Energy recovery module and automotive thermal management system

Abstract

An energy recovery module for recovering energy in a passenger cabin, comprising an exhaust air passage, a return air passage, a fresh air unit and a heat exchange unit. The fresh air unit comprises a fresh air passage and a temperature adjustment core, the fresh air passage is used for connecting the passenger cabin, and the temperature adjustment core is arranged in the fresh air passage and is used for adjusting the temperature of the gas entering the passenger cabin through the fresh air passage. The exhaust air passage is used for connecting the passenger cabin and discharging part of the gas in the passenger cabin. The return air passage is used for connecting the passenger cabin and the fresh air passage and recovering part of the gas in the passenger cabin to the fresh air passage. The heat exchange unit is used for being installed in the passenger cabin and has a first heat exchange end and a second heat exchange end, the first heat exchange end is arranged close to the exhaust air passage, and the second heat exchange end is arranged close to the return air passage. The heat exchange unit is used for absorbing cold or heat from the first heat exchange end and delivering the cold or heat to the second heat exchange end. The application also provides an automobile thermal management system.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of thermal management, in particular to an energy recovery module and a vehicle thermal management system. BACKGROUND

[0002] Compared with traditional fuel vehicles, new energy vehicles have problems of low temperature control efficiency, large power consumption and influence on driving range. Especially for temperature regulation of the passenger compartment, a large amount of electric energy is consumed. The driving motor, the battery and the passenger compartment in the electric vehicle are three independent modules, each of which has heating and cooling requirements. Due to the complex working conditions, the requirements of each module are inconsistent in different scenarios, resulting in a large amount of energy waste when the temperature is adjusted respectively. SUMMARY

[0003] The present application provides an energy recovery module and a vehicle thermal management system, which realizes the recycling of energy and reduces energy waste.

[0004] A first aspect of the embodiment of the present application provides an energy recovery module for recycling and utilizing the energy in the passenger compartment, comprising an exhaust air passage, a return air passage, a fresh air unit and a heat exchange unit. The fresh air unit comprises a fresh air passage and a temperature regulating core, the fresh air passage is used for connecting the passenger compartment, and the temperature regulating core is arranged in the fresh air passage. The temperature regulating core is used for adjusting the temperature of the gas entering the passenger compartment through the fresh air passage. The exhaust air passage is used for connecting the passenger compartment to exhaust part of the gas in the passenger compartment. The return air passage is used for connecting the passenger compartment and the fresh air passage to recycle part of the gas in the passenger compartment to the fresh air passage. The heat exchange unit is used for being installed in the passenger compartment and has a first heat exchange end and a second heat exchange end. The first heat exchange end is arranged close to the exhaust air passage, and the second heat exchange end is arranged close to the return air passage. The heat exchange unit is used for absorbing cold or heat from the first heat exchange end and transferring the cold or heat to the second heat exchange end.

[0005] The energy recovery module collects the cold or heat in the passenger compartment to the return air passage through the heat exchange unit, and then sends the gas with collected cold or heat into the fresh air passage for recycling. When the passenger compartment needs to be cooled, the cold of the gas exhausted from the exhaust air passage can be reduced, and the cold is collected and then sent into the passenger compartment through the fresh air passage again, so as to reduce energy waste. When the passenger compartment needs to be heated, the heat of the gas exhausted from the exhaust air passage can be reduced, and the heat is collected and then sent into the passenger compartment through the fresh air passage again, so as to reduce energy waste. The heat exchange unit can use a compressor to refrigerate, so that the first heat exchange end can absorb heat from the passenger compartment and transfer the heat to the second heat exchange end, or the second heat exchange end can absorb heat from the passenger compartment and transfer the heat to the first heat exchange end.

[0006] In a possible implementation manner of the first aspect, the heat exchange unit includes a first electrically heated component and a second electrically heated component, the first electrically heated component forms the first heat exchange end, and the second electrically heated component forms the second heat exchange end.

[0007] The energy recovery module can make the first electrically heated component absorb heat from the passenger cabin or the second electrically heated component absorb heat from the passenger cabin by adjusting electric fields at the first electrically heated component and the second electrically heated component. Thus, the heat exchange unit can bring heat or cold to the return air passage.

[0008] In a possible implementation manner of the first aspect, the heat exchange unit includes a first heat exchange loop, a second heat exchange loop, and a heat exchange component. The first heat exchange loop has the first heat exchange end, and the second heat exchange loop has the second heat exchange end. The heat exchange component connects the first heat exchange loop and the second heat exchange loop, and is configured to transmit heat of the first heat exchange loop to the second heat exchange loop or transmit heat of the second heat exchange loop to the first heat exchange loop.

[0009] The energy recovery module transmits heat of the first heat exchange loop and the second heat exchange loop through the heat exchange component. Heat can be collected to the first heat exchange loop through the heat exchange component, and then transmitted to the first heat exchange end through the first heat exchange loop. Or heat can be collected to the second heat exchange loop through the heat exchange component, and then transmitted to the second heat exchange end through the second heat exchange loop.

[0010] In a possible implementation manner of the first aspect, the heat exchange component includes a semiconductor refrigerator.

[0011] In the energy recovery module, the semiconductor refrigerator has a first end and a second end. When the semiconductor refrigerator is powered on, the semiconductor refrigerator can bring heat of the first end to the second end or bring heat of the second end to the first end. By connecting the first end of the semiconductor refrigerator to the first heat exchange loop and connecting the second end of the semiconductor refrigerator to the second heat exchange loop, heat transmission of the first heat exchange loop and the second heat exchange loop can be adjusted. Heat can be collected to the first heat exchange loop through the semiconductor refrigerator, and then transmitted to the first heat exchange end through the first heat exchange loop. Or heat can be collected to the second heat exchange loop through the semiconductor refrigerator, and then transmitted to the second heat exchange end through the second heat exchange loop.

[0012] The second aspect of the embodiment of the present application provides an automobile thermal management system, including a thermal management module and the energy recovery module provided in the first aspect. The thermal management module includes a first loop and a battery loop. The first loop is connected with the temperature regulating core and can be used to exchange heat with the temperature regulating core to regulate the temperature of the passenger cabin. The battery loop is connected with the first loop and is used to exchange heat with the first loop to regulate the temperature of the battery.

[0013] The automobile thermal management system can reasonably distribute and utilize the heat in the automobile by cooperation of the thermal management module and the energy recovery module. For example, the heat generated by the battery circuit can be circulated to the fresh air unit through the first circuit, and then sent to the passenger cabin through the fresh air unit to heat the passenger cabin. Or in the case of cooling the passenger cabin, the cold energy of the passenger cabin is sent to the temperature regulating core through the return air channel, and the fluid in the first circuit is cooled by the temperature regulating core, and the first circuit carries the cold energy to the battery circuit to cool the battery.

[0014] In a possible implementation manner of the second aspect, the temperature regulating core comprises a cold air core. The first circuit is connected in series with a first pump body, a battery cooling plate exchanger, an outdoor heat exchanger and the cold air core through a pipeline. The battery circuit is connected in series with the battery cooling plate exchanger, a second pump body and a battery heat dissipation through a pipeline. The battery cooling plate exchanger can be used for heat exchange between the first circuit and the battery circuit.

[0015] The automobile thermal management system realizes heat exchange between the first circuit and the battery circuit through the battery cooling plate exchanger. The first circuit provides kinetic energy for the fluid in the first circuit through the first pump body. The battery circuit provides kinetic energy for the fluid in the battery circuit through the second pump body.

[0016] In a possible implementation manner of the second aspect, the first circuit is connected in series with a first water kettle through a pipeline and the first pump body. The battery circuit is connected in series with a battery water kettle through a pipeline and the second pump body.

[0017] The automobile thermal management system realizes pressure and storage amount control of the fluid in the first circuit through the first water kettle, so that the fluid in the first circuit has a stable flow rate and appropriate pressure. The battery water kettle realizes pressure and storage amount control of the fluid in the battery circuit, so that the fluid in the battery circuit has a stable flow rate and appropriate pressure.

[0018] In a possible implementation manner of the second aspect, the thermal management module further comprises an electric drive heat dissipation circuit for adjusting the temperature of the driving motor.

[0019] The automobile thermal management system adjusts the temperature of the driving motor through the electric drive heat dissipation circuit, so that the driving motor is at a reasonable working temperature, and the driving motor is reduced.

[0020] In a possible implementation manner of the second aspect, the thermal management module further comprises an electric drive heat dissipation loop. The electric drive heat dissipation loop is connected in series with the third pump body, an electric drive waste heat plate exchanger, a drive motor heat dissipation and a converter heat dissipation through a pipeline. The first loop is further connected in series with the electric drive waste heat plate exchanger through a pipeline. The first loop is further connected with a first three-way valve through a pipeline, an inlet of the first three-way valve is connected with the battery cooling plate exchanger, and outlets of the first three-way valve are respectively connected with the outdoor heat exchanger and the electric drive waste heat plate exchanger. The electric drive waste heat plate exchanger can be used for heat exchange between the first loop and the electric drive heat dissipation loop.

[0021] In the automobile thermal management system, through adjustment of the first three-way valve, the electric drive heat dissipation loop is connected with the first loop through the electric drive waste heat plate exchanger, heat exchange between the electric drive heat dissipation loop and the first loop is realized, and the excess heat of the electric drive heat dissipation loop can be taken away through the first loop.

[0022] In a possible implementation manner of the second aspect, the electric drive heat dissipation loop is further connected with a second three-way valve, a third three-way valve and a loop heat radiator through a pipeline. An inlet of the second three-way valve is connected with the electric drive waste heat plate exchanger or an outlet of the third three-way valve, and outlets of the second three-way valve are respectively connected with the third pump body and the loop heat radiator. An inlet of the third three-way valve is connected with the third pump body, and outlets of the third three-way valve are respectively connected with the second three-way valve and the electric drive waste heat plate exchanger.

[0023] In the automobile thermal management system, through adjustment of the second three-way valve and the third three-way valve, the electric drive heat dissipation loop can be connected with the first loop, heat exchange between the electric drive heat dissipation loop and the first loop is realized, and the heat of the electric drive heat dissipation loop can be directly dissipated to the external environment of the automobile through the loop heat radiator.

[0024] In a possible implementation manner of the second aspect, the electric drive heat dissipation loop is further connected with the third pump body in series through a pipeline.

[0025] In the automobile thermal management system, the electric drive water kettle is used for realizing pressure and storage amount control of fluid in the electric drive heat dissipation loop, so that the fluid in the electric drive heat dissipation loop has a stable flow amount and proper pressure.

[0026] In a possible implementation manner of the second aspect, the automobile thermal management system further comprises a blowing device, and the blowing device is used for blowing air to the loop heat radiator and the outdoor heat exchanger.

[0027] In the automobile thermal management system, the blowing device can accelerate heat dissipation of the outdoor heat exchanger and the loop heat radiator.

[0028] In a possible implementation manner of the second aspect, the thermal management module further comprises an air conditioning loop and a second loop. The air conditioning loop is in communication with the first loop and is configured to provide cold energy for the first loop. The second loop is in communication with the air conditioning loop and is configured to exchange heat with the temperature regulating core to regulate the temperature of the passenger compartment.

[0029] In the automobile thermal management system, the air conditioning loop can actively provide cold energy for the first loop, and more cold energy is provided for the first loop in the case that the external environment is relatively hot. The second loop uses the heat generated by the air conditioning or actively generated heat to bring the heat to the passenger compartment to realize heating of the passenger compartment.

[0030] In a possible implementation manner of the second aspect, the temperature regulating core comprises a warm air core, and the thermal management module further comprises an air conditioning loop and a second loop. The air conditioning loop comprises a pipeline in which an evaporator, a gas-liquid separator, a compressor and an air cooler are connected in series. The first loop further comprises a pipeline in which the battery cooling plate and the evaporator are connected in series. The second loop comprises a pipeline in which the air cooler, a fourth pump body and the warm air core are connected in series.

[0031] In the automobile thermal management system, the air conditioning loop can actively provide cold energy for the first loop, and more cold energy is provided for the first loop in the case that the external environment is relatively hot. The second loop uses the heat generated by the air conditioning or actively generated heat to bring the heat to the passenger compartment to realize heating of the passenger compartment.

[0032] In a possible implementation manner of the second aspect, the second loop further comprises a second kettle connected in series with the fourth pump body through a pipeline.

[0033] The automobile thermal management system controls the pressure and storage amount of the fluid in the second loop through the second kettle, so that the fluid in the second loop has a stable flow rate and appropriate pressure.

[0034] In a possible implementation manner of the second aspect, the second loop further comprises a fourth three-way valve connected through a pipeline, and the first loop further comprises a first three-way valve connected through a pipeline. An inlet of the fourth three-way valve is in communication with the air cooler, and outlets of the fourth three-way valve are connected with the outdoor heat exchanger and the warm air core respectively. An inlet of the first three-way valve is in communication with the battery cooling plate, and outlets of the first three-way valve are connected with the outdoor heat exchanger and the cold air core respectively.

[0035] In the automobile thermal management system, the outdoor heat exchanger is connected to the second loop or the first loop through adjustment of the fourth three-way valve and the first three-way valve. Therefore, the heat or cold energy of the external environment is used through different methods.

[0036] In a possible implementation manner based on the second aspect, the battery circuit further connects a sixth three-way valve, a fifth three-way valve and a battery heating plate exchanger through pipes. An inlet of the fifth three-way valve is connected to the battery heat sink, and an outlet of the fifth three-way valve is connected to the battery heating plate exchanger and the sixth three-way valve. An inlet of the sixth three-way valve is connected to the battery heat sink or the battery heating plate exchanger, and an outlet of the sixth three-way valve is connected to the battery cooling plate exchanger and the second pump body. The second circuit further connects the battery heating plate exchanger and the air cooler through pipes in series.

[0037] In the automobile thermal management system, the sixth three-way valve and the fifth three-way valve are adjusted to connect the battery circuit with the first circuit or the second circuit, so that different heat regulation modes of the battery circuit are realized. For example, the battery circuit is connected with the first circuit to take away the heat of the battery circuit, so that the battery is cooled. For example, the battery circuit is connected with the second circuit to heat the battery circuit, so that the battery has a suitable working temperature.

[0038] The third aspect of the embodiment of the present application provides an automobile thermal management system, which comprises a first circuit and a battery circuit. The first circuit is connected with the battery circuit. The first circuit can exchange heat with the battery circuit and dissipate heat to an external environment of the automobile.

[0039] The automobile thermal management system can reasonably distribute and utilize heat in the automobile by cooperation of the first circuit and the battery circuit. Heat generated by the battery circuit can be dissipated to the external environment of the automobile through the first circuit.

[0040] In a possible implementation manner based on the third aspect, the first circuit connects a first pump body, a battery cooling plate exchanger and an outdoor heat exchanger through pipes in series. The battery circuit connects the battery cooling plate exchanger, a second pump body and a battery heat sink through pipes in series. The battery cooling plate exchanger can be used to exchange heat between the first circuit and the battery circuit.

[0041] The automobile thermal management system exchanges heat between the first circuit and the battery circuit through the battery cooling plate exchanger. The first circuit provides kinetic energy for the movement of fluid in the first circuit through the first pump body. The battery circuit provides kinetic energy for the movement of fluid in the battery circuit through the second pump body. Heat of the battery circuit is dissipated through the outdoor heat exchanger.

[0042] In a possible implementation manner of the third aspect, the automobile thermal management system further includes an electric drive heat dissipation loop. The electric drive heat dissipation loop is connected in series with a third pump body, an electric drive waste heat plate exchanger, a drive motor heat dissipation and a converter heat dissipation through a pipeline. The first loop is further connected in series with the electric drive waste heat plate exchanger through a pipeline. The first loop is further connected with a first three-way valve through a pipeline, an inlet of the first three-way valve is connected with the battery cooling plate exchanger, and outlets of the first three-way valve are respectively connected with the outdoor heat exchanger and the electric drive waste heat plate exchanger. The electric drive waste heat plate exchanger can be used for heat exchange between the first loop and the electric drive heat dissipation loop.

[0043] In the automobile thermal management system, the electric drive heat dissipation loop is connected with the first loop through the adjustment of the first three-way valve, heat exchange between the electric drive heat dissipation loop and the first loop is realized, and the excess heat of the electric drive heat dissipation loop can be taken away through the first loop.

[0044] In a possible implementation manner of the third aspect, the automobile thermal management system further includes an air conditioning loop and a second loop. The air conditioning loop includes an evaporator, a gas-liquid separator, a compressor and an air cooler connected in series through a pipeline. The first loop is further connected in series with the battery cooling plate exchanger and the evaporator through a pipeline. The second loop is connected in series with the air cooler and a fourth pump body through a pipeline.

[0045] In the automobile thermal management system, the air conditioning loop can actively provide cold energy for the first loop, and more cold energy is provided for the first loop in the case that the external environment is relatively hot. The second loop can take away the heat generated by the air conditioning loop from the position of the air conditioning loop.

[0046] In a possible implementation manner of the third aspect, the battery loop is further connected with a sixth three-way valve, a fifth three-way valve and a battery heating plate exchanger through a pipeline. An inlet of the fifth three-way valve is connected with the battery heat dissipation, and outlets of the fifth three-way valve are connected with the battery heating plate exchanger and the sixth three-way valve. An inlet of the sixth three-way valve is connected with the battery heat dissipation or the battery heating plate exchanger, and an outlet of the sixth three-way valve is connected with the battery cooling plate exchanger and the second pump body. The second loop is further connected in series with the battery heating plate exchanger and the air cooler through a pipeline.

[0047] In the automobile thermal management system, the battery loop is connected with the first loop or the second loop through the adjustment of the sixth three-way valve and the fifth three-way valve, so that different heat regulation modes of the battery loop are realized. For example, the battery loop can be connected with the first loop to take away the heat of the battery loop and cool the battery. For example, the battery loop can be connected with the second loop to heat the battery loop and make the battery have a suitable working temperature. BRIEF DESCRIPTION OF DRAWINGS

[0048] Figure 1 is a structural schematic diagram of an automobile thermal management system provided by an embodiment of the present application.

[0049] Figure 2 is a structural schematic diagram of an energy recovery module provided by an embodiment of the present application.

[0050] Figure 3 is a structural schematic diagram of an energy recovery module provided by another embodiment of the present application.

[0051] Figure 4 is a structural schematic diagram of an automobile thermal management system in a first mode provided by an embodiment of the present application.

[0052] Figure 5 is a structural schematic diagram of an automobile thermal management system in a second mode provided by an embodiment of the present application.

[0053] Figure 6 is a structural schematic diagram of an automobile thermal management system in a third mode provided by an embodiment of the present application.

[0054] Figure 7 is a structural schematic diagram of an automobile thermal management system in a fourth mode provided by an embodiment of the present application.

[0055] Figure 8 is a structural schematic diagram of an automobile thermal management system in a fifth mode provided by an embodiment of the present application.

[0056] Figure 9 is a structural schematic diagram of an automobile thermal management system in a sixth mode provided by an embodiment of the present application.

[0057] Figure 10 is a structural schematic diagram of an automobile thermal management system in a seventh mode provided by an embodiment of the present application.

[0058] Figure 11 is a structural schematic diagram of an automobile thermal management system in an eighth mode provided by an embodiment of the present application.

[0059] Figure 12 is a structural schematic diagram of an automobile thermal management system in a ninth mode provided by an embodiment of the present application.

[0060] Main element symbol explanation

[0061] Automobile thermal management system 001

[0062] Energy recovery module 010

[0063] Passenger compartment 010a

[0064] Thermal management module 030

[0065] First heat exchange end 110a

[0066] Second heat exchange end 110b

[0067] First end 110c

[0068] Second end 110d

[0069] First heat exchange loop 111

[0070] Second heat exchange loop 113

[0071] Exhaust air passage 130

[0072] Cold air core 151

[0073] Warm air core 153

[0074] Fan 155

[0075] Fresh air passage 157

[0076] Return air passage 170

[0077] Battery heating plate exchange 210

[0078] First battery heat exchange pipe 211

[0079] Third battery heat exchange pipe 213

[0080] Air cooler 230

[0081] First air conditioner heat exchange pipe 231

[0082] Third air conditioner heat exchange pipe 233

[0083] Fourth pump body 250

[0084] Fourth air conditioner heat exchange pipe 253

[0085] Second kettle 270

[0086] First pump body 310

[0087] Battery cooling plate exchange 330

[0088] Second battery heat exchange pipe 331

[0089] Fourth battery heat exchange pipe 333

[0090] Evaporator 350

[0091] Second air conditioner heat exchange pipe 351

[0092] First kettle 370

[0093] Electric drive waste heat plate exchanger 390

[0094] First electric drive heat exchange pipe 391

[0095] Second electric drive heat exchange pipe 393

[0096] Battery kettle 410

[0097] Second pump body 430

[0098] Battery heat dissipation 450

[0099] Heat regenerator 510

[0100] Gas-liquid separator 530

[0101] Compressor 550

[0102] Electric drive kettle 610

[0103] Third pump body 630

[0104] Drive motor heat dissipation 650

[0105] Converter heat dissipation 670

[0106] Loop heat sink 690

[0107] Outdoor heat exchanger 710

[0108] Air blowing device 730

[0109] First three-way valve 810

[0110] Second three-way valve 820

[0111] Third three-way valve 830

[0112] Fourth three-way valve 840

[0113] Fifth three-way valve 850

[0114] Sixth three-way valve 860

[0115] First stop valve 870

[0116] Second stop valve 880

[0117] Throttle valve 890

[0118] The following specific embodiments will further illustrate the present application in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0119] The following detailed description of the application will be made with reference to the accompanying drawings, in which:

[0120] Hereinafter, the terms "first", "second", etc. are used only for the purpose of description and should not be construed as indicating or implying relative importance or implying the number of the technical features indicated. Therefore, the features defined with "first", "second", etc. can explicitly or implicitly include one or more of the features. In the description of the present application, unless otherwise specified, the meaning of "a plurality of" is two or more. The orientation terms such as "upper", "lower", "left", "right", etc. are defined with respect to the orientation of the components shown in the drawings, and it should be understood that these directional terms are relative concepts, which are used for relative description and clarification, and can be changed accordingly according to the change of the orientation of the components placed in the drawings.

[0121] In the present application, unless otherwise specified and limited, the term "connection" should be understood broadly, for example, "connection" can be fixed connection, or detachable connection, or integral; can be directly connected, or indirectly connected through intermediate medium. The term "and / or" used herein includes any and all combinations of one or more related listed items.

[0122] In the following detailed description of the embodiments in conjunction with the schematic drawings, for the purpose of illustration, the drawings showing the local structure of the device can be partially enlarged without general proportion, and the schematic drawings are only examples, which should not limit the scope of protection of the present application here.

[0123] In order to make the purpose, technical scheme and advantages of the present application clearer, the embodiments of the present application will be further described in detail below in conjunction with the drawings.

[0124] Figure 1 The structure schematic diagram of the automobile thermal management system 001 provided by an embodiment of the present application is shown.

[0125] As Figure 1As shown, an automobile thermal management system 001 provided by a first embodiment of the present application is shown. The automobile thermal management system 001 includes a thermal management module 030 and an energy recovery module 010.

[0126] The thermal management module 030 is arranged in the automobile and is used to manage the heat exchange of the air conditioner, the driving motor, the battery and the outside of the automobile. The thermal management module 030 can provide heat to the passenger compartment 010a of the automobile to achieve heating of the passenger compartment 010a of the automobile. The energy recovery module 010 is arranged in the passenger compartment 010a of the automobile, and the energy recovery module 010 can absorb the heat in the passenger compartment 010a and then return the absorbed heat to the thermal management module 030. The warm air returned by the energy recovery module 010 to the thermal management module 030 can be mixed with the warm air delivered by the thermal management module 030 to the passenger compartment 010a, and then enter the passenger compartment 010a together to achieve heating. The automobile thermal management system 001 can recycle the heat that should be discharged from the passenger compartment 010a, thereby reducing the heating capacity of the thermal management module 030 and achieving the effects of energy saving and environmental protection.

[0127] It can be understood that the thermal management module 030 can also be used to manage the cold exchange of the air conditioner, the driving motor, the battery and the outside of the automobile. The thermal management module 030 can also provide cold to the passenger compartment 010a to achieve cooling of the passenger compartment 010a. The energy recovery module 010 can also absorb the cold in the passenger compartment 010a and then return the absorbed cold to the thermal management module 030. The cold air returned by the energy recovery module 010 to the thermal management module 030 can be mixed with the cold air delivered by the thermal management module 030 to the passenger compartment 010a, and then enter the passenger compartment 010a together to achieve cooling.

[0128] Figure 2 A structural schematic diagram of the energy recovery module 010 provided by an embodiment of the present application is shown.

[0129] As Figure 2 shown, the energy recovery module 010 includes a fresh air unit, an exhaust air passage 130, a return air passage 170 and a heat exchange unit.

[0130] The fresh air unit includes a fresh air passage 155 and a temperature adjustment core, which is arranged in the fresh air passage 155. The fresh air unit further includes a fan 157, which is arranged in the fresh air passage 155 and works to blow the gas outside the passenger cabin 010a to the passenger cabin 010a via the fresh air passage 155 to form fresh air. The temperature adjustment core is connected to the thermal management module 030, and the thermal management module 030 heats or cools the temperature adjustment core, so that the fresh air in the fresh air passage 155 blown to the passenger cabin 010a has heat or cold. Specifically, the temperature adjustment core includes a warm air core 153 and a cold air core 151. When the thermal management module 030 provides heat for the warm air core 153, the fresh air can be heated to heat the passenger cabin 010a. When the thermal management module 030 provides cold for the cold air core 151, the fresh air can be cooled to cool the passenger cabin 010a.

[0131] The exhaust passage 130 communicates the passenger cabin 010a and the outside of the vehicle, and part of the gas in the passenger cabin 010a is exhausted through the exhaust passage 130. The fresh air passage 155 and the exhaust passage 130 jointly act to keep the gas in the passenger cabin 010a fresh, maintain a relatively stable oxygen content, and make the gas in the passenger cabin 010a suitable for the physiological needs of the passengers.

[0132] The return air passage 170 communicates the passenger cabin 010a and the fresh air passage 155, and returns part of the gas in the passenger cabin 010a to the fresh air passage 155. The return air passage 170 enters the fresh air passage 155 to mix with the fresh air to form mixed gas, which is blown to the passenger cabin 010a. Optionally, the end of the return air passage 170 connected to the fresh air passage 155 is arranged at the air inlet of the fresh air passage 155, and the temperature adjustment core is located between the air inlet and the passenger cabin 010a. The air returned by the return air passage 170 to the fresh air passage 155 is mixed with the fresh air to form mixed gas, which is blown to the passenger cabin 010a after being adjusted by the temperature adjustment core, so as to reduce the temperature rise of the gas at the temperature adjustment core.

[0133] The heat exchange unit includes a heat exchanger and a heat exchange pipe, and the heat exchange pipe is filled with a heat exchange medium. The heat exchange pipe has a first heat exchange end 110a and a second heat exchange end 110b. The heat exchange channel is arranged in the passenger cabin 010a, and the first heat exchange end 110a is located close to the air outlet channel 130 in the passenger cabin 010a, and the second heat exchange end 110b is located close to the air return channel 170 in the passenger cabin 010a. The heat exchanger transfers the heat or cold of the first heat exchange end 110a to the second heat exchange end 110b, and then transfers the heat or cold to the gas recovered from the air return channel 170. Through the heat exchange unit, the heat or cold in the gas discharged from the air outlet channel 130 can be reduced, and the part of the heat or cold is transferred to the gas in the air return channel 170, so that the part of the heat or cold is recycled. Optionally, the heat exchanger can use a compressor to bring the heat of the first heat exchange end 110a to the second heat exchange end 110b by the compressor. Or through the compressor to bring the heat of the second heat exchange end 110b to the first heat exchange end 110a. The heat exchanger can also use a first electric card and a second electric card. The first electric card forms the first heat exchange end, and the second electric card forms the second heat exchange end. By adjusting the electric field at the first electric card and the second electric card, the first electric card can absorb heat from the first heat exchange end 110a and transfer the heat to the second heat exchange end 110b through the heat exchange pipe. Or the second electric card absorbs heat from the second heat exchange end 110b and transfers the heat to the first heat exchange end 110a through the heat exchange pipe.

[0134] Figure 3 The structure diagram of the energy recovery module 010 provided by another embodiment of the application is shown.

[0135] As Figure 3 shown, in the energy recovery module 010, the heat exchange pipe of the heat exchange unit includes a first heat exchange circuit 111 and a second heat exchange circuit 113. The first heat exchange end 110a is located in the first heat exchange circuit 111, and the second heat exchange end 110b is located in the second heat exchange circuit 113. The heat exchange unit further includes a heat exchange member connected to the first heat exchange circuit 111 and the second heat exchange circuit 113. The heat exchange member can transfer the heat of the first heat exchange circuit 111 to the second heat exchange circuit 113, or transfer the heat of the second heat exchange circuit 113 to the first heat exchange circuit 111.

[0136] Optionally, the heat exchange component comprises a semiconductor cooler. The semiconductor cooler has a first end 110c and a second end 110d, and when the semiconductor cooler is powered, the semiconductor cooler can bring the heat from the first end 110c to the second end 110d or bring the heat from the second end 110d to the first end 110c. The first end 110c of the semiconductor cooler is connected to the first heat exchange circuit 111, and the second end 110d of the semiconductor cooler is connected to the second heat exchange circuit 113. When the semiconductor cooler is powered, the heat transfer of the first heat exchange circuit 111 and the second heat exchange circuit 113 can be adjusted.

[0137] When it is necessary to recover the heat of the passenger compartment 010a from the return air passage 170, the first end 110c of the semiconductor cooler absorbs heat, so that the fluid in the first heat exchange circuit 111 absorbs the heat of the gas to be discharged through the exhaust air passage 130 at the first heat exchange end 110a, and the second end 110d of the semiconductor cooler releases heat, so that the fluid in the second heat exchange circuit 113 absorbs heat and then transfers the heat to the gas recovered from the return air passage 170 at the second heat exchange end 110b.

[0138] When it is necessary to recover the cold of the passenger compartment 010a from the return air passage 170, the second end 110d of the semiconductor cooler absorbs heat, so that the fluid in the second heat exchange circuit 113 absorbs the heat of the gas to be recovered through the return air passage 170 at the second heat exchange end 110b, and the first end 110c of the semiconductor cooler releases heat, so that the fluid in the first heat exchange circuit 111 absorbs heat and then transfers the heat to the gas discharged through the exhaust air passage 130 at the first heat exchange end 110a.

[0139] Please refer back to Figure 1 The heat management module 030 of the automobile heat management system 001 comprises a second circuit, a first circuit, a battery circuit, an air conditioner circuit and an electric drive heat dissipation circuit.

[0140] The second circuit is connected to the heater core 153, and heat is provided to the heater core 153 through the second circuit, and the fresh air brings the heat into the passenger compartment 010a to achieve heating of the passenger compartment 010a.

[0141] The second circuit comprises a first battery heat exchange pipe 211, a first air conditioner heat exchange pipe 231, a fourth pump body 250 and a second kettle 270 connected in series through a second pipeline. The first battery heat exchange pipe 211 is a heat exchange pipeline of the battery heating plate 210, which can exchange heat with the battery circuit. The first air conditioner heat exchange pipe 231 is a heat exchange pipeline of the air cooler 230, which can exchange heat with the air conditioner circuit.

[0142] The second circuit also has the heater core 153 connected in series. When the second pipeline provides kinetic energy to the second fluid through the fourth pump body 250, the second fluid flows in the second circuit:

[0143] The second fluid passes through the first battery heat exchange pipe 211, and the second fluid absorbs heat in the battery heating plate heat exchanger 210 or provides heat for the battery circuit. The second fluid passes through the first air conditioner heat exchange pipe 231, and the second fluid absorbs heat in the air cooler 230. The second circuit passes through the second water tank 270 to control the pressure and storage amount of the second fluid, so that the second fluid in the second circuit has a stable flow rate and appropriate pressure. The second fluid passes through the heater core 153 again, and the mixed gas formed by mixing the air flowing out of the passenger compartment 010a through the return air passage 170 with the fresh air absorbs the heat of the second fluid in the heater core 153. The heated mixed gas is blown into the passenger compartment 010a to achieve heating of the passenger compartment 010a.

[0144] The first circuit is connected to the cold air core 151, and the cold air core 151 is provided with cold energy through the first circuit. The fresh air carries the cold energy into the passenger compartment 010a to achieve cooling of the passenger compartment 010a.

[0145] The first circuit includes a first pump body 310, a second battery heat exchange pipe 331, a second air conditioner heat exchange pipe 351, a first water tank 370, and a first electric drive heat exchange pipe 391 connected in series through a first pipe. The second battery heat exchange pipe 331 is a heat exchange pipe of the battery heating plate heat exchanger 210 and can exchange heat with the battery circuit. The second air conditioner heat exchange pipe 351 is a heat exchange pipe of the evaporator 350 and can exchange heat with the air conditioner circuit. The first electric drive heat exchange pipe 391 is a heat exchange pipe of the electric drive waste heat plate heat exchanger 390 and can exchange heat with the electric drive heat dissipation circuit.

[0146] The first circuit also has the cold air core 151 connected in series. When the first pipe provides kinetic energy for the first fluid through the first pump body 310, the first fluid flows in the first circuit:

[0147] The first fluid passes through the second battery heat exchange pipe 331, and the first fluid provides cold energy to the battery circuit in the battery cooling plate heat exchanger 330 to cool the battery or absorbs cold energy from the battery circuit. The first fluid passes through the second air conditioner heat exchange pipe 351, and the first fluid absorbs cold energy in the air conditioner circuit in the evaporator 350. The first circuit passes through the first water tank 370 to control the pressure and storage amount of the first fluid, so that the first fluid in the first circuit has a stable flow rate and appropriate pressure. The first fluid passes through the first electric drive heat exchange pipe 391, and the first fluid provides cold energy to the electric drive heat dissipation circuit in the electric drive waste heat plate heat exchanger 390 to cool the electric drive. The first fluid passes through the cold air core 151 again, and the mixed gas formed by mixing the air flowing out of the passenger compartment 010a through the return air passage 170 with the fresh air absorbs the cold energy of the first fluid in the cold air core 151. The cooled mixed gas is blown into the passenger compartment 010a to achieve cooling of the passenger compartment 010a.

[0148] The battery circuit comprises the battery kettle 410, the second pump body 430 and the battery heat sink 450 connected in series through the battery pipeline. The battery circuit further comprises the third battery heat exchange pipe 213 or the fourth battery heat exchange pipe 333 connected in series with the second pump body 430 through the battery pipeline.

[0149] The third battery heat exchange pipe 213 is a heat exchange pipeline of the battery heating plate exchanger 210 and can exchange heat with the second circuit. The fourth battery heat exchange pipe 333 is a heat exchange pipeline of the battery cooling plate exchanger 330 and can exchange heat with the first circuit. Generally, the second circuit and the first circuit are not started at the same time, and the third battery heat exchange pipe 213 and the fourth battery heat exchange pipe 333 are not started at the same time. According to the actual needs of the battery circuit, any one of the third battery heat exchange pipe 213 and the fourth battery heat exchange pipe 333 can be connected into the working battery circuit.

[0150] According to the actual needs of the battery circuit, when the second pump body 430 provides kinetic energy for the battery fluid to circulate in the battery circuit:

[0151] When the battery heating plate exchanger 210 is working. The battery fluid passes through the third battery heat exchange pipe 213, and the battery fluid absorbs heat in the battery heating plate exchanger 210 and takes the heat to the battery heat sink 450 to provide heat for the battery, so that the battery is at a suitable working temperature. Alternatively, the battery fluid passes through the third battery heat exchange pipe 213, and the battery fluid transfers heat to the second circuit in the battery heating plate exchanger 210, and the second circuit takes the heat to the warm air core 153 to heat the passenger compartment 010a. The battery circuit realizes the pressure and storage amount control of the battery fluid through the battery kettle 410, so that the battery fluid in the battery circuit has a stable flow rate and appropriate pressure.

[0152] When the battery cooling plate exchanger 330 is working. The battery fluid passes through the fourth battery heat exchange pipe 333, and the battery fluid absorbs cold in the battery cooling plate exchanger 330 and takes the cold to the battery heat sink 450 to cool the battery, so that the battery is at a suitable working temperature. Alternatively, the battery fluid passes through the fourth battery heat exchange pipe 333, and the battery fluid provides cold to the first circuit in the battery cooling plate exchanger 330, and the first circuit takes the cold to the cold air core 151 to cool the passenger compartment 010a. The battery circuit realizes the pressure and storage amount control of the battery fluid through the battery kettle 410, so that the battery fluid in the battery circuit has a stable flow rate and appropriate pressure.

[0153] A sixth three-way valve 860 and a fifth three-way valve 850 are provided in the battery circuit to switch the battery heating plate exchanger 210 and the battery cooling plate exchanger 330. The inlet of the fifth three-way valve 850 is connected to the battery radiator 450, and the two outlets of the fifth three-way valve 850 are respectively connected to the inlet of the third battery heat exchange pipe 213 and the inlet of the sixth three-way valve 860. The inlet of the sixth three-way valve 860 is connected to the outlet of the third battery heat exchange pipe 213, and the two outlets of the sixth three-way valve 860 are respectively connected to the inlet of the fourth battery heat exchange pipe 333 and the inlet of the battery kettle 410. Specifically, the inlet of the sixth three-way valve 860 is connected to the outlet of the fifth three-way valve 850 and the outlet of the third heat exchange pipe.

[0154] When the outlet of the fifth three-way valve 850 is connected to the third heat exchange pipe, and the outlet of the sixth three-way valve 860 is connected to the battery kettle 410, the fourth heat exchange pipe is disconnected, the third heat exchange pipe is connected in the battery circuit, and the battery circuit and the second circuit can exchange heat through the battery heating plate exchanger 210.

[0155] When the outlet of the fifth three-way valve 850 is connected to the inlet of the sixth three-way valve 860, and the outlet of the sixth three-way valve 860 is connected to the fourth heat exchange pipe, the third heat exchange pipe is disconnected, the fourth heat exchange pipe is connected in the battery circuit, and the battery circuit and the first circuit can exchange heat through the battery cooling plate exchanger 330.

[0156] The air conditioning circuit includes a third air conditioning heat exchange pipe 233, a first heat recovery pipe, a fourth air conditioning heat exchange pipe 253, a gas-liquid separator 530, a second heat recovery pipe, and a compressor 550 connected in series through air conditioning pipes.

[0157] The third air conditioning heat exchange pipe 233 is a heat exchange pipe of the air cooler 230 and can exchange heat with the second circuit. The fourth air conditioning heat exchange pipe 253 is a heat exchange pipe of the evaporator 350 and can exchange heat with the first circuit. The first heat recovery pipe and the second heat recovery pipe are heat exchange pipes of the heat recovery device 510 and are respectively located at two ends of the compressor 550. The first heat recovery pipe superheats the gaseous air conditioning fluid before it is sucked into the compressor 550, and the second heat recovery pipe subcools the liquid air conditioning fluid before it enters the evaporator 350, thereby improving the thermal efficiency of the air conditioning circuit. Optionally, the air conditioning fluid uses carbon dioxide (R744), which has good heating performance, especially in low temperature conditions, and can provide sufficient heating performance.

[0158] When the air conditioning fluid flows in the air conditioning circuit:

[0159] The high-temperature and high-pressure air-conditioning fluid is formed by the compressor 550. The air-conditioning fluid passes through the third air-conditioning heat exchange pipe 233, and the air-conditioning fluid provides heat for the second circuit in the air cooler 230, and the air-conditioning fluid is cooled. The air-conditioning fluid passes through the fourth air-conditioning heat exchange pipe 253, and the cooled air-conditioning fluid provides cold to the first circuit, and the temperature of the air-conditioning fluid is raised. The air-conditioning fluid is subjected to gas-liquid separation by the gas-liquid separator 530, so that the gaseous air-conditioning fluid enters the compressor 550, and the liquid air-conditioning fluid is stored.

[0160] The throttling valve 890 is also provided in the air-conditioning circuit, and the flow capacity of the fluid in the air-conditioning circuit is controlled by the throttling valve 890, so as to control the refrigeration and heating efficiency of the air-conditioning circuit.

[0161] The electric drive heat dissipation circuit includes the electric drive water tank 610, the third pump body 630, the drive motor heat dissipation 650, and the converter heat dissipation 670 connected in series through the drive motor heat dissipation 650 pipe. The electric drive heat dissipation circuit also includes the circuit radiator 690 or the second electric drive heat exchange pipe 393 connected in series with the third pump body 630 through the drive motor heat dissipation 650 pipe.

[0162] The circuit radiator 690 can dissipate heat to the external environment of the automobile, so as to dissipate the heat in the electric drive heat dissipation circuit. The second electric drive heat exchange pipe 393 is a heat exchange pipe of the electric drive waste heat exchanger 390, which can exchange heat with the first circuit. The electric drive waste heat exchanger 390 transmits heat to the first circuit, which on the one hand reduces the heat in the electric drive heat dissipation circuit, and on the other hand can further transmit the heat to the air-conditioning circuit through the first circuit, so as to raise the temperature of the air-conditioning fluid passing through the air cooler 230 in the air-conditioning circuit.

[0163] According to the actual needs of the energy recovery module 010, when the third pump body 630 provides kinetic energy to the electric drive fluid, so that the electric drive fluid flows in the electric drive heat dissipation circuit:

[0164] When the circuit radiator 690 works. The electric drive fluid passes through the drive motor heat dissipation 650, and carries away the heat of the electric drive, so that the electric drive is cooled. The electric drive fluid passes through the converter heat dissipation 670, and carries away the heat of the converter, so that the converter is cooled. The electric drive fluid passes through the circuit radiator 690, and the circuit radiator 690 dissipates the heat of the electric drive fluid to the external environment of the automobile. The electric drive heat dissipation circuit realizes the pressure and storage amount control of the electric drive fluid through the electric drive water tank 610, so that the electric drive fluid in the electric drive heat dissipation circuit has a stable flow capacity, and the pressure is appropriate.

[0165] The electric drive fluid is cooled by the drive motor 650, which takes away the heat of the electric drive. The electric drive fluid is cooled by the converter 670, which takes away the heat of the converter. The electric drive fluid is cooled by the second electric drive heat exchange tube 393, and the electric drive waste heat exchanger 390 transfers the heat of the electric drive fluid to the first circuit, so that the temperature of the electric drive fluid decreases. The electric drive heat dissipation circuit realizes the pressure and storage amount control of the electric drive fluid through the electric drive kettle 610, so that the electric drive fluid in the electric drive heat dissipation circuit has a stable flow capacity and appropriate pressure.

[0166] The second three-way valve 820 and the third three-way valve 830 are arranged in the electric drive heat dissipation circuit to switch the circuit heat sink 690 and the electric drive waste heat exchanger 390. The inlet of the second three-way valve 820 is connected to the converter heat sink 670, and the two outlets of the second three-way valve 820 are respectively connected to the inlet of the circuit heat sink 690 and the inlet of the electric drive kettle 610. The inlet of the third three-way valve 830 is connected to the outlet of the third pump body 630, and the two outlets of the third three-way valve 830 are respectively connected to the inlet of the drive motor heat sink 650 and the inlet of the second electric drive heat exchange tube 393.

[0167] When the outlet of the second three-way valve 820 is communicated with the electric drive kettle 610, and the outlet of the third three-way valve 830 is communicated with the second electric drive heat exchange tube 393, the circuit heat sink 690 is disconnected, the second electric drive heat exchange tube 393 is connected in the electric drive heat dissipation circuit, and the electric drive heat dissipation circuit and the first circuit can exchange heat through the electric drive waste heat exchanger 390.

[0168] When the outlet of the second three-way valve 820 is communicated with the inlet of the circuit heat sink 690, and the outlet of the third three-way valve 830 is communicated with the drive motor heat sink 650, the second electric drive heat exchange tube 393 is disconnected, and the circuit heat sink 690 is connected in the electric drive heat dissipation circuit. The heat generated by the electric drive heat dissipation circuit can be dissipated to the external environment of the automobile through the circuit heat sink 690.

[0169] The heat management module 030 of the automobile heat management system 001 also includes an outdoor heat exchanger 710, which can be connected to the first circuit or the second circuit, so that the first circuit or the second circuit exchanges heat with the external environment of the automobile, and utilizes the cold or heat of the external environment of the automobile. The outdoor heat exchanger 710 is arranged close to the drive motor heat sink 650, and both of them use a blower device 730 to accelerate the flow of gas, so that the outdoor heat exchanger 710 and the drive motor heat sink 650 can quickly dissipate heat to the external environment of the automobile. Alternatively, the outdoor heat exchanger 710 and the drive motor heat sink 650 can be arranged separately, and each can be provided with a blower device 730 to realize rapid heat dissipation.

[0170] The fourth three-way valve 840 and the first three-way valve 810 are arranged in the automobile thermal management system 001 to switch the outdoor heat exchanger 710 to connect to the second loop or the first loop. The inlet of the fourth three-way valve 840 is connected to the second water tank 270, and the two outlets of the fourth three-way valve 840 are respectively connected to the heating core 153 and the inlet of the outdoor heat exchanger 710. The inlet of the first three-way valve 810 is connected to the outlet of the first water tank 370, and the two outlets of the first three-way valve 810 are respectively connected to the inlet of the outdoor heat exchanger 710 and the inlet of the first electric drive heat exchange pipe 391.

[0171] When the outlet of the fourth three-way valve 840 is communicated with the heating core 153, and the outlet of the first three-way valve 810 is communicated with the outdoor heat exchanger 710, the outdoor heat exchanger 710 is connected to the first loop. The first loop can exchange heat with the external environment of the automobile, and can absorb the cold of the external environment, and then bring the cold to the cold air core 151, and further blow into the passenger compartment 010a with fresh air. The cold of the external environment can also be absorbed through the first loop, and the cold is brought to the battery cooling plate 330, and further the cold is brought to the battery loop to cool the battery.

[0172] When the outlet of the fourth three-way valve 840 is communicated with the outdoor heat exchanger 710, and the outlet of the first three-way valve 810 is communicated with the first electric drive heat exchange pipe 391, the outdoor heat exchanger 710 is connected to the second loop. The second loop can exchange heat with the external environment of the automobile, and can dissipate the excess heat in the second loop to the external environment of the automobile, so as to facilitate the first loop to provide cold to the passenger compartment 010a.

[0173] The inlet of the outdoor heat exchanger 710 is controlled by the fourth three-way valve 840 and the first three-way valve 810, and the outlet of the outdoor heat exchanger 710 is respectively connected to the first electric drive heat exchange pipe 391 and the heating core 153. By installing the first stop valve 870 between the outdoor heat exchanger 710 and the first electric drive heat exchange pipe 391, and installing the second stop valve 880 between the outdoor heat exchanger 710 and the heating core 153, the communication between the outdoor heat exchanger 710 and the heating core 153 or the electric drive waste heat plate 390 is controlled. Further, the first stop valve 870 and the second stop valve 880 can be closed at the same time, so that the heat of the vehicle enters the internal distribution mode, and the heat exchange between the automobile and the external environment is reduced.

[0174] Figure 4 The structure schematic diagram of the automobile thermal management system 001 in the first mode is shown.

[0175] As shown in Figure 4 , by controlling the three-way valve, the automobile thermal management system 001 enters the first mode. In the first mode, the automobile management system can heat the passenger compartment 010a and heat the battery.

[0176] The outlet of the fourth three-way valve 840 is communicated with the warm air core 153, the outlet of the first three-way valve 810 is communicated with the outdoor heat exchanger 710, the outlet of the second three-way valve 820 is communicated with the electrically driven water kettle 610, the outlet of the third three-way valve 830 is communicated with the electrically driven waste heat plate exchanger 390, the outlet of the fifth three-way valve 850 is communicated with the battery heating plate exchanger 210, and the outlet of the sixth three-way valve 860 is communicated with the battery water kettle 410.

[0177] The first stop valve 870 is opened, the second stop valve 880 is closed, and the outdoor heat exchanger 710 is connected to the first loop.

[0178] In the first mode, the second loop is sequentially connected in series with the warm air core 153, the battery heating plate exchanger 210, the air cooler 230, the fourth pump body 250, and the second water kettle 270.

[0179] The battery heating plate exchanger 210 exchanges heat with the battery loop, and the air cooler 230 exchanges heat with the air conditioning loop. The battery heating plate exchanger 210 brings the heat in the second loop to the battery loop, thereby heating the battery and allowing the battery to be at an appropriate operating temperature. The air cooler 230 brings the heat generated by the air conditioning loop to the second loop, and then to the warm air core 153 through the second loop. The warm air core 153 exchanges heat with the gas in the fresh air channel 155, so that the gas blown into the passenger compartment 010a has a certain amount of heat, thereby achieving heating of the passenger compartment 010a.

[0180] The heat exchange unit in the energy recovery module 010 collects the heat of the gas in the passenger compartment 010a at the first heat exchange end 110a and transfers part of the heat to the second heat exchange end 110b. That is, the heat exchange unit collects the heat of the gas about to be discharged from the passenger compartment 010a and transfers part of the heat to the return air channel 170. The return air channel 170 sends the gas with part of the heat to the fresh air channel 155 to mix with fresh air. The mixed gas is heated again by the warm air core 153 and then blown into the passenger compartment 010a, thereby achieving heating of the passenger compartment 010a.

[0181] The heat carried by the gas discharged from the passenger compartment 010a is reduced, and the part of the heat is reheated through the fresh air channel 155 and then returned to the passenger compartment 010a, which can reduce the heating demand of the heating channel and improve the energy utilization rate.

[0182] The battery loop is sequentially connected in series with the battery heating plate exchanger 210, the battery water kettle 410, the second pump body 430, and the battery heat sink 450.

[0183] The battery heating plate exchanger 210 absorbs the heat in the second loop and then brings the heat to the battery heat sink 450, thereby heating the battery through the battery heat sink 450 and allowing the battery to be at an appropriate operating temperature.

[0184] The air conditioning circuit is connected in series with the gas cooler 230, the regenerator 510 (first regenerator pipe), the evaporator 350, the gas-liquid separator 530, the regenerator 510 (second regenerator pipe), and the compressor 550.

[0185] The air conditioning fluid flowing into the gas cooler 230 has a high temperature through the air conditioning circuit, and the second fluid in the second circuit is heated in the gas cooler 230. The second circuit brings the heated second fluid to the heater core 153, and the air in the fresh air channel 155 is exchanged through the heater core 153, so that the air blown into the passenger compartment 010a has a certain heat, and the heating of the passenger compartment 010a is realized. And the evaporator 350 exchanges heat with the first circuit, and the outdoor heat exchanger 710 is connected in the first circuit, which can absorb the heat of the external environment of the automobile into the air conditioning circuit through the outdoor heat exchanger 710.

[0186] The first circuit is connected in series with the evaporator 350, the first water kettle 370, the outdoor heat exchanger 710, the electric drive waste heat exchanger 390, the cold air core 151, the first pump body 310, and the battery cooling plate exchanger 330. Among them, the cold air core 151 and the battery cooling plate exchanger 330 do not work and play the role of fluid circulation. Optionally, a pipeline parallel to the cold air core 151 is provided, which is located outside the fresh air channel 155 or wrapped with thermal insulation material, and the pipeline is difficult to exchange heat with the gas in the fresh air channel 155.

[0187] The heat of the external environment of the automobile is absorbed into the first circuit through the outdoor heat exchanger 710. The heat in the electric drive heat dissipation circuit is absorbed into the first circuit through the electric drive waste heat exchanger 390. In the evaporator 350, the heat of the first circuit is transmitted to the air conditioning circuit, so that the air conditioning circuit has more heat transmitted to the gas cooler 230, and then transmitted to the second circuit through the gas cooler 230.

[0188] The electric drive heat dissipation circuit is connected in series with the electric drive waste heat exchanger 390, the drive motor heat dissipation 650, the converter heat dissipation 670, the electric drive water kettle 610, and the third pump body 630.

[0189] The drive motor of the automobile transmits heat to the electric drive heat dissipation circuit through the drive motor heat dissipation 650. The converter of the automobile transmits to the electric drive heat dissipation circuit through the converter heat dissipation 670. In the electric drive waste heat exchanger 390, the heat of the electric drive heat dissipation circuit is transmitted to the first circuit, so that the first circuit has more heat transmitted to the evaporator 350. Among them, the converter of the automobile includes DC / DC converter (Direct Current-Direct Current Converter) and OBC (On Board Charger) and other devices, which can provide charging, smooth power supply for electric drive and other functions for new energy vehicles.

[0190] Therefore, in the first mode, the heat of the electric drive heat dissipation circuit is transmitted to the first circuit through the electric drive waste heat exchanger 390, and the heat of the external environment of the automobile is transmitted to the first circuit through the outdoor heat exchanger 710. The heat in the first circuit is transmitted to the second circuit through the air conditioning circuit via the air cooler 230. When the second fluid in the second circuit flows to the heater core 153, the heating of the passenger compartment 010a is achieved. When the second fluid in the second circuit flows to the battery heating exchanger 210, the heating of the battery circuit is achieved. After the battery circuit is heated, the temperature of the battery can be increased, so that the battery is at a suitable working temperature.

[0191] Figure 5 The structure schematic diagram of the automobile thermal management system 001 provided by an embodiment of the present application in the second mode is shown.

[0192] As shown in Figure 5 , by controlling the three-way valve, the automobile thermal management system 001 enters the second mode. In the second mode, the automobile thermal management system can heat the passenger compartment 010a.

[0193] The outlet of the fourth three-way valve 840 is connected to the heater core 153, the outlet of the first three-way valve 810 is connected to the outdoor heat exchanger 710, the outlet of the second three-way valve 820 is connected to the electric drive water kettle 610, the outlet of the third three-way valve 830 is connected to the electric drive waste heat exchanger 390, the outlet of the fifth three-way valve 850 is connected to the sixth three-way valve 860, and the outlet of the sixth three-way valve 860 is connected to the battery cooling exchanger 330.

[0194] The first stop valve 870 is opened, the second stop valve 880 is closed, and the outdoor heat exchanger 710 is connected to the first circuit.

[0195] In the second mode, the second circuit is sequentially connected with the heater core 153, the battery heating exchanger 210, the air cooler 230, the fourth pump body 250, and the second water kettle 270. Among them, the battery heating exchanger 210 does not work and plays a role in circulating fluid.

[0196] The air cooler 230 exchanges heat with the air conditioning circuit. The air cooler 230 brings the heat generated by the air conditioning circuit into the second circuit, and brings the heat to the heater core 153 through the second circuit, and then exchanges heat with the gas in the fresh air channel 155 through the heater core 153, so that the gas blown into the passenger compartment 010a has a certain heat, and the heating of the passenger compartment 010a is achieved.

[0197] The heat exchange unit in the energy recovery module 010 collects the heat of the gas in the passenger cabin 010a at the first heat exchange end 110a, and transfers part of the heat to the second heat exchange end 110b. That is, the heat exchange unit collects the heat of the gas about to be discharged from the passenger cabin 010a, and transfers part of the heat to the return air passage 170. The return air passage 170 sends the gas with part of the heat to the fresh air passage 155 to mix with the fresh air. The mixed gas is blown into the passenger cabin 010a again through the heating of the warm air core 153, so as to realize the heating of the passenger cabin 010a.

[0198] The heat carried by the gas discharged from the passenger cabin 010a is reduced, and the part of the heat is re-heated through the fresh air passage 155 and then returned to the passenger cabin 010a, which can reduce the heating demand of the heating passage and improve the utilization rate of energy.

[0199] The air conditioning circuit is sequentially connected with the gas cooler 230, the heat exchanger 510 (first heat exchange pipe), the evaporator 350, the gas-liquid separator 530, the heat exchanger 510 (second heat exchange pipe), and the compressor 550.

[0200] The air conditioning fluid entering the gas cooler 230 has a high temperature through the air conditioning circuit, and the second fluid in the second circuit is heated in the gas cooler 230. The second circuit brings the heated second fluid to the warm air core 153, and then exchanges heat with the gas in the fresh air passage 155 through the warm air core 153, so that the gas blown into the passenger cabin 010a has a certain amount of heat, and the heating of the passenger cabin 010a is realized. Moreover, the evaporator 350 exchanges heat with the first circuit, and the first circuit is connected with the outdoor heat exchanger 710, which can absorb the heat of the external environment of the automobile into the air conditioning circuit through the outdoor heat exchanger 710.

[0201] The first circuit is sequentially connected with the evaporator 350, the first water kettle 370, the outdoor heat exchanger 710, the electric drive waste heat exchanger 390, the cold air core 151, the first pump body 310, and the battery cooling plate exchanger 330. Among them, the cold air core 151 does not work, and only plays a role in flowing fluid.

[0202] The heat of the external environment of the automobile is absorbed into the first circuit through the outdoor heat exchanger 710. The heat in the electric drive heat dissipation circuit is absorbed into the first circuit through the electric drive waste heat exchanger 390. The heat in the battery circuit is absorbed into the first circuit through the battery cooling plate exchanger 330. In the evaporator 350, the heat of the first circuit is transmitted to the air conditioning circuit, so that the air conditioning circuit has more heat transmitted into the gas cooler 230, and then transmitted into the second circuit through the gas cooler 230.

[0203] The electric drive heat dissipation circuit is sequentially connected with the electric drive waste heat exchanger 390, the drive motor heat dissipation 650, the converter heat dissipation 670, the electric drive water kettle 610, and the third pump body 630.

[0204] The driving motor of the automobile transmits heat to the electric drive heat dissipation circuit through the driving motor heat dissipation 650. The converter of the automobile transmits heat to the electric drive heat dissipation circuit through the converter heat dissipation 670. The heat of the electric drive heat dissipation circuit is transmitted to the first circuit in the electric drive waste heat plate exchanger 390, so that the first circuit has more heat transferred to the evaporator 350.

[0205] The battery circuit has, in sequence, the battery cooling plate exchanger 330, the battery kettle 410, the second pump body 430 and the battery heat dissipation 450.

[0206] The battery is cooled by absorbing the heat of the battery through the battery heat dissipation 450. The heat in the battery circuit is transmitted to the first circuit through the battery cooling plate exchanger 330, and then the heat is brought to the evaporator 350 through the first circuit, so that the air conditioning circuit has more heat transmitted to the second circuit.

[0207] In the second mode, the heat of the electric drive heat dissipation circuit is transmitted to the first circuit through the electric drive waste heat plate exchanger 390, the heat of the external environment of the automobile is transmitted to the first circuit through the outdoor heat exchanger 710, and the heat of the battery circuit is transmitted to the first circuit through the battery cooling plate exchanger 330. The heat in the first circuit is transmitted to the second circuit through the air conditioning circuit via the air cooler 230. When the second fluid in the second circuit flows to the heater core 153, the heating of the passenger compartment 010a is realized.

[0208] Figure 6 The structure schematic diagram of the automobile thermal management system 001 provided by an embodiment of the application in the third mode is shown.

[0209] As shown in Figure 6 , by controlling the three-way valve, the automobile thermal management system 001 enters the third mode. In the fourth mode, the automobile management system can heat the passenger compartment 010a.

[0210] The fourth pump body 250 is closed, the second circuit does not flow, and the fluid does not flow or has little flow in the fourth three-way valve 840. The air conditioning circuit is closed, and the fluid does not flow or has little flow in the air conditioning circuit.

[0211] The outlet of the first three-way valve 810 is connected to the electric drive waste heat plate exchanger 390, the outlet of the second three-way valve 820 is connected to the electric drive kettle 610, the outlet of the third three-way valve 830 is connected to the electric drive waste heat plate exchanger 390, the outlet of the fifth three-way valve 850 is connected to the sixth three-way valve 860, and the outlet of the sixth three-way valve 860 is connected to the battery cooling plate exchanger 330.

[0212] The first stop valve 870 and the second stop valve 880 are both closed, and the outdoor heat exchanger 710 does not work.

[0213] In the third mode, the battery circuit is in series with the battery cooling plate exchanger 330, the battery kettle 410, the second pump body 430 and the battery heat sink 450 in turn.

[0214] By the battery cooling plate exchanger 330 and the first circuit exchanger, the heat in the battery circuit can be transmitted to the first circuit, on the one hand to cool the battery, and on the other hand to heat the first circuit.

[0215] The first circuit is in series with the battery cooling plate exchanger 330, the evaporator 350, the first kettle 370, the electric drive waste heat plate exchanger 390, the cold air core 151 and the first pump body 310 in turn. Among them, the evaporator 350 does not work, and plays a role in circulating fluid.

[0216] By the battery cooling plate exchanger 330 and the battery circuit exchanger, the heat in the battery circuit can be transmitted to the first circuit, on the one hand to cool the battery, and on the other hand to heat the first circuit. By the electric drive waste heat plate exchanger 390 and the electric drive heat dissipation circuit exchanger, the heat in the electric drive heat dissipation circuit can be transmitted to the first circuit, on the one hand to cool the components in the electric drive circuit, and on the other hand to heat the first circuit. When the first circuit circulates in the cold air core 151, the fluid in the fresh air channel 155 exchanges heat with the cold air core 151. At this time, the fluid in the cold air core 151 has a higher problem due to absorbing the heat of the battery circuit and the electric drive heat dissipation circuit, the cold air core 151 heats the fluid in the fresh air channel 155, and the fluid in the fresh air channel 155 is blown into the passenger compartment 010a to achieve heating of the passenger compartment 010a.

[0217] The heat exchanger unit in the energy recovery module 010 collects the heat of the gas in the passenger compartment 010a at the first heat exchange end 110a, and transfers part of the heat to the second heat exchange end 110b. That is, the heat exchanger unit collects the heat of the gas about to be discharged from the passenger compartment 010a, and transfers part of the heat to the return air channel 170. The return air channel 170 sends the gas that has collected part of the heat to the fresh air channel 155 to mix with fresh air. The mixed gas is heated again by the cold air core 151 and then blown into the passenger compartment 010a again to achieve heating of the passenger compartment 010a.

[0218] The heat carried by the gas discharged from the passenger compartment 010a is reduced, and the part of the heat is reheated by the fresh air channel 155 and then returned to the passenger compartment 010a, which can improve the heating effect of the battery circuit and the electric drive heat dissipation circuit on the passenger compartment 010a.

[0219] The electric drive heat dissipation circuit is in series with the electric drive waste heat plate exchanger 390, the drive motor heat sink 650, the converter heat sink 670, the electric drive kettle 610 and the third pump body 630 in turn.

[0220] The driving motor of the automobile transmits heat to the electric drive heat dissipation circuit through the driving motor heat dissipation 650. The converter of the automobile transmits heat to the electric drive heat dissipation circuit through the converter heat dissipation 670. The heat of the electric drive heat dissipation circuit is transmitted to the first circuit through the electric drive waste heat plate exchanger 390, so that the first circuit has more heat transferred to the cold air core 151.

[0221] In the third mode, the heat of the electric drive heat dissipation circuit is transmitted to the first circuit through the electric drive waste heat plate exchanger 390, and the heat in the battery circuit is transmitted to the first circuit through the battery cooling plate exchanger 330. The heat in the first circuit exchanges heat with the fluid in the fresh air channel 155 through the cold air core 151, so as to realize the heating of the passenger compartment 010a.

[0222] Figure 7 The structure schematic diagram of the automobile thermal management system 001 provided by an embodiment of the present application in the fourth mode is shown.

[0223] As shown in the fourth mode, the automobile thermal management system 001 is controlled to enter the fourth mode. In the fifth mode, the automobile thermal management system can cool the battery and heat the passenger compartment 010a. Figure 7

[0224] The fourth pump body 250 is closed, the second circuit is not in circulation, and the fluid is not in circulation or is substantially not in circulation in the fourth three-way valve 840. The air conditioning circuit is closed, and the fluid is not in circulation or is substantially not in circulation in the air conditioning circuit.

[0225] The outlet of the first three-way valve 810 is connected to the outdoor heat exchanger 710, the outlet of the second three-way valve 820 is connected to the driving motor heat dissipation 650, the outlet of the third three-way valve 830 is connected to the driving motor heat dissipation 650, the outlet of the fifth three-way valve 850 is connected to the sixth three-way valve 860, and the outlet of the sixth three-way valve 860 is connected to the battery cooling plate exchanger 330.

[0226] The first stop valve 870 is opened, the second stop valve 880 is closed, and the outdoor heat exchanger 710 is connected to the first circuit.

[0227] In the fourth mode, the battery circuit is sequentially connected in series with the battery cooling plate exchanger 330, the battery kettle 410, the second pump body 430, and the battery heat dissipation 450.

[0228] Through the heat exchange between the battery cooling plate exchanger 330 and the first circuit, the heat in the battery circuit can be transmitted to the first circuit, so as to realize the cooling of the battery.

[0229] The first circuit is sequentially connected in series with the battery cooling plate exchanger 330, the evaporator 350, the first kettle 370, the outdoor heat dissipation, the battery waste heat recovery plate exchanger, the cold air core 151, and the first pump body 310. Among them, the evaporator 350 and the battery waste heat plate exchanger do not work and play a role in circulating fluid.​

[0230] The heat in the battery circuit is transferred to the first circuit through the battery cooling plate exchanger 330 and the battery circuit exchanger, so as to cool the battery and dissipate the excess heat in the first circuit to the external environment of the automobile through the outdoor heat exchanger 710.

[0231] The heat exchanger unit in the energy recovery module 010 collects the heat of the gas in the passenger compartment 010a at the second heat exchange end 110b and transfers part of the heat to the first heat exchange end 110a. That is, the heat exchanger unit collects the heat at the return air passage 170 and transfers part of the heat to the exhaust air passage 130 to be discharged through the exhaust air passage 130. The return air passage 170 sends the gas with part of the heat removed to the fresh air passage 155 to mix with fresh air. The mixed gas is exchanged by the cold air core 151, so that part of the heat is transferred to the refrigeration passage and then blown into the passenger compartment 010a again, so as to dissipate heat in the passenger compartment 010a. The heat transferred to the refrigeration passage is dissipated to the external environment of the automobile through the outdoor heat exchanger 710.

[0232] The electric drive heat dissipation circuit is sequentially connected with the circuit radiator 690, the electric drive kettle 610, the third pump body 630, the drive motor heat dissipation 650, and the converter heat dissipation 670.

[0233] The drive motor of the automobile transmits heat to the electric drive heat dissipation circuit through the drive motor heat dissipation 650. The converter of the automobile transmits heat to the electric drive heat dissipation circuit through the converter heat dissipation 670. The heat is dissipated to the external environment of the automobile through the outdoor heat exchanger through the air blowing device 730 at the circuit radiator 690.

[0234] In the fourth mode, the heat of the electric drive heat dissipation circuit is transferred to the first circuit through the electric drive waste heat plate exchanger 390, and the heat in the battery circuit is transferred to the first circuit through the battery cooling plate exchanger 330. The heat in the first circuit exchanges heat with the fluid in the cold air core 151 and the fresh air passage 155, so as to heat the passenger compartment 010a.

[0235] Figure 8 A structure schematic diagram of the automobile thermal management system 001 provided by an embodiment of the present application in the fifth mode is shown.

[0236] As shown in Figure 8 , by controlling the three-way valve, the automobile thermal management system 001 enters the fifth mode. In the sixth mode, the automobile management system can cool the battery and cool the passenger compartment 010a.

[0237] The outlet of the fourth three-way valve 840 is connected to the outdoor heat exchanger 710, the outlet of the first three-way valve 810 is connected to the electric drive waste heat exchanger 390, the outlet of the second three-way valve 820 is connected to the loop heat sink 690, the outlet of the third three-way valve 830 is connected to the drive motor heat sink 650, the outlet of the fifth three-way valve 850 is connected to the sixth three-way valve 860, and the outlet of the sixth three-way valve 860 is connected to the battery cooling plate exchanger 330.

[0238] The first stop valve 870 is closed, the second stop valve 880 is opened, and the outdoor heat exchanger 710 is connected to the second loop.

[0239] In the fifth mode, the first loop is sequentially connected in series with the cold air core 151, the first pump body 310, the battery cooling plate exchanger 330, the evaporator 350, the first water kettle 370, and the electric drive waste heat exchanger 390. Among them, the electric drive waste heat exchanger 390 does not work and plays a role in circulating fluid.

[0240] The cold energy generated by the air conditioning loop is transmitted to the first loop through the evaporator 350. The gas in the fresh air channel 155 is cooled by heat exchange between the cold air core 151 and the gas in the fresh air channel 155. The cooled gas is blown into the passenger compartment 010a through the fresh air channel 155, thereby cooling the passenger compartment 010a. The cold energy of the first loop is transmitted to the battery loop through the battery cooling plate, and the battery loop cools the battery through the battery heat sink 450, so that the battery is at a suitable working temperature.

[0241] The heat exchange unit in the energy recovery module 010 collects the cold energy of the gas in the passenger compartment 010a at the first heat exchange end 110a and transmits part of the cold energy to the second heat exchange end 110b. That is, the heat exchange unit collects the cold energy of the gas about to be discharged from the passenger compartment 010a and transmits part of the cold energy to the return air channel 170. The return air channel 170 sends the gas with part of the cold energy collected to the fresh air channel 155 to mix with fresh air. The mixed gas is cooled by the cold air core 151 and then blown into the passenger compartment 010a again to cool the passenger compartment 010a.

[0242] The cold energy carried by the gas discharged from the passenger compartment 010a is reduced, and the part of the cold energy is re-cooled by the fresh air channel 155 and returned to the passenger compartment 010a, which can improve the cooling effect of the air conditioning loop on the passenger compartment 010a.

[0243] The battery loop is sequentially connected in series with the battery cooling plate exchanger 330, the battery water kettle 410, the second pump body 430, and the battery heat sink 450.

[0244] The battery cooling plate exchanger 330 absorbs the cold energy in the first loop and then brings the cold energy to the battery heat sink 450, which cools the battery to make the battery at a suitable working temperature.

[0245] The air conditioning circuit is connected in series with the evaporator 350, the gas-liquid separator 530, the heat exchanger 510 (second heat exchanger pipe), the compressor 550, the air cooler 230, and the heat exchanger 510 (first heat exchanger pipe) in sequence.

[0246] The air conditioning circuit cools the fluid in the evaporator 350. The evaporator 350 transmits the cold produced by the air conditioning circuit to the first circuit. The air cooler 230 transmits the heat produced by the air conditioning circuit to the second circuit, which is then dissipated to the external environment of the vehicle.

[0247] The second circuit is connected in series with the heater core 153, the battery heating plate exchanger 210, the air cooler 230, the fourth pump body 250, and the second kettle 270 in sequence. The heater core 153 is not working, so that the air blown out of the passenger compartment 010a does not absorb the heat of the heater core 153. Alternatively, the fan 157 is not working, so that no or almost no fresh air is blown into the passenger compartment 010a through the fresh air channel 155. The battery heating plate exchanger 210 is not working, and functions as a fluid circulation.

[0248] The air cooler 230 exchanges heat with the air conditioning circuit, and the air cooler 230 brings the heat produced by the air conditioning circuit to the second circuit. The heat absorbed by the second circuit from the air conditioning circuit is dissipated to the external environment of the vehicle through the outdoor heat exchanger 710.

[0249] The electric drive heat dissipation circuit is connected in series with the electric drive heat sink, the electric drive kettle 610, the third pump body 630, the drive motor heat sink 650, and the converter heat sink 670 in sequence.

[0250] The drive motor of the vehicle transmits heat to the electric drive heat dissipation circuit through the drive motor heat sink 650. The converter of the vehicle transmits heat to the electric drive heat dissipation circuit through the converter heat sink 670. The heat of the electric drive heat dissipation circuit is then dissipated to the external environment of the vehicle through the electric drive heat sink.

[0251] In the fifth mode, the air conditioning circuit produces cold in the evaporator 350. The cold in the evaporator 350 is transmitted to the first circuit, and the first fluid of the first circuit exchanges heat with the gas in the cold air core 151 and the fresh air channel 155, and the gas in the fresh air channel 155 blows the cold into the passenger compartment 010a, achieving cooling of the passenger compartment 010a. In the battery cooling plate exchanger 330, the first circuit exchanges heat with the battery circuit, and the cold of the first circuit is transmitted to the battery circuit, achieving cooling of the battery. In the air cooler 230, the heat produced by the air conditioning circuit is transmitted to the second circuit. The heat of the second circuit is dissipated to the external environment of the vehicle through the outdoor heat exchanger 710. The heat in the electric drive heat dissipation circuit is dissipated to the external environment of the vehicle through the electric drive heat sink. The outdoor heat exchanger 710 and the electric drive heat sink use the same air blowing device 730 to accelerate the dissipation of heat.

[0252] Figure 9 A structure schematic diagram of the automobile thermal management system 001 provided by an embodiment of the present application in the sixth mode is shown.

[0253] As shown in Figure 9 , the automobile thermal management system 001 enters the sixth mode by controlling the three-way valve. In the seventh mode, the automobile thermal management system can cool the passenger cabin 010a.

[0254] The outlet of the fourth three-way valve 840 is connected to the outdoor heat exchanger 710, the outlet of the first three-way valve 810 is connected to the electric drive waste heat exchanger 390, the outlet of the second three-way valve 820 is connected to the loop radiator 690, the outlet of the third three-way valve 830 is connected to the drive motor radiator 650, the outlet of the fifth three-way valve 850 is connected to the sixth three-way valve 860, and the outlet of the sixth three-way valve 860 is connected to the battery water tank 410.

[0255] The first stop valve 870 is closed, the second stop valve 880 is opened, and the outdoor heat exchanger 710 is connected to the second loop.

[0256] In the sixth mode, the first loop is sequentially connected by the cold air core 151, the first pump body 310, the battery cooling plate exchanger 330, the evaporator 350, the first water tank 370, and the electric drive waste heat exchanger 390. Among them, the electric drive waste heat exchanger 390 and the battery cooling plate exchanger 330 do not work and play a role in circulating fluid.

[0257] The cold energy generated by the air conditioning loop is transmitted to the first loop through the evaporator 350. The gas in the fresh air channel 155 is cooled by heat exchange between the cold air core 151 and the gas in the fresh air channel 155. The cooled gas is blown into the passenger cabin 010a through the fresh air channel 155, thereby cooling the passenger cabin 010a.

[0258] The heat exchange unit in the energy recovery module 010 collects the cold energy of the gas in the passenger cabin 010a at the first heat exchange end 110a and transmits the part of the cold energy to the second heat exchange end 110b. That is, the heat exchange unit collects the cold energy of the gas about to be discharged from the passenger cabin 010a and transmits the part of the cold energy to the return air channel 170. The return air channel 170 sends the gas with part of the cold energy collected to the fresh air channel 155 to mix with fresh air. The mixed gas is cooled again by the cold air core 151 and then blown into the passenger cabin 010a, realizing the cooling of the passenger cabin 010a.

[0259] The cold energy carried by the gas discharged from the passenger cabin 010a is reduced, and the part of the cold energy is re-cooled by the fresh air channel 155 and returned to the passenger cabin 010a, which can improve the cooling effect of the air conditioning loop on the passenger cabin 010a.

[0260] The battery loop is in series with the battery kettle 410, the second pump body 430, and the battery radiator 450.

[0261] The battery loop exchanges heat with the environment to dissipate heat from the battery.

[0262] The air conditioning loop is in series with the evaporator 350, the gas-liquid separator 530, the second heat exchanger 510, the compressor 550, the air cooler 230, and the first heat exchanger 510.

[0263] The air conditioning loop cools the fluid in the evaporator 350. The evaporator 350 transfers the cold energy generated by the air conditioning loop to the first loop. The air cooler 230 transfers the heat generated by the air conditioning loop to the second loop, which is then dissipated to the external environment.

[0264] The second loop is in series with the heater core 153, the battery heating plate 210, the air cooler 230, the fourth pump body 250, and the second kettle 270. The heater core 153 is not working, so that the air blown out of the passenger compartment 010a does not absorb the heat of the heater core 153. Alternatively, the fan 157 is not working, so that no or almost no fresh air is blown into the passenger compartment 010a through the fresh air channel 155. The battery heating plate 210 is not working, and functions as a fluid circulation.

[0265] The air cooler 230 exchanges heat with the air conditioning loop, and the air cooler 230 brings the heat generated by the air conditioning loop to the second loop. The heat absorbed by the second loop from the air conditioning loop is dissipated to the external environment through the outdoor heat exchanger 710.

[0266] The electric drive heat dissipation loop is in series with the electric drive radiator, the electric drive kettle 610, the third pump body 630, the drive motor radiator 650, and the converter radiator 670.

[0267] The drive motor of the vehicle transfers heat to the electric drive heat dissipation loop through the drive motor radiator 650. The converter of the vehicle transfers heat to the electric drive heat dissipation loop through the converter radiator 670. The heat of the electric drive heat dissipation loop is then dissipated to the external environment through the electric drive radiator.

[0268] In the sixth mode, the air conditioning circuit generates cold in the evaporator 350. The cold in the evaporator 350 is transferred to the first circuit, the first fluid of the first circuit flows through the cold air core 151 and exchanges heat with the gas in the fresh air channel 155, the gas in the fresh air channel 155 blows the cold into the passenger cabin 010a, and the refrigeration of the passenger cabin 010a is achieved. In the air cooler 230, the heat generated by the air conditioning circuit is transferred to the second circuit. The heat of the second circuit is dissipated to the external environment of the automobile through the outdoor heat exchanger 710. The heat in the electrically driven heat dissipation circuit is dissipated to the external environment of the automobile through the electrically driven heat dissipator. The outdoor heat exchanger 710 and the electrically driven heat dissipator use the same air blowing device 730 to accelerate the dissipation of heat.

[0269] Figure 10 The structure schematic diagram of the automobile thermal management system 001 provided by an embodiment of the present application in the seventh mode is shown.

[0270] As shown in Figure 6 , by controlling the three-way valve, the automobile thermal management system 001 enters the seventh mode. In the third mode, the automobile management system can heat the battery. The energy recovery module 010 in the automobile thermal management system 001 stops working, so that the heat in the passenger cabin 010a remains relatively stable. The third mode can be applicable to the case that the window of the passenger cabin 010a is opened to realize natural ventilation. The third mode can also be applicable to other various cases, such as: the outdoor environment is slightly lower than the body temperature, and the personnel in the passenger cabin 010a can heat the passenger cabin 010a to a relatively comfortable temperature through their own heat production.

[0271] The outlet of the fourth three-way valve 840 is connected to the warm air core 153, the outlet of the first three-way valve 810 is connected to the outdoor heat exchanger 710, the outlet of the second three-way valve 820 is connected to the electrically driven water kettle 610, the outlet of the third three-way valve 830 is connected to the electrically driven waste heat plate exchanger 390, the outlet of the fifth three-way valve 850 is connected to the battery heating plate exchanger 210, and the outlet of the sixth three-way valve 860 is connected to the battery water kettle 410.

[0272] The first stop valve 870 is opened, the second stop valve 880 is closed, and the outdoor heat exchanger 710 is connected to the first circuit.

[0273] In the seventh mode, the second circuit is sequentially connected in series with the warm air core 153, the battery heating plate exchanger 210, the air cooler 230, the fourth pump body 250, and the second water kettle 270. Among them, the warm air core 153 does not work, so that the gas blown out of the passenger cabin 010a does not absorb the heat of the warm air core 153. Or, the fan 157 does not work, so that no or almost no fresh air is blown into the passenger cabin 010a through the fresh air channel 155.

[0274] The battery heat exchanger 210 exchanges heat with the battery circuit, and the gas cooler 230 exchanges heat with the air conditioning circuit. The battery heat exchanger 210 brings the heat in the second circuit to the battery circuit, so as to heat the battery and make the battery at a suitable working temperature. The gas cooler 230 brings the heat generated by the air conditioning circuit to the second circuit, and then to the battery circuit through the second circuit, so that the battery circuit has enough heat to heat the battery.

[0275] The battery circuit is sequentially connected with the battery heat exchanger 210, the battery kettle 410, the second pump body 430 and the battery radiator 450.

[0276] The battery heat exchanger 210 absorbs the heat in the second circuit, and then brings the heat to the battery radiator 450, so as to heat the battery through the battery radiator 450 and make the battery at a suitable working temperature.

[0277] The air conditioning circuit is sequentially connected with the gas cooler 230, the regenerator 510 (first regenerator pipe), the evaporator 350, the gas-liquid separator 530, the regenerator 510 (second regenerator pipe) and the compressor 550.

[0278] The air conditioning circuit makes the air conditioning fluid entering the gas cooler 230 have a high temperature, and heats the second fluid in the second circuit in the gas cooler 230. The second circuit brings the heated second fluid to the battery heat exchanger 210, and the heat exchange at the battery heat exchanger 210 makes the battery fluid in the battery circuit have a higher temperature. The battery circuit heats the battery.

[0279] The first circuit is sequentially connected with the evaporator 350, the first kettle 370, the outdoor heat exchanger 710, the electric drive waste heat exchanger 390, the cold air core 151, the first pump body 310 and the battery cooling plate exchanger 330. The cold air core 151 and the battery cooling plate exchanger 330 do not work and play a role in circulating fluid. Alternatively, the fan 157 does not work, so that no or almost no fresh air is blown into the passenger compartment 010a through the fresh air channel 155.

[0280] The outdoor heat exchanger 710 absorbs the heat of the external environment of the automobile into the first circuit. The electric drive waste heat exchanger 390 absorbs the heat in the electric drive heat dissipation circuit into the first circuit. The heat in the first circuit is transmitted to the air conditioning circuit in the evaporator 350, so that the air conditioning circuit has more heat to be transmitted to the gas cooler 230, and then to the second circuit through the gas cooler 230.

[0281] The electric drive heat dissipation circuit is sequentially connected with the electric drive waste heat exchanger 390, the drive motor radiator 650, the converter radiator 670, the electric drive kettle 610 and the third pump body 630.

[0282] The driving motor of the automobile transmits heat to the electric drive heat dissipation circuit through the driving motor heat dissipation 650. The converter of the automobile transmits heat to the electric drive heat dissipation circuit through the converter heat dissipation 670. The heat of the electric drive heat dissipation circuit is transmitted to the first circuit through the electric drive heat exchanger 390, so that the first circuit has more heat transferred to the evaporator 350.

[0283] In the seventh mode, the heat of the electric drive heat dissipation circuit is transmitted to the first circuit through the electric drive heat exchanger 390, and the heat of the external environment of the automobile is transmitted to the first circuit through the outdoor heat exchanger 710. The heat in the first circuit is transmitted to the second circuit through the air conditioning circuit via the air cooler 230. When the second fluid in the second circuit flows through the battery cooling heat exchanger 210, the heating of the battery circuit is realized. After the battery circuit is heated, the temperature of the battery can be increased, so that the battery is at a suitable working temperature.

[0284] Figure 11 The structure schematic diagram of the automobile thermal management system 001 provided by an embodiment of the present application in the eighth mode is shown.

[0285] As shown in Figure 11 , by controlling the three-way valve, the automobile thermal management system 001 enters the eighth mode. In the eighth mode, the automobile management system can cool the battery.

[0286] The outlet of the fourth three-way valve 840 is connected to the outdoor heat exchanger 710, the outlet of the first three-way valve 810 is connected to the electric drive heat exchanger 390, the outlet of the second three-way valve 820 is connected to the circuit heat radiator 690, the outlet of the third three-way valve 830 is connected to the driving motor heat dissipation 650, the outlet of the fifth three-way valve 850 is connected to the sixth three-way valve 860, and the outlet of the sixth three-way valve 860 is connected to the battery cooling heat exchanger 330.

[0287] The first stop valve 870 is closed, the second stop valve 880 is opened, and the outdoor heat exchanger 710 is connected to the second circuit.

[0288] In the eighth mode, the first circuit is sequentially connected in series with the cold air core 151, the first pump body 310, the battery cooling heat exchanger 330, the evaporator 350, the first kettle 370 and the electric drive heat exchanger 390. Among them, the electric drive heat exchanger 390 does not work and plays a role in circulating fluid. The cold air core 151 does not work, so that the gas blown out of the passenger compartment 010a does not absorb the cold of the cold air core 151. Alternatively, the fan 157 does not work, so that no or almost no fresh air is blown into the passenger compartment 010a through the fresh air channel 155.

[0289] The cold produced by the air conditioning circuit is transmitted to the first circuit through the evaporator 350. The cold of the first circuit is transmitted to the battery circuit through the battery cooling plate, and the battery circuit cools the battery through the battery heat sink 450, so that the battery is at a suitable working temperature.

[0290] The battery circuit is sequentially connected in series: the battery cooling plate 330, the battery kettle 410, the second pump body 430, and the battery heat sink 450.

[0291] The cold in the first circuit is absorbed by the battery cooling plate 330, and then the cold is brought to the battery heat sink 450, which cools the battery, so that the battery is at a suitable working temperature.

[0292] The air conditioning circuit is sequentially connected in series: the evaporator 350, the gas-liquid separator 530, the regenerator 510 (second regenerator pipe), the compressor 550, the air cooler 230, and the regenerator 510 (first regenerator pipe).

[0293] The fluid in the evaporator 350 is cooled by the air conditioning circuit. The evaporator 350 transmits the cold produced by the air conditioning circuit to the first circuit. The air cooler 230 transmits the heat produced by the air conditioning circuit to the second circuit, and then dissipates to the outside environment of the automobile through the second circuit.

[0294] The second circuit is sequentially connected in series: the air cooler 230, the fourth pump body 250, the second kettle 270, the heater core 153, and the battery heating plate 210. Among them, the heater core 153 does not work, so that the gas blown out of the passenger compartment 010a does not absorb the heat of the heater core 153. Or, the fan 157 does not work, so that no or almost no fresh air is blown into the passenger compartment 010a through the fresh air channel 155. The battery heating plate 210 does not work, and plays a role in circulating fluid.

[0295] The air cooler 230 exchanges heat with the air conditioning circuit, and the air cooler 230 brings the heat produced by the air conditioning circuit to the second circuit. The heat absorbed by the second circuit from the air conditioning circuit is dissipated to the outside environment of the automobile through the outdoor heat exchanger 710.

[0296] The electric drive heat dissipation circuit is sequentially connected in series: the electric drive heat sink, the electric drive kettle 610, the third pump body 630, the drive motor heat sink 650, and the converter heat sink 670.

[0297] The drive motor of the automobile transmits heat to the electric drive heat dissipation circuit through the drive motor heat sink 650. The converter of the automobile transmits to the electric drive heat dissipation circuit through the converter heat sink 670. The heat of the electric drive heat dissipation circuit is then dissipated to the outside environment of the automobile through the electric drive heat sink.

[0298] In the eighth mode, the air conditioning circuit generates cooling energy within the evaporator 350, which is then transferred to the first circuit. In the battery cooling plate 330, the first circuit exchanges heat with the battery circuit, transferring cooling energy from the first circuit to the battery circuit, thus cooling the battery. In the air cooler 230, the heat generated by the air conditioning circuit is transferred to the second circuit. The heat from the second circuit is dissipated to the external environment of the vehicle via the outdoor heat exchanger 710. Heat in the electric drive cooling circuit is also dissipated to the external environment of the vehicle via the electric drive radiator. The outdoor heat exchanger 710 and the electric drive radiator use the same blower 730 to accelerate heat dissipation.

[0299] Figure 12 This paper shows a schematic diagram of the structure of an automotive thermal management system 001 provided in an embodiment of this application in a ninth mode.

[0300] like Figure 12 As shown, by controlling the three-way valve, this automotive thermal management system 001 enters its ninth mode. In the ninth mode, the automotive management system can rationally distribute the heat between the electric drive cooling circuit and the battery circuit. The energy recovery module 010 in the automotive thermal management system 001 stops working, keeping the heat in the passenger compartment 010a relatively stable. The ninth mode is suitable for situations where the windows of the passenger compartment 010a are open, allowing for natural ventilation. The ninth mode can also be applied to various other situations, such as when the outdoor environment is slightly lower than body temperature, and the occupants of the passenger compartment 010a can generate enough heat through their own bodies to maintain a relatively comfortable temperature in the passenger compartment 010a.

[0301] The fourth pump body 250 is closed, the second circuit is not flowing, and fluid does not flow or flows very little in the fourth three-way valve 840. The air conditioning circuit is closed, and fluid does not flow or flows very little in the air conditioning circuit.

[0302] The outlet of the first three-way valve 810 is connected to the outdoor radiator; the outlet of the second three-way valve 820 is connected to the circuit radiator 690; the outlet of the third three-way valve 830 is connected to the drive motor radiator 650; the outlet of the fifth three-way valve 850 is connected to the sixth three-way valve 860; and the outlet of the sixth three-way valve 860 is connected to the battery cooling plate 330.

[0303] The first shut-off valve 870 is open, the second shut-off valve 880 is closed, and the outdoor heat exchanger 710 is connected to the first circuit.

[0304] In the ninth mode, the first loop is connected in series with the battery cooling plate exchanger 330, the evaporator 350, the first water kettle 370, the outdoor heat exchanger 710, the electric drive waste heat plate exchanger 390, the cold air core 151, and the first pump body 310 in sequence. Among them, the evaporator 350 and the electric drive waste heat plate exchanger 390 do not work and play a role in circulating fluid. The cold air core 151 does not work, so that the gas blown out of the passenger compartment 010a does not absorb the cold of the cold air core 151. Or, the fan 157 does not work, so that no or almost no fresh air is blown into the passenger compartment 010a through the fresh air channel 155.

[0305] The heat generated by the battery is transmitted into the first loop through the battery cooling plate exchanger 330, and then the heat is dissipated to the external environment of the automobile through the outdoor heat exchanger 710 in the first loop.

[0306] The battery loop is connected in series with the battery cooling plate exchanger 330, the battery water kettle 410, the second pump body 430, and the battery heat dissipation 450 in sequence.

[0307] The heat is transmitted into the first loop through the battery cooling plate exchanger 330, so that the battery is cooled.

[0308] The electric drive heat dissipation loop is connected in series with the electric drive heat sink, the electric drive water kettle 610, the third pump body 630, the drive motor heat dissipation 650, and the converter heat dissipation 670 in sequence.

[0309] The drive motor of the automobile transmits heat into the electric drive heat dissipation loop through the drive motor heat dissipation 650. The converter of the automobile transmits heat into the electric drive heat dissipation loop through the converter heat dissipation 670. The heat of the electric drive heat dissipation loop is then dissipated to the external environment of the automobile through the electric drive heat sink.

[0310] In the ninth mode, the first loop exchanges heat with the battery loop through the battery cooling plate exchanger 330, and the heat of the battery loop is transmitted to the first loop, so that the battery is cooled. The heat of the first loop is dissipated to the external environment of the automobile through the outdoor heat exchanger 710. The heat in the electric drive heat dissipation loop is dissipated to the external environment of the automobile through the electric drive heat sink. The outdoor heat exchanger 710 and the electric drive heat sink use the same air blowing device 730 to speed up the dissipation of heat.

[0311] It can be understood that according to different use environments of the automobile, changing the flow direction of each three-way valve can make the automobile thermal management system 001 have different functions. Among various different functions, the battery heating plate exchanger 210, the battery cooling plate exchanger 330, the air cooler 230, the evaporator 350, the electric drive waste heat plate exchanger 390, the outdoor heat exchanger 710, etc. can have different heat exchange states. For example, the battery heating plate exchanger 210 can transmit heat from the battery loop to the second loop, or transmit heat from the second loop to the battery loop.

[0312] It can be understood that the positions of the pump bodies, the water jugs and the like in the loops can be changed, and the operation of the automobile thermal management system 001 is not changed. For example, the positions of the second water jug 270 and the fourth pump body 250 can be exchanged, and the fourth pump body 250 can still play a role of allowing the second fluid in the second loop to flow, and the second water jug 270 can still realize the pressure and storage amount control of the second fluid, so that the second fluid in the second loop has a stable flow amount and appropriate pressure.

[0313] The automobile thermal management system 001 provided in the application can effectively utilize the cold or heat of the gas stored in the passenger compartment 010a, thereby reducing the cold or heat of the gas discharged from the passenger compartment 010a through the exhaust passage 130, and reducing energy waste. When the automobile adjusts the temperature of the passenger compartment 010a, the required energy is less, and the endurance of the automobile can be improved. The thermal management module 030 in the automobile thermal management system 001 can realize energy exchange of the electric heat dissipation loop, the battery loop, the first loop and the second loop, so that the energy of each part in the automobile can be effectively adjusted, the form of reasonable distribution of the energy in the automobile is realized, the energy waste is reduced, and the endurance of the automobile can be improved.

[0314] The above is only a specific embodiment of the application, but the protection scope of the application is not limited thereto, and any change or replacement within the technical scope disclosed in the application should be covered in the disclosure range of the application.

Claims

1. An energy recovery module, characterized by, The application relates to an energy recycling device for a passenger cabin, which comprises an exhaust air passage, a return air passage, a fresh air unit and a heat exchange unit. The fresh air unit comprises a fresh air passage and a temperature adjusting core, the fresh air passage is used for connecting the passenger cabin, and the temperature adjusting core is arranged in the fresh air passage and used for adjusting the temperature of air entering the passenger cabin through the fresh air passage. The exhaust air passage is used for connecting the passenger cabin and discharging part of air in the passenger cabin. The return air passage is used for connecting the passenger cabin and the fresh air passage and recycling part of air in the passenger cabin to the fresh air passage. The heat exchange unit is arranged in the passenger cabin and has a first heat exchange end and a second heat exchange end, the first heat exchange end is arranged close to the exhaust air passage, and the second heat exchange end is arranged close to the return air passage.

2. The energy recovery module of claim 1, wherein, The heat exchange unit is used for absorbing cold or heat from the first heat exchange end and delivering cold or heat to the second heat exchange end.

3. The energy recovery module of claim 1, wherein, The heat exchange unit comprises a first electric clamp and a second electric clamp, the first electric clamp forms the first heat exchange end, and the second electric clamp forms the second heat exchange end. The heat exchange unit comprises a first heat exchange loop, a second heat exchange loop and a heat exchange element, the first heat exchange loop has the first heat exchange end, and the second heat exchange loop has the second heat exchange end.

4. The energy recovery module of claim 3, wherein, The heat exchange element connects the first heat exchange loop and the second heat exchange loop and is used for transmitting heat of the first heat exchange loop to the second heat exchange loop or transmitting heat of the second heat exchange loop to the first heat exchange loop.

5. An automotive thermal management system, characterized by, The heat exchange element comprises a semiconductor refrigerator. The application further relates to a thermal management module and an energy recycling module as claimed in any one of claims 1-4. The thermal management module comprises a first loop and a battery loop. The first loop is connected with the temperature adjusting core and can be used for heat exchange with the temperature adjusting core to adjust the temperature of the passenger cabin.

6. The automotive thermal management system of claim 5, wherein, The battery loop is connected with the first loop and is used for heat exchange with the first loop to adjust the temperature of a battery. The temperature adjusting core comprises a cold air core. The first loop is connected with a first pump body, a battery cooling plate exchanger, an outdoor heat exchanger and the cold air core through pipes in series. The battery loop is connected with the battery cooling plate exchanger, a second pump body and a battery heat dissipation through pipes in series.

7. The automotive thermal management system of claim 5, wherein, The battery cooling plate exchanger can be used for heat exchange between the first loop and the battery loop.

8. The automotive thermal management system of claim 6, wherein, The thermal management module further comprises an electric drive heat dissipation loop used for adjusting the temperature of a drive motor. The thermal management module further comprises an electric drive heat dissipation loop. The electric drive heat dissipation loop is connected with a third pump body, an electric drive waste heat plate exchanger, a drive motor heat dissipation and a converter heat dissipation through pipes in series. The first loop is further connected with the battery cooling plate exchanger and the electric drive waste heat plate exchanger through pipes in series. The first loop is further connected with a first three-way valve through pipes, the inlet of the first three-way valve is connected with the battery cooling plate exchanger, and the outlets of the first three-way valve are respectively connected with the outdoor heat exchanger and the electric drive waste heat plate exchanger.

9. The automotive thermal management system of claim 8, wherein, The electric drive waste heat plate exchanger can be used for heat exchange between the first loop and the electric drive heat dissipation loop. The electric drive heat dissipation loop is further connected with a second three-way valve, a third three-way valve and a loop heat radiator through pipes. The inlet of the second three-way valve is communicated with the outlet of the electric drive waste heat exchanger or the third three-way valve, and the outlet of the second three-way valve is connected with the third pump body and the loop radiator respectively; The inlet of the third three-way valve is communicated with the third pump body, and the outlet of the third three-way valve is connected with the second three-way valve and the electric drive waste heat exchanger respectively.

10. The automotive thermal management system of claim 9, wherein, The air blowing device is further included for blowing air to the loop radiator and the outdoor heat exchanger.

11. The automotive thermal management system of claim 5, wherein, The thermal management module further includes an air conditioning loop and a second loop; The air conditioning loop is communicated with the first loop to provide cold energy for the first loop; The second loop is communicated with the air conditioning loop and can be used for heat exchange with the temperature regulating core to regulate the temperature of the passenger cabin.

12. The automotive thermal management system of claim 6, wherein, The temperature regulating core includes a warm air core, and the thermal management module further includes an air conditioning loop and a second loop; The air conditioning loop includes an evaporator, a gas-liquid separator, a compressor and an air cooler connected in series through pipelines; The first loop further connects the battery cooling plate exchanger and the evaporator through pipelines; The second loop connects the air cooler, a fourth pump body and the warm air core through pipelines.

13. The automotive thermal management system of claim 12, wherein, The second loop further connects a fourth three-way valve through pipelines, and the first loop further connects a first three-way valve through pipelines; The inlet of the fourth three-way valve is communicated with the air cooler, and the outlet of the fourth three-way valve is connected with the outdoor heat exchanger and the warm air core respectively; The inlet of the first three-way valve is communicated with the battery cooling plate exchanger, and the outlet of the first three-way valve is connected with the outdoor heat exchanger and the cold air core respectively.

14. The automotive thermal management system of claim 12, wherein, The battery loop further connects a sixth three-way valve, a fifth three-way valve and a battery heating plate exchanger through pipelines; The inlet of the fifth three-way valve is communicated with the battery radiator, and the outlet of the fifth three-way valve is connected with the battery heating plate exchanger and the sixth three-way valve; The inlet of the sixth three-way valve is communicated with the battery radiator or the battery heating plate exchanger, and the outlet of the sixth three-way valve is connected with the battery cooling plate exchanger and the second pump body; The second loop further connects the battery heating plate exchanger and the air cooler through pipelines.

15. An automotive thermal management system, characterized by, The temperature regulating core, the first loop and the battery loop are included; The first loop is connected with the temperature regulating core; The first loop can be used for heat exchange with the temperature regulating core to regulate the temperature of the passenger cabin; The first loop is connected with the battery loop; The first loop can exchange heat with the battery loop and dissipate heat to the external environment of the automobile.

16. The automotive thermal management system of claim 15, wherein, The first loop connects a first pump body, a battery cooling plate exchanger and an outdoor heat exchanger through pipelines; The battery loop connects the battery cooling plate exchanger, a second pump body and a battery radiator through pipelines; The battery cooling plate exchanger can exchange heat with the first loop and the battery loop.

17. The automotive thermal management system of claim 16, wherein, The automobile thermal management system further includes an electric drive heat dissipation loop; The electric drive heat dissipation loop connects a third pump body, an electric drive waste heat exchanger, a drive motor radiator and a converter radiator through pipelines; The first loop further connects the battery cooling plate exchanger and the electric drive waste heat exchanger through pipelines; The first circuit is further connected with a first three-way valve through a pipeline, an inlet of the first three-way valve is communicated with the battery cooling plate exchanger, and outlets of the first three-way valve are connected with the outdoor heat exchanger and the electric drive waste heat plate exchanger respectively. The electric drive waste heat plate exchanger can be used for heat exchange between the first circuit and the electric drive heat dissipation circuit.

18. The automotive thermal management system of claim 17, wherein, The automobile thermal management system further comprises an air conditioning circuit and a second circuit. The air conditioning circuit comprises a vaporizer, a gas-liquid separator, a compressor and an air cooler connected in series through pipelines. The first circuit is further connected with the vaporizer through a pipeline in series with the battery cooling plate exchanger. The second circuit is connected with the air cooler and a fourth pump body in series through pipelines.

19. The automotive thermal management system of claim 18, wherein, The battery circuit is further connected with a sixth three-way valve, a fifth three-way valve and a battery heating plate exchanger through pipelines. An inlet of the fifth three-way valve is communicated with the battery heat dissipation, and outlets of the fifth three-way valve are connected with the battery heating plate exchanger and the sixth three-way valve. An inlet of the sixth three-way valve is communicated with the battery heat dissipation or the battery heating plate exchanger, and an outlet of the sixth three-way valve is connected with the battery cooling plate exchanger and the second pump body. The second circuit is further connected with the battery heating plate exchanger and the air cooler in series through pipelines.

Images