battery thermal management flow path. The input end of the second water pump 81 forms the first end of the motor thermal management flow path, and the second end of the motor heat exchange flow path 82 forms the second end of the motor thermal management flow path.

[0200] The second reversing valve device includes a three-way valve 91 and a four-way valve 92. The first end and the second end of the battery thermal management flow path are respectively communicated with the first port and the second port of the four-way valve 92. The first end of the motor thermal management flow path is communicated with the third port of the four-way valve 92. The second end of the motor thermal management flow path is communicated with the first end of the radiator 83. The second end of the radiator 83 is communicated with the first port of the three-way valve 91. The second port of the three-way valve 91 is communicated with the second end of the motor thermal management flow path and the first end of the radiator 83. The third port of the three-way valve 91 is communicated with the fourth port of the four-way valve 92.

[0201] Therefore, the first port of the four-way valve 92 is communicated with the input end of the battery heat exchange flow path 72, the second port of the four-way valve 92 is communicated with the output end of the coolant flow path of the third out-of-vehicle heat exchanger 33, the third port of the four-way valve 92 is communicated with the input end of the second water pump 81, and the fourth port of the four-way valve 92 is communicated with the third port of the three-way valve 91. The second end of the motor heat exchange flow path 82 is communicated with the first end of the radiator 83, and the second end of the motor heat exchange flow path 82 and the first end of the radiator 83 are communicated with the second port of the three-way valve 91. The second end of the radiator 83 is communicated with the first port of the three-way valve 91.

[0202] When the coolant heat exchange system operates in the first mode, the first port of the four-way valve 92 is communicated with the fourth port of the four-way valve 92, the second port of the four-way valve 92 is communicated with the third port of the four-way valve 92, and the second port of the three-way valve 91 is communicated with the third port of the three-way valve 91. Therefore, the coolant can flow through the second water pump 81, the motor heat exchange flow path 82, the three-way valve 91, the four-way valve 92, the battery heat exchange flow path 72, the first water pump 71, the heater 73, the second out-of-vehicle heat exchanger 32, the third out-of-vehicle heat exchanger 33, and the four-way valve 92 in sequence, and then flow back to the second water pump 81 to form a coolant circulation.

[0203] When the coolant heat exchange system operates in the second mode, one port of the four-way valve 92 is communicated with the second port of the four-way valve 92, the third port of the four-way valve 92 is communicated with the fourth port of the four-way valve 92, and the first port of the three-way valve 91 is communicated with the third port of the three-way valve 91. Therefore, when the battery heat management flow path operates, the coolant can flow through the first water pump 71, the heater 73, the second out-of-vehicle heat exchanger 32, the third out-of-vehicle heat exchanger 33, the four-way valve 92, and the battery heat exchange flow path 72 in sequence, and then flow back to the first water pump 71 to form a coolant circulation. When the motor heat management flow path and the radiator 83 operate in series, the coolant can flow through the second water pump 81, the motor heat exchange flow path 82, the radiator 83, the three-way valve 91, and the four-way valve 92 in sequence, and then flow back to the second water pump 81 to form a coolant circulation.

[0204] The heat management system has at least the following working modes, and the specific working principles are as follows:

[0205] Double heating mode for the passenger compartment (such as Figure 11As shown in the figure: The sixth refrigerant cycle and the seventh refrigerant cycle operate simultaneously. In the sixth refrigerant cycle, the refrigerant sequentially flows through the first exhaust port 141, the seventh control valve 507, the first in-vehicle heat exchanger 21, the first electronic expansion valve 41, the first sub-outdoor heat exchanger 311, the ninth control valve 509, and the first suction port 151. In the seventh refrigerant cycle, the refrigerant sequentially flows through the second exhaust port 142, the eighth control valve 508, the second in-vehicle heat exchanger 22, the eighteenth control valve 518, the second electronic expansion valve 42, the second sub-outdoor heat exchanger 312, the tenth control valve 510, and the second suction port 152. In the sixth refrigerant cycle and the seventh refrigerant cycle, both the first in-vehicle heat exchanger 21 and the second in-vehicle heat exchanger 22 are condensers to heat the occupant compartment, thereby realizing the dual heating mode for the occupant compartment.

[0206] Dual cooling mode for the occupant compartment (as Figure 12 shown in the figure): The eighth refrigerant cycle and the ninth refrigerant cycle operate simultaneously. In the eighth refrigerant cycle, the refrigerant sequentially flows through the first exhaust port 141, the eleventh control valve 511, the second sub-outdoor heat exchanger 312, the second electronic expansion valve 42, the eighteenth control valve 518, the second in-vehicle heat exchanger 22, the twentieth control valve 520, and the first suction port 151. In the ninth refrigerant cycle, the refrigerant sequentially flows through the second exhaust port 142, the twelfth control valve 512, the first sub-outdoor heat exchanger 311, the first electronic expansion valve 41, the first in-vehicle heat exchanger 21, the thirteenth control valve 513, the sixteenth control valve 516, and the second suction port 152. In the eighth refrigerant cycle and the ninth refrigerant cycle, both the first in-vehicle heat exchanger 21 and the second in-vehicle heat exchanger 22 are evaporators to cool the occupant compartment, thereby realizing the dual cooling mode for the occupant compartment.

[0207] Dual cooling mode for the battery (as Figure 13 shown in the figure): The tenth refrigerant cycle and the twelfth refrigerant cycle operate simultaneously. In the tenth refrigerant cycle, the refrigerant sequentially flows through the second exhaust port 142, the twelfth control valve 512, the first sub-outdoor heat exchanger 311, the third electronic expansion valve 43, the second outdoor heat exchanger 32, the fourteenth control valve 514, the sixteenth control valve 516, and the second suction port 152. In the twelfth refrigerant cycle, the refrigerant sequentially flows through the first exhaust port 141, the eleventh control valve 511, the second sub-outdoor heat exchanger 312, the second electronic expansion valve 42, the third outdoor heat exchanger 33, the nineteenth control valve 519, the twentieth control valve 520, and the first suction port 151. The battery thermal management flow path operates, and the coolant sequentially flows through the first water pump 71, the heater 73, the second outdoor heat exchanger 32, the third outdoor heat exchanger 33, the four-way valve 92, and the battery heat exchange flow path 72, and then returns to the first water pump 71. In the tenth refrigerant cycle and the twelfth refrigerant cycle, both the second outdoor heat exchanger 32 and the third outdoor heat exchanger 33 are evaporators to cool the battery, thereby realizing the dual cooling mode for the battery.

[0208] Dual heating mode of battery (as Figure 14 shown): The eleventh refrigerant cycle and the thirteenth refrigerant cycle operate simultaneously. In the eleventh refrigerant cycle, the refrigerant flows through the first exhaust port 141, the seventh control valve 507, the seventeenth control valve 517, the second outdoor heat exchanger 32, the third electronic expansion valve 43, the first sub-outdoor heat exchanger 311, the ninth control valve 509, and the first suction port 151 in sequence. In the thirteenth refrigerant cycle, the refrigerant flows through the second exhaust port 142, the eighth control valve 508, the nineteenth control valve 519, the third outdoor heat exchanger 33, the second electronic expansion valve 42, the second sub-outdoor heat exchanger 312, the tenth control valve 510, and the second suction port 152 in sequence. The battery thermal management flow path operates, and the coolant flows through the first water pump 71, the heater 73, the second outdoor heat exchanger 32, the third outdoor heat exchanger 33, the four-way valve 92, and the battery heat exchange flow path 72 in sequence, and then returns to the first water pump 71. In the eleventh refrigerant cycle and the thirteenth refrigerant cycle, both the second outdoor heat exchanger 32 and the third outdoor heat exchanger 33 are condensers to heat the battery, thereby realizing the dual heating mode of the battery.

[0209] Simultaneous refrigeration mode of passenger compartment and battery (as Figure 15 shown): The twelfth refrigerant cycle and the ninth refrigerant cycle operate simultaneously. The battery thermal management flow path operates, and the coolant flows through the first water pump 71, the heater 73, the second outdoor heat exchanger 32, the third outdoor heat exchanger 33, the four-way valve 92, and the battery heat exchange flow path 72 in sequence, and then returns to the first water pump 71. In the ninth refrigerant cycle, the first indoor heat exchanger 21 is an evaporator to refrigerate the passenger compartment. In the twelfth refrigerant cycle, the third outdoor heat exchanger 33 is an evaporator to refrigerate the passenger compartment, thereby realizing the simultaneous refrigeration mode of the passenger compartment and the battery.

[0210] Simultaneous heating mode of passenger compartment and battery (as Figure 16 shown): The seventh refrigerant cycle and the eleventh refrigerant cycle operate simultaneously. The battery thermal management flow path operates, and the coolant flows through the first water pump 71, the heater 73, the second outdoor heat exchanger 32, the third outdoor heat exchanger 33, the four-way valve 92, and the battery heat exchange flow path 72 in sequence, and then returns to the first water pump 71. In the seventh refrigerant cycle, the second indoor heat exchanger 22 is a condenser to heat the passenger compartment. In the eleventh refrigerant cycle, the second outdoor heat exchanger 32 is a condenser to heat the battery, thereby realizing the simultaneous heating mode of the passenger compartment and the battery.

[0211] Dual heating and waste heat recovery mode of passenger compartment (as Figure 17As shown in the figure: The seventh refrigerant cycle and the sixteenth refrigerant cycle operate simultaneously. In the sixteenth refrigerant cycle, the refrigerant flows through the first exhaust port 141, the seventh control valve 507, the first in-vehicle heat exchanger 21, the first electronic expansion valve 41, the third electronic expansion valve 43, the second out-of-vehicle heat exchanger 32, the fourteenth control valve 514, the fifteenth control valve 515, and the first suction port 151 in sequence. The battery thermal management flow path and the motor thermal management flow path operate in series. The coolant flows through the second water pump 81, the motor heat exchange flow path 82, the three-way valve 91, the four-way valve 92, the battery heat exchange flow path 72, the first water pump 71, the heater 73, the second out-of-vehicle heat exchanger 32, the third out-of-vehicle heat exchanger 33, and the four-way valve 92 in sequence, and then flows back to the second water pump 81. In the seventh refrigerant cycle, the second in-vehicle heat exchanger 22 serves as a condenser to heat the passenger compartment. In the sixteenth refrigerant cycle, the first out-of-vehicle heat exchanger 31 serves as a condenser to heat the passenger compartment; the second out-of-vehicle heat exchanger 32 serves as an evaporator. Since the battery thermal management flow path and the motor thermal management flow path operate in series, the first out-of-vehicle heat exchanger 31 can recover the waste heat of the motor and the battery, thereby realizing the double heating and waste heat recovery mode of the passenger compartment.

[0212] The dehumidification mode (as Figure 18 shown in the figure): The fourteenth refrigerant cycle and the seventh refrigerant cycle operate simultaneously. In the fourteenth refrigerant cycle, the refrigerant flows through the first exhaust port 141, the twenty-first control valve 521, the first sub-out-of-vehicle heat exchanger 311, the first electronic expansion valve 41, the first in-vehicle heat exchanger 21, the thirteenth control valve 513, the fifteenth control valve 515, and the first suction port 151 in sequence. In the seventh refrigerant cycle, the second in-vehicle heat exchanger 22 serves as a condenser to heat the passenger compartment; in the fourteenth refrigerant cycle, the first in-vehicle heat exchanger 21 serves as an evaporator to cool the passenger compartment. The air flows through the evaporator and the condenser in sequence and then enters the passenger compartment, and the humidity is greatly reduced, thereby realizing the dehumidification mode.

[0213] The dehumidification plus battery cooling mode (as Figure 19As shown in the figure: The fifteenth refrigerant cycle, the fourteenth refrigerant cycle, and the seventh refrigerant cycle operate simultaneously. In the fifteenth refrigerant cycle, the refrigerant flows through the first exhaust port 141, the twenty-first control valve 521, the first external heat exchanger for the sub-vehicle 311, the third electronic expansion valve 43, the second external heat exchanger 32, the fourteenth control valve 514, the fifteenth control valve 515, and the first suction port 151 in sequence. The battery thermal management flow path operates, and the coolant flows through the first water pump 71, the heater 73, the second external heat exchanger 32, the third external heat exchanger 33, the four-way valve 92, and the battery heat exchange flow path 72 in sequence, and then returns to the first water pump 71. In the seventh refrigerant cycle, the second internal heat exchanger 22 serves as a condenser to heat the passenger compartment; in the fourteenth refrigerant cycle, the first internal heat exchanger 21 serves as an evaporator to cool the passenger compartment; the air flows through the evaporator and the condenser and then enters the passenger compartment, and the humidity is greatly reduced; in the fifteenth refrigerant cycle, the second external heat exchanger 32 serves as an evaporator to cool the battery, thereby realizing the dehumidification plus battery cooling mode.

[0214] Motor heat dissipation mode (as Figure 20 shown): The motor thermal management flow path and the radiator 83 are connected in series. The coolant flows through the second water pump 81, the motor heat exchange flow path 82, the radiator 83, the three-way valve 91, and the four-way valve 92 in sequence, and then returns to the second water pump 81. The radiator 83 can exchange heat with the external environment and transfer the heat generated by the motor to the external environment, realizing the cooling function of the motor.

[0215] Defrosting mode (as Figure 21 shown): The eighth refrigerant cycle and the ninth refrigerant cycle operate simultaneously. In the eighth refrigerant cycle and the ninth refrigerant cycle, both the first external heat exchanger for the sub-vehicle 311 and the second external heat exchanger for the sub-vehicle 312 serve as condensers, which can release heat to melt the frost on the external heat exchanger, thereby realizing the defrosting mode.

[0216] This thermal management system has the following beneficial effects:

[0217] 1) The system uses a double compressor or a double-suction double-row compressor, which greatly improves the refrigeration and heating efficiency on the premise of ensuring the various functions of the thermal management system.

[0218] 2) Through the design of the refrigerant circuit, this thermal management system can achieve double-suction double-row operation in each mode, improving the operating efficiency of the system.

[0219] 3) Through the system design, two cores in the air conditioning box can be used simultaneously during heating and cooling for stepped heat exchange, improving the system efficiency.

[0220] 4) An external heat exchanger (i.e., the first external heat exchanger 31 includes two external heat exchangers for the sub-vehicle) is added, and double-suction double-row operation in various working conditions is realized with limited increase in space.

[0221] 5) To meet the heat dissipation requirements of super-fast charging of the battery, a parallel heat dissipation system of plate heat exchangers is designed (i.e., the second external heat exchanger 32 and the third external heat exchanger 33 are in parallel), which improves the heat dissipation capacity.

[0222] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present application.

[0223] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present application, the meaning of "a plurality" is at least two, such as two, three, etc., unless otherwise specifically and clearly defined.

[0224] In the present application, unless otherwise clearly specified and limited, the terms "mounted", "connected", "coupled", "fixed", etc. shall be construed in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the internal communication of two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0225] In the present application, unless otherwise clearly specified and limited, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on" the second feature may be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "under" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0226] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, without contradiction, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0227] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present application. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present application.

Claims

1. A thermal management system, characterized in that, Comprising: A coolant heat exchange system; And A refrigerant heat exchange system, including a compressor device, a first in-vehicle heat exchanger, a second in-vehicle heat exchanger, and a first out-of-vehicle heat exchanger connected by refrigerant pipelines. The compressor device is provided with a suction port and an exhaust port, and the exhaust port includes a first exhaust port and a second exhaust port; Wherein, the first end of the first in-vehicle heat exchanger is connected to the first exhaust port in a switchable manner; the first end of the second in-vehicle heat exchanger is connected to the second exhaust port in a switchable manner; the first end of the first out-of-vehicle heat exchanger is connected to the suction port in a switchable manner; a throttling device is provided between the second ends of the first in-vehicle heat exchanger and the second in-vehicle heat exchanger and the second end of the first out-of-vehicle heat exchanger; The coolant heat exchange system includes a battery thermal management flow path, a motor thermal management flow path, and a radiator; the battery thermal management flow path includes: a battery heat exchange flow path and a first water pump connected in series; the motor thermal management flow path includes: a second water pump and a motor heat exchange flow path connected in series; the coolant heat exchange system is set to have at least a first mode and a second mode; Based on the coolant heat exchange system operating in the first mode: the battery thermal management flow path is connected in series with the motor thermal management flow path; Based on the coolant heat exchange system operating in the second mode: the motor thermal management flow path is connected in parallel with the battery thermal management flow path, and the motor thermal management flow path is connected in series with the radiator.

2. The thermal management system according to claim 1, wherein The first end of the first in-vehicle heat exchanger is also connected to the suction port in a switchable manner, and the first end of the first out-of-vehicle heat exchanger is also connected to the first exhaust port and the second exhaust port in a switchable manner.

3. The thermal management system according to claim 2, characterized in that, The coolant heat exchange system includes a battery thermal management flow path, and the refrigerant heat exchange system further includes: A second out-of-vehicle heat exchanger, which is a liquid-cooled heat exchanger, and the coolant flow path of the liquid-cooled heat exchanger is connected in series to the battery thermal management flow path; the first end of the refrigerant flow path of the second out-of-vehicle heat exchanger is connected to the first exhaust port and the suction port in a switchable manner, and a throttling device is provided between the second end of the refrigerant flow path of the second out-of-vehicle heat exchanger and the second end of the first out-of-vehicle heat exchanger.

4. The thermal management system according to claim 3, wherein The throttling device between the second end of the first in-vehicle heat exchanger and the second end of the first out-of-vehicle heat exchanger is a first electronic expansion valve; The throttling device between the second end of the second in-vehicle heat exchanger and the second end of the first out-of-vehicle heat exchanger is a second electronic expansion valve; The throttling device between the second end of the refrigerant flow path of the second out-of-vehicle heat exchanger and the second end of the first out-of-vehicle heat exchanger is a third electronic expansion valve.

5. The thermal management system according to any one of claims 1 to 4, wherein The compressor device includes a single-suction double-row compressor, and the number of suction ports is one.

6. The thermal management system according to any one of claims 1 to 4, wherein The compressor device includes two single-suction single-row compressors or a double-suction double-row compressor, and the cylinders of the compressor device include a first cylinder and a second cylinder; The suction port includes a first suction port and a second suction port. The first suction port and the first exhaust port are arranged on the first cylinder, and the second suction port and the second exhaust port are arranged on the second cylinder.

7. The thermal management system according to claim 6, wherein the first out-of-vehicle heat exchanger includes a first sub-out-of-vehicle heat exchanger and a second sub-out-of-vehicle heat exchanger; a first end of the first sub-out-of-vehicle heat exchanger is connected to the first suction port in a switchable manner, and a throttling device is provided between a second end of the first in-vehicle heat exchanger and a second end of the first sub-out-of-vehicle heat exchanger; a first end of the second sub-out-of-vehicle heat exchanger is connected to the second suction port in a switchable manner, and a throttling device is provided between a second end of the second in-vehicle heat exchanger and a second end of the second sub-out-of-vehicle heat exchanger.

8. The thermal management system according to claim 7, wherein a first end of the second in-vehicle heat exchanger is also connected to the first suction port in a switchable manner; a first end of the first in-vehicle heat exchanger is connected to the second suction port in a switchable manner.

9. The thermal management system according to claim 8, characterized in that, Based on the refrigerant heat exchange system further including a second out-of-vehicle heat exchanger, a first end of the refrigerant flow path of the second out-of-vehicle heat exchanger is connected to the suction port in a switchable manner, and a throttling device is provided between a second end of the refrigerant flow path of the second out-of-vehicle heat exchanger and a second end of the first out-of-vehicle heat exchanger: a first end of the refrigerant flow path of the second out-of-vehicle heat exchanger is connected to the second suction port in a switchable manner, and a throttling device is provided between a second end of the refrigerant flow path of the second out-of-vehicle heat exchanger and a second end of the first sub-out-of-vehicle heat exchanger.

10. The thermal management system according to claim 9, wherein The refrigerant heat exchange system further includes: a third out-of-vehicle heat exchanger, the third out-of-vehicle heat exchanger is a liquid-cooled heat exchanger, and a coolant flow path of the third out-of-vehicle heat exchanger is connected in series to a battery thermal management flow path of the coolant heat exchange system; a first end of the refrigerant flow path of the third out-of-vehicle heat exchanger is connected to the second exhaust port and the first suction port in a switchable manner, and a throttling device is provided between a second end of the refrigerant flow path of the third out-of-vehicle heat exchanger and a second end of the second sub-out-of-vehicle heat exchanger.

11. The thermal management system according to claim 9, wherein a first end of the first in-vehicle heat exchanger is also connected to the first suction port in a switchable manner; a first end of the first sub-out-of-vehicle heat exchanger is also connected to the first exhaust port in a switchable manner.

12. The thermal management system according to claim 11, wherein a first end of the refrigerant flow path of the second out-of-vehicle heat exchanger is also connected to the first suction port in a switchable manner.

13. The thermal management system according to claim 12, wherein a second end of the first in-vehicle heat exchanger is also connected to a second end of the refrigerant flow path of the second out-of-vehicle heat exchanger in a switchable manner, and a throttling device is provided between the second end of the first in-vehicle heat exchanger and the second end of the refrigerant flow path of the second out-of-vehicle heat exchanger.

14. A vehicle, characterized in that, including the thermal management system according to any one of claims 1 to 13.

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