Thermal Management System and Vehicle

Abstract

The present disclosure relates to a thermal management system and a vehicle. The thermal management system includes a compressor, an indoor heat exchanger, a first expansion valve, a gas-liquid separator, and a battery heat exchange component; the outlet of the gas-liquid separator is connected to the inlet of the compressor, the outlet of the compressor is respectively connected to the inlet of the indoor heat exchanger and the inlet of the first expansion valve, the outlet of the indoor heat exchanger is respectively connected to the inlet of the first expansion valve and the heat exchange inlet of the battery heat exchange component, the outlet of the first expansion valve and the heat exchange outlet of the battery heat exchange component are respectively connected to the inlet of the gas-liquid separator, the battery heat exchange component is used for heat exchange with the power battery, and the indoor heat exchanger can be used for heating the interior of the vehicle. The thermal management system expands the working temperature range value, so that it can still operate normally below -10°C, and there is no need to set an additional PTC heater for heating, reducing the energy consumption of new energy vehicles in winter.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicle thermal management, and specifically, to a thermal management system and a vehicle. Background Art

[0002] The thermal management system is mainly used to manage the heat on new energy vehicles to reduce the energy consumption of new energy vehicles for heating in winter.

[0003] The thermal management system of the related technology has a small low-temperature working range. When in a working condition environment below -10°C, a high-voltage PTC still needs to be used for heating, and there is still a problem of high heating energy consumption. Summary of the Invention

[0004] The purpose of the present disclosure is to provide a thermal management system and a vehicle to solve the problem that the low-temperature working range of the thermal management system of the related technology is small, and there is a problem of high heating energy consumption in a working condition environment below -10°C.

[0005] To achieve the above purpose, on the one hand, the present disclosure provides a thermal management system, including: a compressor, an indoor heat exchanger, a first expansion valve, a gas-liquid separator, and a battery heat exchange component;

[0006] The outlet of the gas-liquid separator is connected to the inlet of the compressor, the outlet of the compressor is respectively connected to the inlet of the indoor heat exchanger and the inlet of the first expansion valve, and the outlet of the compressor can selectively conduct or cut off with the inlet of the first expansion valve and the inlet of the indoor heat exchanger;

[0007] The outlet of the indoor heat exchanger is respectively connected to the inlet of the first expansion valve and the heat exchange inlet of the battery heat exchange component, and the outlet of the indoor heat exchanger can selectively conduct or cut off with the inlet of the first expansion valve and the heat exchange inlet of the battery heat exchange component;

[0008] The outlet of the first expansion valve and the heat exchange outlet of the battery heat exchange component are respectively connected to the inlet of the gas-liquid separator. The battery heat exchange component is used for heat exchange with the power battery, and the indoor heat exchanger can be used for heating the vehicle interior;

[0009] Wherein, when dissipating heat from the power battery and heating the vehicle interior, the first expansion valve is in a closed state. At this time, the compressor, the indoor heat exchanger, the battery heat exchange component, and the gas-liquid separator can form a loop;

[0010] When heating the vehicle interior, the first expansion valve is in a conducting state. At this time, the compressor, the indoor heat exchanger, the first expansion valve, and the gas-liquid separator can form a loop;

[0011] When heating the power battery in a winter environment, the first expansion valve is in a throttling state. At this time, the compressor, the indoor heat exchanger, the battery heat exchange component, and the gas-liquid separator can form a loop, and the compressor, the first expansion valve, and the gas-liquid separator can form a bypass loop to heat the gas-liquid two-phase refrigerant in the gas-liquid separator.

[0012] Optionally, the thermal management system further includes a water-cooled condenser and a second expansion valve;

[0013] The water-cooled condenser has a refrigerant inlet and a refrigerant outlet. The refrigerant inlet of the water-cooled condenser is respectively connected to the outlet of the compressor and the inlet of the first expansion valve. The outlet of the compressor can be selectively connected or disconnected from the refrigerant inlet of the water-cooled condenser, the inlet of the first expansion valve, and the inlet of the indoor heat exchanger. The refrigerant outlet of the water-cooled condenser is connected to the first port of the second expansion valve, and the outlet of the indoor heat exchanger is connected to the second port of the second expansion valve, so that the outlet of the indoor heat exchanger can be selectively connected or disconnected from the refrigerant outlet of the water-cooled condenser.

[0014] Optionally, the thermal management system further includes a three-way valve and a first three-way pipe fitting. The A port of the three-way valve is connected to the outlet of the compressor, the B port of the three-way valve is connected to the inlet of the indoor heat exchanger, the C port of the three-way valve is connected to the A port of the first three-way pipe fitting, the B port of the first three-way pipe fitting is connected to the inlet of the first expansion valve, and the C port of the first three-way pipe fitting is connected to the refrigerant inlet of the water-cooled condenser.

[0015] Optionally, the thermal management system further includes an electric drive heat exchange component, a low-temperature radiator, and a drive pump. The water-cooled condenser has a water-cooling inlet and a water-cooling outlet. The outlet end of the drive pump is connected to the heat exchange inlet of the electric drive heat exchange component. The heat exchange outlet of the electric drive heat exchange component is connected to the water-cooling inlet of the water-cooled condenser. The water-cooling outlet of the water-cooled condenser is connected to the inlet of the low-temperature radiator. The outlet of the low-temperature radiator is connected to the inlet end of the drive pump. The electric drive heat exchange component is used for heat exchange with the motor and / or the electronic control unit.

[0016] Optionally, the thermal management system further includes an active air intake grille and a cooling fan. The cooling fan and the active air intake grille are respectively located on both sides of the low-temperature radiator. The air outlet end of the cooling fan faces the low-temperature radiator, so that the air formed by the cooling fan can flow through the low-temperature radiator and the active air intake grille and be discharged to the external environment from the active air intake grille; or,

[0017] The thermal management system further includes a six-way valve and a cooling fan. The drive pump includes a first pump and a second pump. The port A of the six-way valve is connected to the outlet end of the second pump. The inlet end of the second pump is connected to the heat exchange outlet of the electric drive heat exchange component. The heat exchange inlet of the electric drive heat exchange component is connected to the port B of the six-way valve. The port C of the six-way valve is connected to the outlet end of the first pump. The inlet end of the first pump is connected to the outlet of the low-temperature radiator. The inlet of the low-temperature radiator is connected to the port D of the six-way valve. The port E of the six-way valve is connected to the water-cooled outlet of the water-cooled condenser. The port F of the six-way valve is connected to the water-cooled inlet of the water-cooled condenser. The cooling fan is located on one side of the low-temperature radiator, and the air outlet end of the cooling fan faces the low-temperature radiator.

[0018] Optionally, the thermal management system further includes a third expansion valve. The inlet of the third expansion valve is respectively connected to the outlet of the indoor heat exchanger and the second port of the second expansion valve. The outlet of the third expansion valve is connected to the heat exchange inlet of the battery heat exchange component.

[0019] Optionally, the thermal management system further includes an evaporator and a fifth expansion valve. The inlet of the evaporator is connected to the outlet of the third expansion valve. The outlet of the evaporator is connected to the inlet of the fifth expansion valve. The outlet of the fifth expansion valve is connected to the inlet of the gas-liquid separator.

[0020] Optionally, the thermal management system further includes a blower. The evaporator and the indoor heat exchanger are arranged in parallel. The blowing end of the blower faces the evaporator and the indoor heat exchanger, so that the air blown by the blower can flow through the evaporator and the indoor heat exchanger.

[0021] Optionally, the thermal management system further includes a fourth expansion valve. The inlet of the fourth expansion valve is connected to the heat exchange outlet of the battery heat exchange component. The outlet of the fourth expansion valve is connected to the inlet of the gas-liquid separator.

[0022] Optionally, the battery heat exchange component includes a direct cooling and direct heating heat exchanger, which is used to be connected to the power battery.

[0023] Another aspect of the present disclosure further provides a vehicle, including the above thermal management system.

[0024] The above technical solution can heat the vehicle interior through the installed indoor heat exchanger, achieving low - energy - consumption heating in winter without the need for heating by a PTC heater. The installed battery heat - exchange component can heat the power battery in winter to ensure the normal operation of the power battery in winter and guarantee the battery life. By installing the first expansion valve to extract the high - temperature and high - pressure gaseous refrigerant from the outlet of the compressor and introducing it into the gas - liquid separator, the gas - liquid two - phase refrigerant in the gas - liquid separator can be heated, increasing the dryness of the gas - liquid two - phase refrigerant. At the same time, the temperature of the separated gaseous refrigerant is increased, thereby reducing the energy consumption of the compressor and solving the problem of excessive reduction in the battery life of new - energy vehicles in winter. Additionally, when the ambient temperature is lower than - 10°C, due to the increase in the dryness of the gas - liquid two - phase refrigerant and the increase in the temperature of the separated gaseous refrigerant, when the compressor operates at normal power, it can still meet the heating requirements of the vehicle interior and the power battery, thus expanding the working temperature range of the thermal management system and enabling normal operation even below - 10°C without the need to install an additional PTC heater for heating, reducing the energy consumption of new - energy vehicles in winter.

[0025] Other features and advantages of the present disclosure will be described in detail in the following detailed implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following detailed implementation, they are used to explain the present disclosure but do not limit the present disclosure. In the drawings:

[0027] Figure 1 is a schematic structural diagram of the thermal management system according to an embodiment of the present disclosure;

[0028] Figure 2 is a schematic structural diagram of the thermal management system according to another embodiment of the present disclosure;

[0029] Figure 3 is a flow - path diagram of Mode 1 of the thermal management system according to an embodiment of the present disclosure;

[0030] Figure 4 is a flow - path diagram of Mode 2 of the thermal management system according to an embodiment of the present disclosure;

[0031] Figure 5 is a flow - path diagram of Mode 3 of the thermal management system according to an embodiment of the present disclosure;

[0032] Figure 6 is a flow - path diagram of Mode 4 of the thermal management system according to an embodiment of the present disclosure;

[0033] Figure 7It is the flow path diagram of Mode 5 of the thermal management system according to an embodiment of the present disclosure;

[0034] Figure 8 It is the flow path diagram of Mode 6 of the thermal management system according to an embodiment of the present disclosure;

[0035] Figure 9 It is the flow path diagram of Mode 7 of the thermal management system according to an embodiment of the present disclosure;

[0036] Figure 10 It is the flow path diagram of Mode 8 of the thermal management system according to an embodiment of the present disclosure;

[0037] Figure 11 It is the flow path diagram of Case 1 of the coolant circuit of the thermal management system according to another embodiment of the present disclosure;

[0038] Figure 12 It is the flow path diagram of Case 2 of the coolant circuit of the thermal management system according to another embodiment of the present disclosure;

[0039] Figure 13 It is the flow path diagram of Case 3 of the coolant circuit of the thermal management system according to another embodiment of the present disclosure;

[0040] Figure 14 It is the flow path diagram of Case 4 of the coolant circuit of the thermal management system according to another embodiment of the present disclosure.

[0041] Explanation of Reference Numerals

[0042] 1. Electric drive heat exchange component; 2. Driving pump; 2-1. First pump; 2-2. Second pump; 3. Cooling fan; 4. Low-temperature radiator; 5. Active intake grille; 6. Third expansion valve; 7. Water-cooled condenser; 8. First expansion valve; 9. Gas-liquid separator; 10. Three-way valve; 11. Compressor; 12. Indoor heat exchanger; 13. Fourth expansion valve; 14. Evaporator; 15. Battery heat exchange component; 16. Fifth expansion valve; 17. Second expansion valve; 18. Blower; 19. Six-way valve; 20. First three-way pipe fitting; 21. Second three-way pipe fitting; 22. Third three-way pipe fitting; 23. Fourth three-way pipe fitting. Detailed Embodiments

[0043] The following further elaborates on the detailed embodiments of the present disclosure with reference to the accompanying drawings. It should be understood that the detailed embodiments described herein are only for the purpose of illustrating and explaining the present disclosure, and are not intended to limit the present disclosure.

[0044] In this disclosure, unless otherwise stated, the orientation terms such as "upper, lower, left, right" are usually defined by the direction of the drawing surface of the attached drawings, and "inner, outer" refer to the inside and outside of the relevant components. In addition, terms such as "first", "second", etc. are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance.

[0045] In the description of this disclosure, it should also be noted that unless otherwise clearly specified and limited, the terms "arranged", "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in this disclosure can be understood according to specific situations.

[0046] As Figures 1-14 shown, one aspect of this disclosure provides a thermal management system, including: a compressor 11, an indoor heat exchanger 12, a first expansion valve 8, a gas-liquid separator 9, and a battery heat exchange component 15.

[0047] The outlet of the gas-liquid separator 9 is connected to the inlet of the compressor 11, and the outlet of the compressor 11 is respectively connected to the inlet of the indoor heat exchanger 12 and the inlet of the first expansion valve 8. The outlet of the compressor 11 can selectively conduct or cut off with the inlet of the first expansion valve 8 and the inlet of the indoor heat exchanger 12;

[0048] The outlet of the indoor heat exchanger 12 is respectively connected to the inlet of the first expansion valve 8 and the heat exchange inlet of the battery heat exchange component 15. The outlet of the indoor heat exchanger 12 can selectively conduct or cut off with the inlet of the first expansion valve 8 and the heat exchange inlet of the battery heat exchange component 15;

[0049] The outlet of the first expansion valve 8 and the heat exchange outlet of the battery heat exchange component 15 are respectively connected to the inlet of the gas-liquid separator 9. The battery heat exchange component 15 is used for heat exchange with the power battery, and the indoor heat exchanger 12 can be used for heating the interior of the vehicle;

[0050] Among them, when dissipating heat from the power battery and heating the interior of the vehicle, the first expansion valve 8 is in a closed state. At this time, the compressor 11, the indoor heat exchanger 12, the battery heat exchange component 15, and the gas-liquid separator 9 can form a loop;

[0051] When heating the interior of the vehicle, the first expansion valve 8 is in a conducting state. At this time, the compressor 11, the indoor heat exchanger 12, the first expansion valve 8, and the gas-liquid separator 9 can form a loop;

[0052] When heating the power battery in a winter environment, the first expansion valve 8 is in a throttling state. At this time, the compressor 11, the indoor heat exchanger 12, the battery heat exchange component 15 and the gas-liquid separator 9 can form a loop, and the compressor 11, the first expansion valve 8 and the gas-liquid separator 9 can form a bypass loop to heat the gas-liquid two-phase refrigerant in the gas-liquid separator 9.

[0053] Among them, the compressor 11 is used to compress the gaseous refrigerant, so that the temperature and pressure of the gaseous refrigerant increase, forming a high-temperature and high-pressure gaseous refrigerant. The high-temperature and high-pressure gaseous refrigerant discharged from the outlet of the compressor 11 can enter the indoor heat exchanger 12 and the first expansion valve 8.

[0054] Among them, when the high-temperature and high-pressure gaseous refrigerant enters the indoor heat exchanger 12, it can dissipate heat and generate a phase change in the indoor heat exchanger 12, so that the indoor heat exchanger 12 can supply heat to the interior of the vehicle. Of course, when there is no heating demand in the vehicle interior, the high-temperature and high-pressure gaseous refrigerant can also directly flow through the indoor heat exchanger 12. Only a small part of the high-temperature and high-pressure gaseous refrigerant undergoes a phase change process, and most of the high-temperature and high-pressure gaseous refrigerant enters the battery heat exchange component 15, and then generates a heat exchange effect in the battery heat exchange component 15, forming a gas-liquid two-phase refrigerant and flowing back to the gas-liquid separator 9. The gaseous refrigerant separated by the gas-liquid separator 9 returns to the compressor 11 for cyclic flow.

[0055] It can be understood that when there is a heating demand in the vehicle interior, most of the phase change of the high-temperature and high-pressure gaseous refrigerant can occur in the indoor heat exchanger 12 to generate heat for the vehicle interior. Specifically, it can be adjusted according to the size of the heating demand. After the high-temperature and high-pressure gaseous refrigerant undergoes a phase change in the indoor heat exchanger 12, it can flow back to the gas-liquid separator through the first expansion valve as needed, or can flow to the battery heat exchange component 15 as needed, and absorb heat in the battery heat exchange component 15 to achieve heat dissipation of the power battery.

[0056] When there is no heating demand in the vehicle interior, the high-temperature and high-pressure gaseous refrigerant can directly flow through the indoor heat exchanger 12. Only a small part of the high-temperature and high-pressure gaseous refrigerant undergoes a phase change, losing a small amount of heat, while most of the high-temperature and high-pressure gaseous refrigerant flows to the battery heat exchange component 15, dissipates heat in the battery heat exchange component 15, and is used to heat the power battery to keep the power battery in use in a low-temperature environment. Thus, the heating of the power battery can be realized.

[0057] Among them, in the winter environment, the external temperature is relatively low. When the power battery needs to be heated at this time, the high-temperature and high-pressure gaseous refrigerant discharged from the outlet of the compressor 11 can flow back into the gas-liquid separator 9 through the first expansion valve 8, and mix with the gas-liquid two-phase refrigerant flowing back to the gas-liquid separator 9 after passing through the battery heat exchange assembly 15. The high-temperature and high-pressure gaseous refrigerant led out from the outlet of the compressor 11 can heat the gas-liquid two-phase refrigerant, improve the dryness of the gas-liquid two-phase refrigerant and the temperature of the separated gaseous refrigerant. As a result, when the compressor 11 compresses the gaseous refrigerant separated from the gas-liquid separator 9, compared with the unheated gaseous refrigerant, the power consumption required to compress to the same temperature and pressure is reduced, the energy consumption is reduced, and thus the power consumption can be reduced. In addition, in the case of a lower ambient temperature, compared with the unheated gaseous refrigerant, the compressor 11 can compress to obtain a gaseous refrigerant with a higher temperature and pressure during normal power operation, thereby expanding the working temperature range value of the entire thermal management system, so that heating can still be carried out inside the vehicle and the power battery can be heated at a lower ambient temperature.

[0058] It should be noted that the first expansion valve 8 can achieve three working states: conduction, truncation, and throttling. It can selectively throttle and reduce the pressure of the fluid flowing through the first expansion valve 8 as needed, truncate the non-flowing fluid, or only conduct without throttling.

[0059] In the above technical solution, the indoor heat exchanger 12 can be used to heat the interior of the vehicle, achieving low-energy heating in winter without the need for heating by a PTC heater. The battery heat exchange assembly 15 can heat the power battery in winter to ensure the normal operation of the power battery in winter and ensure the battery life of the power battery. By setting the first expansion valve 8 to lead out the high-temperature and high-pressure gaseous refrigerant from the outlet of the compressor 11 and introducing it into the gas-liquid separator 9, the gas-liquid two-phase refrigerant in the gas-liquid separator 9 can be heated, improving the dryness of the gas-liquid two-phase refrigerant in the gas-liquid separator. In addition, the introduced high-temperature and high-pressure gaseous refrigerant and the gas-liquid two-phase refrigerant in the gas-liquid separator can be mixed, increasing the density of the overall refrigerant after mixing, and at the same time increasing the temperature of the separated gaseous refrigerant. As a result, the energy consumption of the compressor 11 can be reduced, solving the problem of excessive reduction in the battery life of new energy vehicles in winter. In addition, when the ambient temperature is lower than -10°C, due to the increase in the dryness of the gas-liquid two-phase refrigerant and the increase in the temperature of the separated gaseous refrigerant, when the compressor 11 operates at normal power, it can still meet the heating requirements of the interior of the vehicle and the power battery, thereby expanding the working temperature range value of the thermal management system, enabling normal operation at temperatures below -10°C without the need to set up an additional PTC heater for heating, and reducing the energy consumption of new energy vehicles in winter.

[0060] Optionally, in an embodiment of the present disclosure, the thermal management system further includes a water-cooled condenser 7 and a second expansion valve 17.

[0061] The water-cooled condenser 7 has a refrigerant inlet and a refrigerant outlet. The refrigerant inlet of the water-cooled condenser 7 is respectively connected to the outlet of the compressor 11 and the inlet of the first expansion valve 8. The outlet of the compressor 11 can selectively conduct or cut off the connection with the refrigerant inlet of the water-cooled condenser 7, the inlet of the first expansion valve 8, and the inlet of the indoor heat exchanger 12. The refrigerant outlet of the water-cooled condenser 7 is connected to the first port of the second expansion valve 17, and the outlet of the indoor heat exchanger 12 is connected to the second port of the second expansion valve 17.

[0062] Wherein, in this embodiment, the water-cooled condenser 7 can dissipate heat from the high-temperature and high-pressure gaseous refrigerant compressed by the compressor 11, so that the high-temperature and high-pressure gaseous refrigerant is phase-changed into a high-temperature and high-pressure liquid refrigerant, so as to realize the functions of cooling the interior of the vehicle and cooling and dissipating heat from the power battery, thereby realizing the working modes of the thermal management system for cooling the interior of the vehicle and dissipating heat from the power battery. Of course, in some other working modes, the water-cooled condenser 7 can also play the role of evaporating and absorbing heat from the low-temperature and low-pressure liquid refrigerant. Therefore, the water-cooled condenser 7 can have two functions.

[0063] Wherein, in this embodiment, the outlet of the compressor 11 can selectively conduct the high-temperature and high-pressure gaseous refrigerant compressed to the refrigerant inlet of the water-cooled condenser 7, the inlet of the first expansion valve 8, and the inlet of the indoor heat exchanger 12 according to the different working modes of the thermal management system.

[0064] It can be understood that when it is necessary to cool the power battery or cool the interior of the vehicle, the high-temperature and high-pressure gaseous refrigerant can be conducted to the refrigerant inlet of the water-cooled condenser 7. When it is necessary to heat the power battery or heat the interior of the vehicle, the high-temperature and high-pressure gaseous refrigerant can be conducted to the inlet of the indoor heat exchanger 12. At the same time, when the external ambient temperature is too low, the high-temperature and high-pressure gaseous refrigerant can be conducted to the inlet of the first expansion valve 8. It should be noted that only some situations are exemplified here, and the specific selective conduction can be carried out according to the actual working mode of the thermal management system.

[0065] Among them, in this embodiment, the inlet of the indoor heat exchanger 12 and the refrigerant inlet of the water-cooled condenser 7 are both connected to the outlet of the compressor 11. The outlet of the indoor heat exchanger 12 is connected to the second port of the second expansion valve 17, so that the indoor heat exchanger 12 and the water-cooled condenser 7 are arranged in parallel. According to different working modes of the thermal management system, it can be selected whether the refrigerant flows through the indoor heat exchanger 12 or the water-cooled condenser 7, or it can also flow through the indoor heat exchanger 12 and the water-cooled condenser 7 at the same time. Thus, both the indoor heat exchanger 12 and the water-cooled condenser 7 can be used as functional devices for heat absorption and can also be used as functional devices for heat release, and can realize multiple functions of one object.

[0066] Among them, the second expansion valve 17 can achieve three working states: conduction, truncation, and throttling. It can selectively throttle and depressurize the fluid flowing through the second expansion valve 17 according to needs, truncate the non-flowing, or just conduct without throttling. Thus, when it is not necessary for the refrigerant to flow through the water-cooled condenser 7, the second expansion valve 17 can also be in the truncated state. Among them, the first port of the second expansion valve 17 can be the inlet, and the second port can be the outlet. Of course, the first port of the second expansion valve 17 can be the outlet, and the second port can be the inlet. In this embodiment, the first port of the second expansion valve 17 is the outlet, and the second port is the inlet.

[0067] Optionally, in an embodiment of the present disclosure, the thermal management system further includes a three-way valve 10 and a first three-way pipe fitting 20. The A port of the three-way valve 10 is connected to the outlet of the compressor 11, the B port of the three-way valve 10 is connected to the inlet of the indoor heat exchanger 12, the C port of the three-way valve 10 is connected to the A port of the first three-way pipe fitting 20, the B port of the first three-way pipe fitting 20 is connected to the inlet of the first expansion valve 8, and the C port of the first three-way pipe fitting 20 is connected to the refrigerant inlet of the water-cooled condenser 7.

[0068] Among them, in this embodiment, the first three-way pipe fitting 20 can realize the connection between the inlet of the first expansion valve 8 and the refrigerant inlet of the water-cooled condenser 7, and can realize direct connection. The three-way valve 10 can realize the selective conduction of the outlet of the compressor 11, and can conveniently control the flow direction of the high-temperature and high-pressure gaseous refrigerant compressed by the compressor 11. The second expansion valve 17 can realize the control of whether the refrigerant flows through the water-cooled condenser 7. Specifically, the three-way valve 10 is a three-way proportional valve, and the opening ratio can be adjusted according to needs.

[0069] Optionally, in an embodiment of the present disclosure, the thermal management system further includes an electric drive heat exchange component 1, a low-temperature radiator 4, and a driving pump 2. The water-cooled condenser 7 has a water-cooled inlet and a water-cooled outlet. The outlet end of the driving pump 2 is connected to the heat exchange inlet of the electric drive heat exchange component 1. The heat exchange outlet of the electric drive heat exchange component 1 is connected to the water-cooled inlet of the water-cooled condenser 7. The water-cooled outlet of the water-cooled condenser 7 is connected to the inlet of the low-temperature radiator 4. The outlet of the low-temperature radiator 4 is connected to the inlet end of the driving pump 2. The electric drive heat exchange component 1 is used for heat exchange with the motor and / or the electronic control unit.

[0070] Wherein, in this embodiment, the electric drive heat exchange component 1 can dissipate heat from the motor and / or the electronic control unit. Specifically, the electric drive heat exchange component 1, the low-temperature radiator 4, and the driving pump 2 form a coolant loop. The coolant can circulate under the driving action of the driving pump 2. At the same time, the coolant can flow through the water-cooled condenser 7 and exchange heat with the refrigerant flowing through the water-cooled condenser 7 to achieve heat transfer, thereby realizing different working modes of the thermal management system.

[0071] Wherein, the low-temperature radiator 4 is used for dissipating heat from the coolant. When the coolant circulates driven by the driving pump 2, the coolant can collect the heat of the motor and / or the electronic control unit and transfer the heat in the coolant to the external environment through the low-temperature radiator 4. In addition, by connecting the inlet end of the driving pump 2 to the outlet of the low-temperature radiator 4, the flow direction of the coolant is the electric drive heat exchange component 1, the water-cooled condenser 7, the low-temperature radiator 4, and the driving pump 2. Thus, when the refrigerant transfers heat to the coolant, the coolant first enters the low-temperature radiator 4 for heat dissipation and then flows to the electric drive heat exchange component 1, which will not cause the temperature rise of the electric drive heat exchange component 1. In addition, when it is necessary to recover the waste heat of the electric drive heat exchange component 1, after the heat of the electric drive heat exchange component 1 is transferred to the coolant, the coolant first flows through the water-cooled condenser 7 to transfer the heat to the refrigerant to realize waste heat recovery, and then dissipates heat through the low-temperature radiator 4, which can recover the heat for use and further reduce the energy loss for heating the vehicle.

[0072] Therefore, the technical solution in this embodiment can dissipate heat from the motor and / or the electronic control unit, and can also recover the waste heat of the motor and / or the electronic control unit, saving energy loss.

[0073] Optionally, in an embodiment of the present disclosure, the electric drive heat exchange component 1 includes an electric drive heat exchanger, and the motor and / or the electronic control unit is dissipated heat through the electric drive heat exchanger. The electric drive heat exchanger can be a direct-cooling plate heat exchanger, which can directly dissipate heat from the motor and / or the electronic control unit and improve the heat dissipation efficiency.

[0074] Optionally, in an embodiment of the present disclosure, the thermal management system further includes an active intake grille 5 and a cooling fan 3. The cooling fan 3 and the active intake grille 5 are respectively located on both sides of the low-temperature radiator 4. The air outlet end of the cooling fan 3 faces the low-temperature radiator 4, so that the air formed by the cooling fan 3 can flow through the low-temperature radiator 4 and the active intake grille 5 and be discharged to the external environment from the active intake grille 5.

[0075] Among them, in this embodiment, the cooling fan 3 is used to blow air towards the low-temperature radiator 4, so that the low-temperature radiator 4 dissipates heat from the coolant to achieve the heat dissipation effect on the motor and electronic control unit. The active intake grille 5 can be used to quickly communicate with the external environment, so that the air flow blown by the cooling fan 3 can quickly be discharged to the external environment through the active intake grille 5 after flowing through the low-temperature radiator 4, enabling the heat to be quickly transferred to the external environment and improving the heat dissipation effect of the low-temperature radiator 4. When heat dissipation is not required, the active intake grille 5 can be closed. In addition, the opening degree of the active intake grille 5 can be adjusted according to different heat dissipation requirements. It can be understood that when the heat dissipation requirement is high, the opening degree of the active intake grille 5 can be increased, and when the heat dissipation requirement is low, the opening degree of the active intake grille 5 can be decreased. Specifically, this embodiment is suitable for use when the active intake grille 5 can be installed on a vehicle.

[0076] Optionally, in another embodiment of the present disclosure, the thermal management system further includes a six-way valve 19 and a cooling fan 3. The drive pump 2 includes a first pump 2-1 and a second pump 2-2. The port A of the six-way valve 19 is connected to the outlet end of the second pump 2-2. The inlet end of the second pump 2-2 is connected to the heat exchange outlet of the electric drive heat exchange component 1. The heat exchange inlet of the electric drive heat exchange component 1 is connected to the port B of the six-way valve 19. The port C of the six-way valve 19 is connected to the outlet end of the first pump 2-1. The inlet end of the first pump 2-1 is connected to the outlet of the low-temperature radiator 4. The inlet of the low-temperature radiator 4 is connected to the port D of the six-way valve 19. The port E of the six-way valve 19 is connected to the water-cooled outlet of the water-cooled condenser 7. The port F of the six-way valve 19 is connected to the water-cooled inlet of the water-cooled condenser 7. The cooling fan 3 is located on one side of the low-temperature radiator 4, and the air outlet end of the cooling fan 3 faces the low-temperature radiator 4.

[0077] Among them, in this embodiment, the cooling fan 3 is used to blow air towards the low-temperature radiator 4, so that the low-temperature radiator 4 dissipates heat from the coolant, thereby realizing the heat dissipation function of the motor electronic control. And this embodiment is applicable to vehicles without an intake grille or an active intake grille 5. By setting the six-way valve 19 to adjust the flow direction of the coolant, the heat dissipation of the coolant can be centrally adjusted. When both the motor electronic control and the refrigerant in the water-cooled condenser 7 need to dissipate heat, a large series circuit is formed for heat dissipation. When the motor electronic control does not need heat dissipation, the coolant can bypass the electric drive heat exchange component 1, so as to centrally dissipate heat from the refrigerant in the water-cooled condenser 7 and ensure the heat dissipation effect. When the water-cooled condenser 7 is not in use, only the motor electronic control can be cooled. And when it is necessary to recover the heat of the motor electronic control, the low-temperature radiator 4 can be bypassed, and the heat of the motor electronic control can be fully recovered.

[0078] It should be noted that the above two methods of using the active intake grille 5 and the six-way valve 19 are only an example of the coolant circuit. Of course, other methods can also be used to ensure the heat dissipation effect of the coolant. In addition, when the vehicle has an active intake grille 5, the six-way valve 19 can also be set to adjust the flow direction of the coolant, which can be selected according to actual needs.

[0079] Optionally, in an embodiment of the present disclosure, the thermal management system further includes a third expansion valve 6. The inlet of the third expansion valve 6 is respectively connected to the outlet of the indoor heat exchanger 12 and the second port of the second expansion valve 17, and the outlet of the third expansion valve 6 is connected to the heat exchange inlet of the battery heat exchange component 15.

[0080] Among them, in this embodiment, the refrigerant flowing through the indoor heat exchanger 12 and the second expansion valve 17 can flow through the third expansion valve 6. By throttling through the third expansion valve 6, the evaporation of the refrigerant is facilitated, thereby cooling and dissipating heat from the power battery. In addition, the third expansion valve 6 can also achieve a conduction function, and can directly conduct the refrigerant, so that the refrigerant can heat the power battery, which is specifically adjusted according to different working modes of the thermal management system.

[0081] Specifically, the third expansion valve 6 can achieve three working states: conduction, cutoff, and throttling. It can selectively throttle and depressurize the fluid flowing through the third expansion valve 6 as needed, cut off the non-flowing, or only conduct without throttling. Through the third expansion valve 6, multiple working mode switches of the thermal management system can be realized.

[0082] Optionally, in an embodiment of the present disclosure, the thermal management system further includes a second three-way pipe fitting 21. The A port of the second three-way pipe fitting 21 is connected to the second port of the second expansion valve 17, the B port of the second three-way pipe fitting 21 is connected to the outlet of the indoor heat exchanger 12, and the C port of the second three-way pipe fitting 21 is connected to the inlet of the third expansion valve 6.

[0083] Optionally, in an embodiment of the present disclosure, the thermal management system further includes an evaporator 14 and a fifth expansion valve 16. The inlet of the evaporator 14 is connected to the outlet of the third expansion valve 6, the outlet of the evaporator 14 is connected to the inlet of the fifth expansion valve 16, and the outlet of the fifth expansion valve 16 is connected to the inlet of the gas-liquid separator 9.

[0084] Wherein, in this embodiment, the evaporator 14 is used to evaporate the liquid-phase refrigerant throttled by the third expansion valve 6. When the liquid-phase refrigerant evaporates into a gas-phase refrigerant, it absorbs external heat. Thus, by blowing air towards the evaporator 14, cold air can be generated, and refrigeration inside the vehicle can be achieved.

[0085] Wherein, the fifth expansion valve 16 can control whether the refrigerant flows through the evaporator 14, enabling the switching of multiple working modes. When refrigeration is not required inside the vehicle, the refrigerant can be controlled not to flow through the evaporator 14.

[0086] Specifically, the fifth expansion valve 16 can achieve three working states: conduction, cutoff, and throttling. It can selectively throttle and depressurize the fluid flowing through the fifth expansion valve 16 as needed, cutoff the non-flowing fluid, or simply conduct without throttling. Thus, when the refrigerant does not need to flow through the evaporator 14, the fifth expansion valve 16 can also be in the cutoff state. Multiple working mode switches of the thermal management system can be achieved through the fifth expansion valve 16.

[0087] Optionally, in an embodiment of the present disclosure, the thermal management system further includes a third three-way pipe fitting 22. The port A of the third three-way pipe fitting 22 is connected to the outlet of the third expansion valve 6, the port B of the third three-way pipe fitting 22 is connected to the inlet of the evaporator 14, and the port C of the third three-way pipe fitting 22 is connected to the heat exchange inlet of the battery heat exchange assembly 15.

[0088] Optionally, in an embodiment of the present disclosure, the thermal management system further includes a blower 18. The evaporator 14 and the indoor heat exchanger 12 are arranged in parallel, and the blowing end of the blower 18 faces the evaporator 14 and the indoor heat exchanger 12, so that the air blown by the blower 18 can flow through the evaporator 14 and the indoor heat exchanger 12.

[0089] Wherein, in this embodiment, the blower 18 is used to blow air into the vehicle interior. The air blown by the blower 18 can flow through the evaporator 14 and the indoor heat exchanger 12. When the evaporator 14 is working, when the air blown by the blower 18 flows through the evaporator 14, cold air can be formed to achieve refrigeration inside the vehicle. When the indoor heat exchanger 12 is working, when the air blown by the blower 18 flows through the indoor heat exchanger 12, hot air can be formed to achieve heating inside the vehicle.

[0090] In this embodiment, by arranging the evaporator 14 and the indoor heat exchanger 12 side by side, a blower 18 can be used to form either cold air or hot air, saving the number of blowers 18, reducing the manufacturing cost, and having no impact on the cooling or heating of the vehicle interior.

[0091] Optionally, in an embodiment of the present disclosure, the thermal management system further includes a fourth expansion valve 13. The inlet of the fourth expansion valve 13 is connected to the heat exchange outlet of the battery heat exchange assembly 15, and the outlet of the fourth expansion valve 13 is connected to the inlet of the gas-liquid separator 9.

[0092] In this embodiment, the fourth expansion valve 13 can control whether the refrigerant flows through the battery heat exchange assembly 15, and is used to control whether to heat or cool the power battery, and can achieve the switching of multiple working modes. When the power battery does not need heating or cooling, the refrigerant can be controlled not to flow through the battery heat exchange assembly 15. When the power battery needs heating or cooling, the refrigerant can be controlled to flow through the battery heat exchange assembly 15.

[0093] Specifically, the fourth expansion valve 13 can achieve three working states: conduction, cutoff, and throttling. It can selectively throttle and depressurize the fluid flowing through the fourth expansion valve 13 as needed, cutoff the non-flowing fluid, or just conduct without throttling. Thus, when the refrigerant does not need to flow through the battery heat exchange assembly 15, the fourth expansion valve 13 can also be in the cutoff state. The fourth expansion valve 13 can achieve the switching of multiple working modes of the thermal management system.

[0094] Optionally, in an embodiment of the present disclosure, the thermal management system further includes a fourth three-way pipe fitting 23. The port A of the fourth three-way pipe fitting 23 is connected to the outlet of the fourth expansion valve 13, the port B of the fourth three-way pipe fitting 23 is connected to the outlet of the fifth expansion valve 16, and the port C of the fourth three-way pipe fitting 23 is connected to the inlet of the gas-liquid separator 9.

[0095] Optionally, in an embodiment of the present disclosure, the battery heat exchange assembly 15 includes a direct cooling and direct heating heat exchanger, which is used to connect to the power battery.

[0096] In this embodiment, the direct cooling and direct heating heat exchanger can improve the heat exchange effect with the power battery, so as to quickly heat or cool the power battery.

[0097] On the other hand, the present disclosure also provides a vehicle, including the above thermal management system.

[0098] For ease of understanding, through Figures 3-10 the following describes several main working modes of the thermal management system in the embodiment using the active intake grille 5 and the cooling fan 3.

[0099] Mode 1: Used for cooling the passenger compartment and dissipating heat from the motor and its electronic control unit. As Figure 3 shown, at this time, port A and port C of the three-way valve 10 are opened, port B of the three-way valve 10 is closed, the first expansion valve 8 is closed, the second expansion valve 17 is fully opened and in a conducting state, the third expansion valve 6 is opened and in a throttling state, the fourth expansion valve 13 is closed, and the fifth expansion valve 16 is fully opened and in a conducting state. At this time, the compressor 11, the water-cooled condenser 7, the evaporator 14, and the gas-liquid separator 9 form a refrigerant circulation loop. At this time, the blower 18 is turned on for cooling the passenger compartment. The compressor 11 compresses the gaseous refrigerant to obtain a high-temperature and high-pressure gaseous refrigerant. The high-temperature and high-pressure gaseous refrigerant condenses into a liquid refrigerant in the water-cooled condenser 7, and is throttled by the third expansion valve 6 to form a low-pressure and low-temperature liquid refrigerant. Then it evaporates and absorbs heat in the evaporator 14 to achieve cooling of the passenger compartment.

[0100] At this time, the electric drive heat exchange component 1, the water-cooled condenser 7, the low-temperature radiator 4, and the drive pump 2 form a coolant circulation loop, and heat exchange between the refrigerant and the coolant is achieved through the water-cooled condenser 7. At this time, the coolant circulates under the drive of the drive pump 2, can absorb the heat of the refrigerant in the electric drive heat exchange component 1 and the water-cooled condenser 7, and dissipate the heat to the external environment through the low-temperature radiator 4. At this time, the active intake grille 5 is opened.

[0101] Among them, the rotational speed of the compressor 11 can be controlled according to the outlet air temperature of the evaporator 14, and the rotational speed of the compressor 11 is adjusted by regulating the power of the compressor 11. The opening degree of the third expansion valve 6 can be adjusted according to the subcooling degree of the water-cooled condenser 7, and the power of the cooling fan 3 and the drive pump 2 can be adjusted according to the heat dissipation requirements.

[0102] Mode 2: Used for cooling and heat dissipation of the power battery. As Figure 4 shown, at this time, port A and port C of the three-way valve 10 are opened, port B of the three-way valve 10 is closed, the first expansion valve 8 is closed, the second expansion valve 17 is fully opened and in a conducting state, the third expansion valve 6 is opened and in a throttling state, the fourth expansion valve 13 is fully opened and in a conducting state, and the fifth expansion valve 16 is closed. At this time, the compressor 11, the water-cooled condenser 7, the battery heat exchange component 15, and the gas-liquid separator 9 form a refrigerant circulation loop. At this time, the blower 18 is turned off, mainly used for cooling during charging of the power battery or used in spring and autumn seasons when the vehicle is running and there is no need to cool or heat the passenger compartment. The compressor 11 compresses the gaseous refrigerant to obtain a high-temperature and high-pressure gaseous refrigerant. The high-temperature and high-pressure gaseous refrigerant condenses into a liquid refrigerant in the water-cooled condenser 7, and is throttled by the third expansion valve 6 to form a low-temperature and low-pressure liquid refrigerant. Then it evaporates and absorbs heat in the battery heat exchange component 15 to achieve cooling and heat dissipation of the power battery.

[0103] At this time, the electric drive heat exchange component 1, the water-cooled condenser 7, the low-temperature radiator 4, and the drive pump 2 form a coolant circulation loop, and the heat exchange between the refrigerant and the coolant is realized through the water-cooled condenser 7. At this time, the coolant circulates under the drive of the drive pump 2, can absorb the heat of the refrigerant in the electric drive heat exchange component 1 and the water-cooled condenser 7, and dissipates the heat to the external environment through the low-temperature radiator 4. At this time, the active intake grille 5 is opened.

[0104] Among them, the rotation speed of the compressor 11 can be controlled according to the temperature of the power battery, and the rotation speed of the compressor 11 is adjusted by adjusting the power of the compressor 11. The opening degree of the third expansion valve 6 can be adjusted according to the subcooling degree of the water-cooled condenser 7, and the power of the cooling fan 3 and the drive pump 2 can be adjusted according to the heat dissipation requirements.

[0105] Mode three: used for fast charging and cooling of the power battery. As Figure 5 shown, at this time, the A port, B port, and C port of the three-way valve 10 are all opened, the first expansion valve 8 is closed, the second expansion valve 17 is fully opened and in a conducting state, the third expansion valve 6 is opened and in a throttling state, the fourth expansion valve 13 is fully opened and in a conducting state, and the fifth expansion valve 16 is closed. At this time, the compressor 11, the water-cooled condenser 7, the indoor heat exchanger 12, the battery heat exchange component 15, and the gas-liquid separator 9 form a refrigerant circulation loop. At this time, it is mainly used for cooling during the fast charging of the power battery, and the blower 18 can be selected to be closed or opened. At this time, the indoor heat exchanger 12 is in parallel with the water-cooled condenser 7, both can supply the refrigerant to flow through, and play the same role. The compressor 11 compresses the gaseous refrigerant to obtain a high-temperature and high-pressure gaseous refrigerant. The high-temperature and high-pressure gaseous refrigerant condenses into a liquid-phase refrigerant in the water-cooled condenser 7 and the indoor heat exchanger 12, and is throttled by the third expansion valve 6 to form a low-temperature and low-pressure liquid-phase refrigerant, and then it evaporates and absorbs heat in the battery heat exchange component 15 to realize the cooling and heat dissipation of the power battery. Through the common heat dissipation of the water-cooled condenser 7 and the indoor heat exchanger 12, the heat dissipation area is increased, the transformation of the high-temperature and high-pressure gaseous refrigerant into the liquid-phase refrigerant can be accelerated, the cooling and heat dissipation effect on the power battery can be improved, and the energy consumption can be reduced at the same time.

[0106] At this time, the electric drive heat exchange component 1, the water-cooled condenser 7, the low-temperature radiator 4, and the drive pump 2 form a coolant circulation loop, and the heat exchange between the refrigerant and the coolant is realized through the water-cooled condenser 7. At this time, the coolant circulates under the drive of the drive pump 2, can absorb the heat of the refrigerant in the electric drive heat exchange component 1 and the water-cooled condenser 7, and dissipates the heat to the external environment through the low-temperature radiator 4. At this time, the active intake grille 5 is opened.

[0107] Among them, the rotation speed of the compressor 11 can be controlled according to the temperature of the power battery, and the rotation speed of the compressor 11 is adjusted by regulating the power of the compressor 11. The opening degree of the third expansion valve 6 can be adjusted according to the subcooling degree of the water-cooled condenser 7, and the power of the cooling fan 3 and the drive pump 2 can be adjusted according to the heat dissipation requirements.

[0108] Mode Four: Used for refrigerating the passenger compartment, cooling and dissipating heat of the power battery, and cooling and dissipating heat of the motor and its electronic control system. As Figure 6 shown, at this time, ports A and C of the three-way valve 10 are opened, port B of the three-way valve 10 is closed, the first expansion valve 8 is closed, the second expansion valve 17 is fully opened and in a conducting state, the third expansion valve 6 is opened and in a throttling state, the fourth expansion valve 13 is in a throttling state, and the fifth expansion valve 16 is in a throttling state. At this time, the compressor 11, the water-cooled condenser 7, the battery heat exchange component 15, the evaporator 14, and the gas-liquid separator 9 form a refrigerant circulation loop. At this time, it is mainly used for refrigerating the passenger compartment and cooling and dissipating heat of the power battery, and the blower 18 is turned on. At this time, the battery heat exchange component 15 and the evaporator 14 are in parallel, and both can allow the refrigerant to flow through and play the same role. The compressor 11 compresses the gaseous refrigerant to obtain a high-temperature and high-pressure gaseous refrigerant. The high-temperature and high-pressure gaseous refrigerant condenses into a liquid-phase refrigerant in the water-cooled condenser 7, and is throttled by the third expansion valve 6 to form a low-pressure and low-temperature liquid-phase refrigerant. Then it evaporates and absorbs heat in the battery heat exchange component 15 and the evaporator 14 to realize cooling and dissipating heat of the power battery and refrigerating the passenger compartment.

[0109] At this time, the electric drive heat exchange component 1, the water-cooled condenser 7, the low-temperature radiator 4, and the drive pump 2 form a coolant circulation loop, and heat exchange between the refrigerant and the coolant is realized through the water-cooled condenser 7. At this time, the coolant circulates under the drive of the drive pump 2, can absorb the heat of the refrigerant in the electric drive heat exchange component 1 and the water-cooled condenser 7, and dissipate the heat to the external environment through the low-temperature radiator 4. At this time, the active intake grille 5 is opened.

[0110] Among them, the rotation speed of the compressor 11 can be controlled according to the temperature of the power battery and the outlet air temperature at the evaporator 14, and the rotation speed of the compressor 11 is adjusted by regulating the power of the compressor 11. The opening degree of the third expansion valve 6 can be adjusted according to the subcooling degree of the water-cooled condenser 7, the fourth expansion valve 13 is adjusted according to the temperature of the power battery, the fifth expansion valve 16 is adjusted according to the outlet air temperature at the evaporator 14, and the power of the cooling fan 3 and the drive pump 2 can be adjusted according to the heat dissipation requirements.

[0111] Mode Five: Used for heating the passenger compartment, cooling and dissipating heat of the motor and its electronic control system, and recovering the waste heat of the motor and its electronic control system. As Figure 7As shown, at this time, port A and port B of the three-way valve 10 are open, and port C of the three-way valve 10 is closed. The first expansion valve 8 is fully open and in a conducting state, the second expansion valve 17 is in a throttling state, the third expansion valve 6 is closed, the fourth expansion valve 13 is closed, and the fifth expansion valve 16 is closed. At this time, the compressor 11, the indoor heat exchanger 12, the water-cooled condenser 7, and the gas-liquid separator 9 form a refrigerant circulation loop. At this time, it is mainly used for heating the passenger compartment, and the blower 18 is turned on. At this time, the water-cooled condenser 7 plays a role in absorbing heat, while the indoor heat exchanger 12 plays a role in dissipating heat. The compressor 11 compresses the gaseous refrigerant to obtain a high-temperature and high-pressure gaseous refrigerant. The high-temperature and high-pressure gaseous refrigerant condenses into a liquid-phase refrigerant in the indoor heat exchanger 12 and releases heat for heating the passenger compartment. The low-temperature and low-pressure liquid-phase refrigerant formed by throttling through the second expansion valve 17 evaporates and absorbs heat in the water-cooled condenser 7 to form a gas-liquid two-phase refrigerant and returns to the gas-liquid separator 9 to achieve heating of the passenger compartment.

[0112] At this time, the electric drive heat exchange component 1, the water-cooled condenser 7, the low-temperature radiator 4, and the drive pump 2 form a coolant circulation loop, and heat exchange between the refrigerant and the coolant is achieved through the water-cooled condenser 7. At this time, the coolant circulates under the drive of the drive pump 2, can absorb the heat of the electric drive heat exchange component 1, and transfer it to the refrigerant in the water-cooled condenser 7. The low-temperature radiator 4 is used to dissipate the heat that has not been transferred in the coolant to the external environment. At this time, the active intake grille 5 can adjust the opening degree according to the heat dissipation requirements of the motor and electronic control.

[0113] Among them, the rotational speed of the compressor 11 can be controlled according to the outlet air temperature at the indoor heat exchanger 12, and the rotational speed of the compressor 11 is adjusted by adjusting the power of the compressor 11. The opening degree of the second expansion valve 17 can be adjusted according to the degree of undercooling of the indoor heat exchanger 12, and the power of the cooling fan 3 and the drive pump 2 can be adjusted according to the heat dissipation requirements.

[0114] Mode six: used for heating the power battery. As Figure 8As shown, at this time, ports A, B, and C of the three-way valve 10 are all open. The first expansion valve 8 is in a throttling state, the second expansion valve 17 is closed, the third expansion valve 6 is fully open and in a conducting state, the fourth expansion valve 13 is in a throttling state, and the fifth expansion valve 16 is closed. At this time, the compressor 11, the indoor heat exchanger 12, the battery heat exchange assembly 15, and the gas-liquid separator 9 form a refrigerant circulation loop. At the same time, the compressor 11 and the gas-liquid separator 9 form a bypass circulation loop through the first expansion valve 8. At this time, it is mainly used to heat the power battery, and the blower 18 is closed. At this time, the indoor heat exchanger 12 is only used to conduct the refrigerant and does not perform a large amount of heat exchange. The compressor 11 compresses the gaseous refrigerant to obtain a high-temperature and high-pressure gaseous refrigerant. The high-temperature and high-pressure gaseous refrigerant passes through the indoor heat exchanger 12 and then enters the battery heat exchange assembly 15, where it releases heat and undergoes a phase change from gas to liquid to heat the power battery. After being throttled by the fourth expansion valve 13, it returns to the gas-liquid separator 9 to achieve heating of the power battery. At this time, the high-temperature and high-pressure gaseous refrigerant generated by the compressor 11 can flow back to the gas-liquid separator 9 through the first expansion valve 8 to heat the gas-liquid two-phase refrigerant returning to the gas-liquid separator 9.

[0115] At this time, since the water-cooled condenser 7 is not in use, the drive pump 2 can be turned off. Of course, if the motor and electronic control need to be cooled, the drive pump 2 can also be turned on so that the electric drive heat exchange assembly 1, the water-cooled condenser 7, the low-temperature radiator 4, and the drive pump 2 form a coolant circulation loop. At this time, the coolant circulates under the drive of the drive pump 2 and can absorb the heat of the electric drive heat exchange assembly 1 and dissipate heat through the low-temperature radiator 4.

[0116] Among them, the rotational speed of the compressor 11 can be controlled according to the temperature that the power battery needs to be heated, and the rotational speed of the compressor 11 is adjusted by adjusting the power of the compressor 11. The opening degree of the first expansion valve 8 is adjusted according to the superheat degree at the inlet of the compressor 11, and the opening degree of the fourth expansion valve 13 can be adjusted according to the temperature of the power battery. The powers of the cooling fan 3 and the drive pump 2 can be adjusted according to the heat dissipation requirements.

[0117] Mode seven: used for heating the passenger compartment, cooling and dissipating heat of the power battery, and cooling and dissipating heat of the motor and electronic control. As Figure 9As shown in the figure, at this time, port A and port B of the three-way valve 10 are open, port C of the three-way valve 10 is closed, the first expansion valve 8 is closed, the second expansion valve 17 is closed, the third expansion valve 6 is in a throttling state, the fourth expansion valve 13 is open and in a conducting state, and the fifth expansion valve 16 is closed. At this time, the compressor 11, the indoor heat exchanger 12, the battery heat exchange component 15 and the gas-liquid separator 9 form a refrigerant circulation loop. At this time, it is mainly used for heating the passenger compartment and cooling and dissipating heat from the power battery. The blower 18 is turned on. At this time, the indoor heat exchanger 12 is used for heat dissipation, so that the high-temperature and high-pressure gaseous refrigerant is transformed into a liquid-phase refrigerant. At this time, the blower 18 starts and can generate hot air for heating. The compressor 11 compresses the gaseous refrigerant to obtain a high-temperature and high-pressure gaseous refrigerant. The high-temperature and high-pressure gaseous refrigerant condenses into a liquid-phase refrigerant in the indoor heat exchanger 12 and releases heat for heating the passenger compartment. The low-temperature and low-pressure liquid-phase refrigerant formed by throttling through the third expansion valve 6 enters the battery heat exchange component 15 for evaporation and heat absorption, forms a gas-liquid two-phase refrigerant and returns to the gas-liquid separator 9, realizing cooling and heat dissipation of the power battery.

[0118] When the motor electronic control needs to dissipate heat, the drive pump 2 can be turned on, so that the electric drive heat exchange component 1, the water-cooled condenser 7, the low-temperature radiator 4 and the drive pump 2 form a coolant circulation loop. At this time, the coolant circulates under the drive of the drive pump 2 and can absorb the heat of the electric drive heat exchange component 1 and dissipate heat through the low-temperature radiator 4. Of course, when the motor electronic control does not need to dissipate heat, the drive pump 2 can be turned off.

[0119] Among them, the rotational speed of the compressor 11 can be controlled according to the outlet air temperature at the indoor heat exchanger 12, and the rotational speed of the compressor 11 is adjusted by adjusting the power of the compressor 11. The opening degree of the third expansion valve 6 can be adjusted according to the degree of subcooling of the indoor heat exchanger 12. The power of the cooling fan 3 and the drive pump 2 can be adjusted according to the heat dissipation requirements. The opening degree of the active intake grille 5 can also be adjusted according to the heat dissipation requirements.

[0120] Mode eight: used for heating the passenger compartment, heating the power battery and dissipating heat from the motor electronic control. As Figure 10 shown in the figure, at this time, port A, port B and port C of the three-way valve 10 are all open, the first expansion valve 8 is in a throttling state, the second expansion valve 17 is closed, the third expansion valve 6 is fully open and in a conducting state, the fourth expansion valve 13 is in a throttling state, and the fifth expansion valve 16 is closed. At this time, the compressor 11, the indoor heat exchanger 12, the battery heat exchange component 15 and the gas-liquid separator 9 form a refrigerant circulation loop. At the same time, the compressor 11 forms a bypass circulation loop with the gas-liquid separator 9 through the first expansion valve 8. At this time, it is mainly used for heating the passenger compartment and heating the power battery. The blower 18 is turned on.

[0121] At this time, since the blower 18 is turned on, the heat exchange efficiency of the indoor heat exchanger 12 increases, so the indoor heat exchanger 12 is used for heat dissipation, causing the high-temperature and high-pressure gaseous refrigerant to turn into a liquid-phase refrigerant, and thus hot air can be generated.

[0122] The compressor 11 compresses the gaseous refrigerant to obtain a high-temperature and high-pressure gaseous refrigerant. The high-temperature and high-pressure gaseous refrigerant enters the indoor heat exchanger 12, and only part of the high-temperature and high-pressure gaseous refrigerant in the indoor heat exchanger 12 turns into a liquid-phase refrigerant. The remaining high-temperature and high-pressure gaseous refrigerant flows to the battery heat exchange component 15, where it turns into a liquid-phase refrigerant to release heat, thereby heating the power battery. Then, the gas-liquid two-phase refrigerant is throttled by the fourth expansion valve 13 and returns to the gas-liquid separator 9.

[0123] At this time, the high-temperature and high-pressure gaseous refrigerant generated by the compressor 11 can flow back to the gas-liquid separator 9 through the first expansion valve 8 to heat the gas-liquid two-phase refrigerant returning to the gas-liquid separator 9.

[0124] When the motor and electronic control need to dissipate heat, the driving pump 2 can be turned on, so that the electric drive heat exchange component 1, the water-cooled condenser 7, the low-temperature radiator 4, and the driving pump 2 form a coolant circulation loop. At this time, the coolant circulates under the drive of the driving pump 2, can absorb the heat of the electric drive heat exchange component 1, and dissipate heat through the low-temperature radiator 4. Of course, when the motor and electronic control do not need to dissipate heat, the driving pump 2 can be turned off.

[0125] Among them, the rotational speed of the compressor 11 can be controlled according to the outlet air temperature at the indoor heat exchanger 12 or the heating temperature of the power battery, and the rotational speed of the compressor 11 is adjusted by adjusting the power of the compressor 11. The opening degree of the first expansion valve 8 is adjusted according to the superheat degree at the inlet of the compressor 11, and the opening degree of the fourth expansion valve 13 can be adjusted according to the temperature of the power battery. The power of the cooling fan 3 and the driving pump 2 can be adjusted according to the heat dissipation requirements. The opening degree of the active intake grille 5 can also be adjusted according to the heat dissipation requirements.

[0126] In addition, it should be noted that when the coolant is arranged in the implementation manner of the six-way valve 19 and the cooling fan 3, the thermal management system also has multiple modes. The working mode of its refrigerant is the same as the above working mode, and will not be elaborated here. And the flow direction of the coolant has the following four situations, which can be selected correspondingly according to the heat dissipation requirements of the motor and electronic control and the usage requirements of the water-cooled condenser 7.

[0127] Situation 1: As Figure 11As shown in the figure, port A and port F of the six-way valve 19 are connected, port B and port E of the six-way valve 19 are connected, and port C and port D of the six-way valve 19 are connected. At this time, the electric drive heat exchange component 1, the second pump 2-2, and the water-cooled condenser 7 form a loop, and the first pump 2-1 and the low-temperature radiator 4 form another loop. This situation is mainly applicable to the recovery and utilization of the waste heat of the motor and electronic control.

[0128] Case 2: As Figure 12 shown in the figure, port A and port B of the six-way valve 19 are connected, port C and port F of the six-way valve 19 are connected, and port E and port D of the six-way valve 19 are connected. At this time, the electric drive heat exchange component 1 and the second pump 2-2 form a loop. At this time, the motor and electronic control have no heat dissipation requirement, and the water-cooled condenser 7, the first pump 2-1, and the low-temperature radiator 4 form another loop. At this time, it is used to dissipate the heat of the refrigerant in the water-cooled condenser 7.

[0129] Case 3: As Figure 13 shown in the figure, port A and port D of the six-way valve 19 are connected, and port B and port C of the six-way valve 19 are connected. At this time, the electric drive heat exchange component 1, the second pump 2-2, the first pump 2-1, and the low-temperature radiator 4 form a loop, and the water-cooled condenser 7 is in an inoperative state, only dissipating heat from the motor and electronic control.

[0130] Case 4: As Figure 14 shown in the figure, port A and port F of the six-way valve 19 are connected, port B and port C of the six-way valve 19 are connected, and port E and port D of the six-way valve 19 are connected. At this time, the electric drive heat exchange component 1, the second pump 2-2, the water-cooled condenser 7, the first pump 2-1, and the low-temperature radiator 4 form a loop. This situation is mainly applicable to jointly dissipate heat from the motor and electronic control and the refrigerant in the water-cooled condenser 7.

[0131] The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings. However, the present disclosure is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0132] In addition, it should be noted that, in the above specific embodiments, the various specific technical features described can be combined in any suitable manner without conflict. To avoid unnecessary repetition, the present disclosure will not separately describe various possible combination methods.

[0133] Furthermore, any combination can be made between different embodiments of the present disclosure as long as it does not violate the idea of the present disclosure, and it should also be regarded as the content disclosed by the present disclosure.

Claims

1. A thermal management system, characterized in that, it includes: a compressor, an indoor heat exchanger, a first expansion valve, a gas-liquid separator and a battery heat exchange component; the outlet of the gas-liquid separator is connected to the inlet of the compressor, the outlet of the compressor is respectively connected to the inlet of the indoor heat exchanger and the inlet of the first expansion valve, and the outlet of the compressor can selectively conduct or cut off with the inlet of the first expansion valve and the inlet of the indoor heat exchanger; the outlet of the indoor heat exchanger is respectively connected to the inlet of the first expansion valve and the heat exchange inlet of the battery heat exchange component, the outlet of the indoor heat exchanger can conduct or cut off with the inlet of the first expansion valve, or the outlet of the indoor heat exchanger can conduct or cut off with the heat exchange inlet of the battery heat exchange component; the outlet of the first expansion valve and the heat exchange outlet of the battery heat exchange component are respectively connected to the inlet of the gas-liquid separator, the battery heat exchange component is used for heat exchange with the power battery, and the indoor heat exchanger can be used for heating the vehicle interior; wherein, when dissipating heat from the power battery and heating the vehicle interior, the first expansion valve is in a closed state, and at this time, the compressor, the indoor heat exchanger, the battery heat exchange component and the gas-liquid separator can form a loop; when heating the vehicle interior, the first expansion valve is in a conducting state, and at this time, the compressor, the indoor heat exchanger, the first expansion valve and the gas-liquid separator can form a loop; when heating the power battery in a winter environment, the first expansion valve is in a throttling state, and at this time, the compressor, the indoor heat exchanger, the battery heat exchange component and the gas-liquid separator can form a loop, and the compressor, the first expansion valve and the gas-liquid separator can form a bypass loop to heat the gas-liquid two-phase refrigerant in the gas-liquid separator.

2. The thermal management system according to claim 1, characterized in that, the thermal management system further includes a water-cooled condenser and a second expansion valve; the water-cooled condenser has a refrigerant inlet and a refrigerant outlet, the refrigerant inlet of the water-cooled condenser is respectively connected to the outlet of the compressor and the inlet of the first expansion valve, the outlet of the compressor can selectively conduct or cut off with the refrigerant inlet of the water-cooled condenser, the inlet of the first expansion valve and the inlet of the indoor heat exchanger, the refrigerant outlet of the water-cooled condenser is connected to the first port of the second expansion valve, and the outlet of the indoor heat exchanger is connected to the second port of the second expansion valve, so that the outlet of the indoor heat exchanger can selectively conduct or cut off with the refrigerant outlet of the water-cooled condenser.

3. The thermal management system according to claim 2, characterized in that, The thermal management system further includes a three-way valve and a first three-way pipe fitting. The port A of the three-way valve is connected to the outlet of the compressor. The port B of the three-way valve is connected to the inlet of the indoor heat exchanger. The port C of the three-way valve is connected to the port A of the first three-way pipe fitting. The port B of the first three-way pipe fitting is connected to the inlet of the first expansion valve. The port C of the first three-way pipe fitting is connected to the refrigerant inlet of the water-cooled condenser.

4. The thermal management system according to claim 2, wherein, the thermal management system further includes an electric drive heat exchange component, a low-temperature radiator and a driving pump. The water-cooled condenser has a water-cooling inlet and a water-cooling outlet. The outlet end of the driving pump is connected to the heat exchange inlet of the electric drive heat exchange component. The heat exchange outlet of the electric drive heat exchange component is connected to the water-cooling inlet of the water-cooled condenser. The water-cooling outlet of the water-cooled condenser is connected to the inlet of the low-temperature radiator. The outlet of the low-temperature radiator is connected to the inlet end of the driving pump. The electric drive heat exchange component is used for heat exchange with the motor and / or the electronic control.

5. The thermal management system according to claim 4, wherein, the thermal management system further includes an active air intake grille and a cooling fan. The cooling fan and the active air intake grille are respectively located on both sides of the low-temperature radiator. The air outlet end of the cooling fan faces the low-temperature radiator, so that the air formed by the cooling fan can flow through the low-temperature radiator and the active air intake grille and be discharged to the external environment from the active air intake grille; or, the thermal management system further includes a six-way valve and a cooling fan. The driving pump includes a first pump and a second pump. The port A of the six-way valve is connected to the outlet end of the second pump. The inlet end of the second pump is connected to the heat exchange outlet of the electric drive heat exchange component. The heat exchange inlet of the electric drive heat exchange component is connected to the port B of the six-way valve. The port C of the six-way valve is connected to the outlet end of the first pump. The inlet end of the first pump is connected to the outlet of the low-temperature radiator. The inlet of the low-temperature radiator is connected to the port D of the six-way valve. The port E of the six-way valve is connected to the water-cooling outlet of the water-cooled condenser. The port F of the six-way valve is connected to the water-cooling inlet of the water-cooled condenser. The cooling fan is located on one side of the low-temperature radiator. The air outlet end of the cooling fan faces the low-temperature radiator.

6. The thermal management system according to claim 2, wherein, the thermal management system further includes a third expansion valve. The inlet of the third expansion valve is respectively connected to the outlet of the indoor heat exchanger and the second port of the second expansion valve. The outlet of the third expansion valve is connected to the heat exchange inlet of the battery heat exchange component.

7. The thermal management system according to claim 6, wherein, the thermal management system further includes an evaporator and a fifth expansion valve. The inlet of the evaporator is connected to the outlet of the third expansion valve. The outlet of the evaporator is connected to the inlet of the fifth expansion valve. The outlet of the fifth expansion valve is connected to the inlet of the gas-liquid separator.

8. The thermal management system according to claim 7, wherein, The thermal management system further includes a blower. The evaporator and the indoor heat exchanger are arranged in parallel, and the blowing end of the blower faces the evaporator and the indoor heat exchanger, so that the air blown by the blower can flow through the evaporator and the indoor heat exchanger.

9. The thermal management system according to any one of claims 1-8, characterized in that the thermal management system further includes a fourth expansion valve. The inlet of the fourth expansion valve is connected to the heat exchange outlet of the battery heat exchange assembly, and the outlet of the fourth expansion valve is connected to the inlet of the gas-liquid separator.

10. The thermal management system according to any one of claims 1-8, characterized in that the battery heat exchange assembly includes a direct cooling and direct heating heat exchanger, and the direct cooling and direct heating heat exchanger is used to be connected to the power battery.

11. A vehicle, characterized in that it includes the thermal management system according to any one of claims 1-10.

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