Thermal management system for vehicle and vehicle

Abstract

The embodiment of the present application provides a thermal management system for a vehicle and a vehicle, the thermal management system comprising: a refrigerant circulation circuit and a coolant circulation circuit; the refrigerant circulation circuit comprises a compressor, a first heat exchange component, a second heat exchange component, a battery module and a main heat exchanger connected by pipelines, for thermal management of the battery module and the passenger compartment in the vehicle; the coolant circulation circuit comprises a motor assembly and a water pump connected by pipelines, for thermal management of the motor assembly; a heat exchange control path is formed between the coolant circulation circuit and the main heat exchanger. The thermal management system can directly heat the battery assembly and the passenger compartment by using the refrigerant, with high heat utilization, low loss and good heating effect. The system has a simple structure and low cost, and can also realize functions such as cooling the battery and cooling and dehumidifying the passenger compartment according to different scenarios.

Description

Technical Field

[0001] The present application relates to the field of thermal management technology, and in particular to a thermal management system for a vehicle and the vehicle. Background Art

[0002] With the national energy conservation and emission reduction technology route proposed, and the background of the continuous tightening of automobile fuel consumption, pollutant emissions and carbon emission control regulations, a low-carbon development trend with pure electric-driven vehicles as the main line has gradually formed. With the development of automobile electrification and intelligence, it is necessary not only to ensure that the power components maintain the optimal operating temperature, but also to have higher and higher requirements for the energy utilization rate of the whole vehicle. At the same time, people's requirements for thermal comfort of automobile heating and cooling are constantly increasing, and the cruising range has become the main pain point of new energy vehicles.

[0003] The pure electric vehicle market is developing rapidly, but the cruising range is increasing slowly. The comfort of instant temperature control in the cockpit, related thermal management of batteries and electric drive assemblies, etc. ensure the performance and safety of the whole vehicle, and appropriate thermal management solutions optimize the cruising range. Electric vehicles are developing from air cooling to more complex liquid cooling battery thermal management, and PTC heating passenger compartment to heat pump system, resulting in increasingly complex new energy thermal management systems.

[0004] At present, most thermal management systems use PTC to heat batteries or heat pumps to heat batteries, but they have the following disadvantages: the passenger compartment and battery heating systems mostly use PTC electric heating, which has low energy conversion efficiency; during the battery heating process, heating electricity is carried out through a heat exchanger or mixed water, resulting in a lot of potential low-grade energy being wasted, and thus a large amount of battery power is wasted; there is a conflict between the thermal management system when equalizing the battery temperature and the heat pump recovery of the electric drive assembly, resulting in heat loss of the electric drive. Summary of the invention

[0005] The present application provides a thermal management system for a vehicle and a vehicle, which can use a refrigerant to directly heat a battery assembly and a passenger compartment, with high heat utilization, small loss, good heating effect, simple structure, and can also realize functions such as cooling the battery and refrigerating and dehumidifying the passenger compartment according to different scenarios.

[0006] An embodiment of the present application provides a thermal management system for a vehicle, comprising: a refrigerant circulation loop and a coolant circulation loop; the refrigerant circulation loop comprises a compressor, a first heat exchange component, a second heat exchange component, a battery module and a main heat exchanger connected by pipelines, for thermally managing the battery module and a passenger compartment in the vehicle; wherein the outlet end of the compressor is respectively connected to the first heat exchange component, the second heat exchange component and the battery module, the inlet end of the compressor is respectively connected to the first heat exchange component, the battery module and the main heat exchanger, the main heat exchanger is respectively connected to the first heat exchange component, the second heat exchange component and the battery module, and the second heat exchange component is respectively connected to the first heat exchange component and the battery module; the coolant circulation loop comprises a motor assembly and a water pump connected by pipelines, for thermally managing the motor assembly; a heat exchange control passage is formed between the coolant circulation loop and the main heat exchanger.

[0007] Furthermore, the first heat exchange component includes a first heat exchanger and a first evaporator, and the second heat exchange component includes a second heat exchanger and a fan; wherein the first heat exchanger and the second heat exchanger are both connected to the outlet end of the compressor to perform heat exchange with the refrigerant from the compressor; the first evaporator is arranged between the second heat exchanger and the compressor to perform heat exchange with the refrigerant from the second heat exchange component.

[0008] Furthermore, the first heat exchange component also includes a PTC heater and a blower; the PTC heater is used to heat the passenger compartment; the blower is used to supply air to the first heat exchanger, the first evaporator and the PTC heater to cool or heat the passenger compartment.

[0009] Furthermore, a three-way valve is provided on the pipeline connecting the refrigerant circulation loop and the outlet end of the main heat exchanger, the input end of the three-way valve is connected to the outlet end of the main heat exchanger, and the two output ends of the three-way valve are respectively connected to the inlet end of the compressor through pipelines.

[0010] Furthermore, the refrigerant circulation circuit also includes a plurality of stop valves and a plurality of one-way valves arranged on the connecting pipelines for controlling the flow direction and path of the refrigerant in the refrigerant circulation circuit; wherein, the outlet end of the compressor is respectively provided with a stop valve on the connecting pipelines between the battery module, the first heat exchanger and the second heat exchanger, on the connecting pipelines between the first heat exchanger and the main heat exchanger and the second heat exchanger, on the connecting pipelines between the inlet end of the compressor and the main heat exchanger and the battery module, and on the connecting pipelines between the second heat exchanger and the battery module; the inlet end of the compressor is respectively provided with a one-way valve on the connecting pipelines between the main heat exchanger and the first evaporator, and on the connecting pipelines between the main heat exchanger and the second heat exchanger and the battery module.

[0011] Furthermore, the refrigerant circulation circuit also includes a plurality of expansion valves arranged on the connecting pipeline for controlling the flow rate of the refrigerant in the refrigerant circulation circuit; wherein the first expansion valve is arranged on the pipeline between the outlet end of the second heat exchanger and the inlet end of the first evaporator; the second expansion valve is arranged on the pipeline between the second end of the battery module and the inlet end of the main heat exchanger; and the third expansion valve is arranged on the pipeline at the inlet end of the main heat exchanger.

[0012] Furthermore, it also includes: a first sensor for detecting a first temperature of the motor assembly; a second sensor for detecting a second temperature of the coolant in the coolant circulation loop; a third sensor for detecting a third temperature of the battery module; a fourth sensor for detecting a fourth temperature of the surface of the first heat exchanger; and a fifth sensor for detecting a fifth temperature in the passenger compartment.

[0013] Furthermore, it also includes a control module, which controls the operation of the compressor, the first heat exchange component, the second heat exchange component, the three-way valve, the multiple shut-off valves, the multiple expansion valves and the multiple one-way valves based on the temperature information obtained by the first sensor, the second sensor, the third sensor, the fourth sensor and the fifth sensor, so that the refrigerant circulation circuit can thermally manage the battery module and the passenger compartment, and the coolant circulation circuit can thermally manage the motor assembly, and the refrigerant circulation circuit can perform heat exchange with the coolant circulation circuit.

[0014] Furthermore, a gas-liquid separator is also arranged in the refrigerant circulation circuit, and the gas-liquid separator is arranged on a pipeline connected to the inlet end of the compressor.

[0015] Furthermore, an expansion pot is also provided in the coolant circulation loop, and the expansion pot is provided on the pipeline between the main heat exchanger and the water pump.

[0016] An embodiment of the present application also provides a vehicle, comprising the thermal management system for the vehicle as described above.

[0017] The thermal management system for a vehicle and the vehicle of the present application have the following effects:

[0018] A direct cooling and direct heating thermal management system is provided through a refrigerant circulation loop and a coolant circulation loop. The refrigerant can be used to directly heat the battery assembly and the passenger compartment, with high heat utilization, low loss and good heating effect. The system has a simple structure and low cost. It can also realize functions such as cooling the battery and cooling and dehumidifying the passenger compartment according to different scenarios. The system can also fully recover and utilize the heat generated by the motor assembly, thereby improving the utilization rate of low-grade thermal energy. The motor assembly in the system can be actively started as needed to generate heat, quickly increase the temperature of the coolant in the coolant circulation loop, and provide heat to the refrigerant through heat exchange with the refrigerant circulation loop under low temperature conditions, thereby heating the battery assembly and the passenger compartment and saving heat loss. The system can provide heat to the refrigerant in the refrigerant circulation loop by heating the battery assembly through the battery membrane as needed, so that the refrigerant circulation loop can work below -20°C. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0020] Figure 1 This is a schematic diagram of a framework structure of a thermal management system for a vehicle in one embodiment of the present application;

[0021] Figure 2 for Figure 1 A schematic diagram of a refrigerant circulation path in mode 1 of a thermal management system for a vehicle is shown;

[0022] Figure 3 for Figure 1 A schematic diagram of a refrigerant circulation path for a thermal management system of a vehicle in mode 2 is shown;

[0023] Figure 4 for Figure 1 A schematic diagram of a refrigerant circulation path for a thermal management system for a vehicle in mode three is shown.

[0024] Description of reference numerals: 100-refrigerant circulation loop; 110-compressor; 120-first heat exchange component; 121-first heat exchanger; 122-first evaporator; 123-PTC heater; 124-blower; 130-second heat exchange component; 131-second heat exchanger; 132-fan; 140-battery module; 150-main heat exchanger; 160-three-way valve; 170-gas-liquid separator; 200-coolant circulation loop; 210-motor component; 2 20-water pump; 230-expansion pot; 301-first stop valve; 302-second stop valve; 303-third stop valve; 304-fourth stop valve; 305-fifth stop valve; 306-sixth stop valve; 307-seventh stop valve; 308-eighth stop valve; 401-first one-way valve; 402-second one-way valve; 403-third one-way valve; 404-fourth one-way valve; 501-first expansion valve; 502-second expansion valve; 503-third expansion valve. DETAILED DESCRIPTION

[0025] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0026] like Figure 1 As shown, the embodiment of the present application provides a thermal management system for a vehicle, which is used to perform thermal management on the battery, passenger compartment and motor assembly of the vehicle. The thermal management system includes: a refrigerant circulation loop 100 and a coolant circulation loop 200. Specifically, the refrigerant circulation loop 100 includes a compressor 110, a first heat exchange component 120, a second heat exchange component 130, a battery module 140 and a main heat exchanger 150 connected by pipelines. The refrigerant circulation in the refrigerant circulation loop 100 ( Figures 1 to 4 The solid line in the figure indicates the flow path of the refrigerant) performs thermal management on the battery module 140 and the passenger compartment in the vehicle; the coolant circulation loop 200 includes a motor assembly 210 and a water pump 220 connected by a pipeline, and the coolant circulates in the coolant circulation loop 200 ( Figures 1 to 4 The dashed line in FIG. 2 represents the flow path of the coolant) is used to perform thermal management on the motor assembly 210.

[0027] Furthermore, the first heat exchange component 120 (such as Figure 1The components surrounded by the dotted line frame) include a first heat exchanger 121, a first evaporator 122, a PTC heater 123 and a blower 124. The first heat exchange component 120 is in contact with the passenger compartment environment and performs thermal management on the passenger compartment. In some embodiments, the first heat exchanger 121, the first evaporator 122, the PTC heater 123 and the blower 124 in the first heat exchange component 120 can be arranged in the passenger compartment. The second heat exchange component 130 includes a second heat exchanger 131 and a fan 132. The second heat exchange component 130 is in contact with the external environment; in some embodiments, the second heat exchanger 131 and the fan 132 in the second heat exchange component 130 can be arranged at the front end of the vehicle. The first heat exchanger 121 and the second heat exchanger 131 are both connected to the outlet end ( Figure 1 The first evaporator 122 is connected to the right end of the compressor 110 in the middle) and performs heat exchange with the refrigerant from the compressor 110; the first evaporator 122 is arranged between the second heat exchange component 130 and the compressor 110, and performs heat exchange with the refrigerant from the second heat exchange component 130. In addition, the PTC heater 123 is used to heat the passenger compartment when necessary; and the blower 124 is used to send air to the first evaporator 122 to improve the heat exchange effect of the refrigerant in the first evaporator 122. In addition, a gas-liquid separator 170 is also provided in the refrigerant circulation circuit 100, and the gas-liquid separator 170 is arranged at the inlet end connected to the compressor 110 ( Figure 1 On the pipeline at the left end of the compressor 110), it is used to filter out impurities in the refrigerant before the refrigerant returns to the compressor 110.

[0028] It should be noted that refrigerant channels for refrigerant transmission are provided in the first heat exchanger 121, the second heat exchanger 131, the battery module 140, and the main heat exchanger 150. The inlet and outlet ends of the first heat exchanger 121, the second heat exchanger 131, and the main heat exchanger 150, and the first end and the second end of the battery module 140 herein all refer to the inlet and outlet ends of the refrigerant channels provided in the first heat exchanger 121, the second heat exchanger 131, and the main heat exchanger 140, and the two end ports of the refrigerant channels provided in the battery module 140.

[0029] Furthermore, the motor assembly 210 in the coolant circulation loop 200 includes an electric drive assembly and a drive control assembly. Among them, the electric drive assembly includes: a drive motor, a drive motor controller, and a transmission; its main function is to provide power for the electric vehicle. The drive control assembly includes: a DC / DC converter (DC / DC Converter), an on-board charger (OBC), and a high-voltage distribution box (PDU); its main function is to provide power conversion and battery charging and discharging functions. A coolant channel for transmitting coolant (such as water) is provided on the motor assembly 210, so that when the coolant flows through the motor assembly 210, it exchanges heat with the heat-generating components in the motor assembly 210, absorbs the heat generated by the heat-generating components in the motor assembly 210 during operation, and heats up the coolant, thereby cooling the motor assembly 210. The pipeline in the coolant circulation loop 200 connects the water pump 220 with the coolant channel in the motor assembly 210 to form a coolant circulation loop 200. The coolant circulates in the coolant circulation loop 200 driven by the water pump 220 and performs heat exchange with the motor assembly 210 .

[0030] Then, the coolant circulation loop 200 is connected to the main heat exchanger 150, so that a heat exchange control passage is formed between the coolant circulation loop 200 and the main heat exchanger 150, so that the refrigerant circulation loop 100 exchanges heat with the coolant circulation loop 200 through the main heat exchanger 150. Specifically, a refrigerant channel for refrigerant transmission is provided in the main heat exchanger 150 in the refrigerant circulation loop 100; and the main heat exchanger 150 is also connected to the coolant circulation loop 200, so that the coolant in the coolant circulation loop 200 can flow through the main heat exchanger 150, so that the coolant in the main heat exchanger 150 exchanges heat with the refrigerant flowing in the refrigerant channel, so that the refrigerant absorbs the heat of the coolant and cools the coolant. After the cooled coolant leaves the main heat exchanger 150, it enters the next cycle, flows into the motor assembly 210 to exchange heat with it, and absorbs the heat generated by the heat-generating components in the motor assembly 210.

[0031] Furthermore, an expansion pot 230 is provided on the connecting pipeline between the main heat exchanger 150 and the water pump 220, so that the coolant in the coolant circulation loop 200 will flow through the expansion pot 230 during the circulation process. If the pressure in the coolant circulation loop 200 is too high, or the coolant is excessive, the excess gas and coolant will flow out from the bypass water channel of the expansion pot 230, so as to avoid the adverse consequence of excessive pressure in the cooling system and bursting of the pipe.

[0032] In order to control the flow direction, path and flow speed of the refrigerant in the refrigerant circulation circuit 100, a three-way valve 160, a plurality of stop valves, a plurality of one-way valves and a plurality of expansion valves are arranged on the pipeline in the refrigerant circulation circuit 100. In this embodiment, eight stop valves, four one-way valves and three expansion valves are arranged in the refrigerant circulation circuit 100. The specific structure of the refrigerant circulation circuit 100 and the position of each valve are described in detail below.

[0033] like Figure 1 As shown, in the refrigerant circulation circuit 100:

[0034] The outlet of the compressor 110 ( Figure 1 The right end of the compressor 110) is connected to the inlet end of the first heat exchanger 121 ( Figure 1 The upper end of the first heat exchanger 121), the inlet end of the second heat exchanger 131 ( Figure 1 The upper end of the second heat exchanger 131) and the first end of the battery module 140 ( Figure 1 The upper end of the battery module 140 is connected; wherein,

[0035] The first stop valve 301 is disposed on the pipeline between the outlet end of the compressor 110 and the inlet end of the first heat exchanger 121, and is used to control the transmission and cutoff of the refrigerant between the outlet end of the compressor 110 and the inlet end of the first heat exchanger 121;

[0036] The second stop valve 302 is disposed on the pipeline between the outlet end of the compressor 110 and the inlet end of the second heat exchanger 131, and is used to control the transmission and cutoff of the refrigerant between the outlet end of the compressor 110 and the inlet end of the second heat exchanger 131;

[0037] The third shut-off valve 303 is disposed on a pipeline between the outlet end of the compressor 110 and the first end of the battery module 140 , and is used to control the transmission and shut-off of the refrigerant between the outlet end of the compressor 110 and the first end of the battery module 140 .

[0038] The outlet end of the first heat exchanger 121 ( Figure 1 The lower end of the first heat exchanger 121 in the middle) is connected to the inlet end ( Figure 1 The upper left end of the main heat exchanger 150) and the inlet end of the second heat exchanger 131 are connected; wherein,

[0039] The fourth stop valve 304 is disposed on the pipeline between the outlet end of the first heat exchanger 121 and the inlet end of the main heat exchanger 150, and is used to control the transmission and cutoff of the refrigerant between the outlet end of the first heat exchanger 121 and the inlet end of the main heat exchanger 150;

[0040] The fifth stop valve 305 is disposed on the pipeline between the outlet end of the first heat exchanger 121 and the inlet end of the second heat exchanger 131 , and is used to control the transmission and cutoff of the refrigerant between the outlet end of the first heat exchanger 121 and the inlet end of the second heat exchanger 131 .

[0041] The outlet end of the second heat exchanger 131 ( Figure 1 The lower end of the second heat exchanger 131 in the middle) is connected to the inlet end ( Figure 1 The lower end of the first evaporator 122 in the middle), the inlet end of the main heat exchanger 150 and the second end of the battery module 140 ( Figure 1 The lower end of the battery module 140 is connected; wherein,

[0042] The sixth stop valve 306 is disposed on the pipeline between the outlet end of the second heat exchanger 131 and the second end of the battery module 140, and is used to control the transmission and cutoff of the refrigerant between the outlet end of the second heat exchanger 131 and the second end of the battery module 140;

[0043] The first one-way valve 401 is arranged on the pipeline between the outlet end of the second heat exchanger 131 and the inlet end of the main heat exchanger 150, and is used to prevent the refrigerant to be transmitted from other pipelines to the main heat exchanger 150 from being transmitted to the outlet end of the second heat exchanger 131 through the pipeline.

[0044] The inlet end of the compressor 110 ( Figure 1 The left end of the compressor 110) is connected to the outlet end ( Figure 1 The lower left end of the main heat exchanger 150), the first end of the battery module 140 and the outlet end of the first evaporator 122 ( Figure 1 and a three-way valve 160 is provided at the outlet end of the main heat exchanger 150, the first port of the three-way valve 160 ( Figure 1 The port b of the three-way valve 160 is connected to the outlet of the main heat exchanger 150 through a pipeline, wherein:

[0045] The seventh stop valve 307 is disposed on a pipeline between the inlet end of the compressor 110 and the outlet end of the main heat exchanger 150, and the pipeline is connected to the second port ( Figure 1 The refrigerant is connected to the outlet of the main heat exchanger 150 and the inlet of the compressor 110, and is used to control the transmission and cutoff of the refrigerant between the outlet of the main heat exchanger 150 and the inlet of the compressor 110;

[0046] The second check valve 402 is disposed on another pipeline between the inlet end of the compressor 110 and the outlet end of the main heat exchanger 150, and the pipeline is connected to the third port ( Figure 1The refrigerant in the pipeline can only flow from the outlet of the main heat exchanger 150 to the inlet of the compressor 110;

[0047] The eighth shut-off valve 308 is disposed on the pipeline between the inlet end of the compressor 110 and the first end of the battery module 140, and is used to control the transmission and shut-off of the refrigerant between the first end of the battery module 140 and the inlet end of the compressor 110;

[0048] The third one-way valve 403 is disposed on the pipeline between the inlet end of the compressor 110 and the outlet end of the first evaporator 122 , so that the refrigerant in the pipeline can only flow from the outlet end of the first evaporator 122 to the inlet end of the compressor 110 .

[0049] The second end of the battery module 140 is connected to the inlet end of the main heat exchanger 150 through a pipeline, and the fourth one-way valve 404 is arranged on the pipeline between the second end of the battery module 140 and the inlet end of the main heat exchanger 150, so that the refrigerant in the pipeline can only flow from the second end of the battery module 140 to the inlet end of the main heat exchanger 150.

[0050] Furthermore, if Figure 1 As shown, the first expansion valve 501 is arranged on the pipeline between the outlet end of the second heat exchanger 131 and the inlet end of the first evaporator 122; the second expansion valve 502 is arranged on the pipeline between the second end of the battery module 140 and the inlet end of the main heat exchanger 150; and the third expansion valve 503 is arranged on the pipeline at the inlet end of the main heat exchanger 150.

[0051] In addition, in order to understand the temperature of relevant locations and areas in the vehicle in real time, the thermal management system also includes the following sensors (not shown in the figure):

[0052] A first sensor, used to detect a first temperature of the motor assembly 210;

[0053] A second sensor, used to detect a second temperature of the coolant in the coolant circulation loop 200;

[0054] A third sensor, used to detect a third temperature of the battery module 140;

[0055] a fourth sensor, used to detect a fourth temperature on the surface of the first heat exchanger 121;

[0056] A fifth sensor is used to detect a fifth temperature in the passenger compartment.

[0057] Moreover, the thermal management system also includes a control module (not shown in the figure), which controls the operation of the compressor 110, the first heat exchange component 120, the second heat exchange component 130, the three-way valve 160, multiple shut-off valves, multiple expansion valves and multiple one-way valves based on the temperature information obtained by the first sensor, the second sensor, the third sensor, the fourth sensor and the fifth sensor, so that the refrigerant circulation circuit 100 can thermally manage the battery module 140 and the passenger compartment, and the coolant circulation circuit 200 can thermally manage the motor assembly 210, and the refrigerant circulation circuit 100 can perform heat exchange with the coolant circulation circuit 200.

[0058] Several modes of thermal management of the vehicle by the thermal management system and the circulation path of the refrigerant in various modes are described in detail below.

[0059] In the refrigerant circulation circuit 100, the compressor 110 is the starting point and the end point of the refrigerant circulation in the refrigerant circulation circuit 100. After being compressed by the compressor 110, the refrigerant enters the refrigerant circulation circuit 100 from the outlet end of the compressor 110 through the pipeline, and passes through different circulation paths as needed, thereby realizing the corresponding thermal management mode.

[0060] Mode 1: Heating battery + heating the passenger compartment

[0061] like Figure 2 As shown, the third sensor obtains the third temperature of the battery module 140, and sends the obtained third temperature of the battery module 140 to the control module. The control module compares the third temperature with the preset battery module temperature value. When the third temperature is lower than the preset battery module temperature value, the control module determines that the battery module 140 needs to be heated. In addition, the fifth sensor obtains the fifth temperature in the passenger compartment, and sends the obtained fifth temperature in the passenger compartment to the control module. The control module compares the fifth temperature with the set passenger compartment temperature value. When the fifth temperature is lower than the preset passenger compartment temperature value, the control module determines that the passenger compartment needs to be heated. Under the control of the control module, the battery module 140 can be heated and the passenger compartment can be heated at the same time.

[0062] Specifically, the instructions sent by the control module make the first stop valve 301, the third stop valve 303, the fourth stop valve 304 and the seventh stop valve 307 in the conducting state, and the first port (b) and the second port (a) of the three-way valve 160 are conducting; and the second stop valve 302, the fifth stop valve 305, the sixth stop valve 306 and the eighth stop valve 308 are in the closed state. Through such a setting, the refrigerant is compressed by the compressor 110 and transmitted through the following two paths in the refrigerant circulation circuit 100, and finally returns to the compressor 110, so as to achieve heating of the battery module 140 and heating of the passenger compartment; wherein,

[0063] Path 1 is: compressor 110 → first stop valve 301 → first heat exchanger 121 → fourth stop valve 304 → third expansion valve 503 → main heat exchanger 150 → three-way valve 160 → seventh stop valve 307 → gas-liquid separator 170 → compressor 110;

[0064] In path 1, the high-temperature and high-pressure refrigerant vapor compressed by the compressor 110 is transmitted to the first heat exchanger 121 through the first stop valve 301, and heat exchange (heat release) is performed with the air in the first heat exchanger 121. The heated air is transported to the passenger compartment through the pipeline in the vehicle to heat the passenger compartment. After the high-temperature and high-pressure refrigerant vapor completes the heat exchange in the first heat exchanger 121, it is transformed into a high-pressure liquid refrigerant and flows out of the first heat exchanger 121. Then, after flowing through the fourth stop valve 304, it is throttled and depressurized by the third expansion valve 503, and is transformed into a low-temperature and low-pressure refrigerant, and enters the refrigerant channel in the main heat exchanger 150. At the same time, the control module also controls the water pump 220 in the coolant circulation loop 200 to drive the coolant to flow in the coolant circulation loop 200, and when flowing through the motor assembly 210, it absorbs the heat generated by the motor assembly 210, thereby cooling the motor assembly 210 while also heating the coolant. The low-temperature and low-pressure refrigerant exchanges heat with the heated coolant in the coolant circulation loop 200 in the main heat exchanger 150. The low-temperature and low-pressure refrigerant absorbs the heat of the coolant and is converted into a gaseous refrigerant. It passes through the three-way valve 160 and the seventh stop valve 307 to reach the gas-liquid separator 170. After the gaseous refrigerant is filtered and impurities are removed by the gas-liquid separator 170, it returns to the compressor 110, completing one cycle and entering the next cycle.

[0065] Path 2 is: compressor 110 → third stop valve 303 → battery module 140 → second expansion valve 502 → fourth check valve 404 → third expansion valve 503 → main heat exchanger 150 → three-way valve 160 → seventh stop valve 307 → gas-liquid separator 170 → compressor 110;

[0066] In path two, the high-temperature and high-pressure refrigerant vapor compressed by the compressor 110 is transmitted to the battery module 140 through the third stop valve 303, and enters the refrigerant channel in the battery module 140 through the first end of the battery module 140. When flowing through the battery module 140, it exchanges heat with the battery module 140 (releases heat), so that the battery module 140 is heated. After the high-temperature and high-pressure refrigerant gas completes the heat exchange in the battery module 140, it is converted into a high-pressure liquid refrigerant. It flows through the second expansion valve 502 for throttling and reducing pressure, and then flows through the fourth one-way valve 404 to enter the third expansion valve 503 for throttling and reducing pressure again, and is converted into a low-temperature and low-pressure refrigerant, and enters the main heat exchanger 150. The flow path of the refrigerant is the same as that of the refrigerant in path one, and will not be repeated here.

[0067] In some embodiments, only the battery can be heated without heating the passenger compartment as needed; or, only the passenger compartment can be heated without heating the battery. This can be achieved by closing the corresponding stop valve by the control module. For example, in the above two circulation paths, closing the first stop valve 301 and leaving the third stop valve 303 in a conducting state can achieve the effect of only heating the battery without heating the passenger compartment; conversely, leaving the first stop valve 301 in a conducting state and closing the third stop valve 303 can achieve the effect of not heating the battery and only heating the passenger compartment.

[0068] In the above circulation path, the high-temperature and high-pressure refrigerant vapor compressed by the compressor 110 is directly transported to the battery module 140 and the first heat exchanger 121 through the diversion. The high-temperature refrigerant vapor can be used to directly heat the battery module 140, and the passenger compartment can be heated by heat exchange with the first heat exchanger 121. There is no need to exchange heat with other media first, so the heat loss is small and the heat utilization rate is high. In addition, the waste heat generated by the motor assembly 210 in the coolant circulation loop 200 can be absorbed by the main heat exchanger 150, which not only utilizes the low-grade heat energy in the coolant circulation loop 200, but also reduces the temperature of the coolant in the coolant circulation loop 200, improves the cooling effect on the motor assembly 210, and reduces the working frequency of the water pump 220.

[0069] Furthermore, since the heat of the coolant in the coolant circulation loop 200 recovered by the refrigerant circulation loop 100 is affected by the temperature of the motor assembly 210, the existing thermal management system usually uses the waste heat recovered in different application scenarios to heat the battery module 140 or the refrigerant circulation loop 100 for heating, and cannot completely absorb the heat generated by the motor assembly 210. The thermal management system of the embodiment of the present application can continuously absorb the waste heat of the motor assembly 210, and determine whether the refrigerant circulation loop 100 absorbs the heat of the motor assembly 210 according to the preset motor temperature value, without the need to allocate it according to the scene.

[0070] Specifically, when the actual temperature of the motor assembly 210 detected by the first sensor, i.e., the first temperature, is less than the preset temperature value T, the control module determines that the temperature of the motor assembly 210 is too low, and the water pump 220 does not work, so that the motor assembly 210 works in the low efficiency zone, and the refrigerant in the refrigerant circulation circuit 100 does not thermally interact with the coolant in the coolant circulation circuit 200. In this case, the control module controls the PTC heater 123 to heat the passenger compartment, and controls the electric heating film in the battery module 140 to heat the battery module 140.

[0071] Then, the control module starts the motor assembly 210, so that the motor assembly 210 runs to actively generate heat, and the coolant in the coolant circulation loop 200 absorbs heat and heats up quickly. The second sensor detects the temperature of the coolant in the coolant circulation loop 200, that is, the second temperature, and sends the temperature information to the control module. The control module compares the second temperature with the preset coolant temperature value Tmcu. When the second temperature is higher than Tmcu, the control module starts the compressor 110, the first heat exchanger 121 and other components in the refrigerant circulation loop 100; the high-temperature and high-pressure refrigerant vapor compressed by the compressor 110 is used to directly heat the battery module 140 through the above-mentioned path one and path two, and heat the passenger compartment without the need for heat exchange with other media first, which has high heat utilization, reduces heat loss, and saves heat.

[0072] At this time, the third sensor detects the temperature of the battery module 140, that is, the third temperature, and sends the detected third temperature to the control module. When the third temperature reaches a certain temperature value, the electric heating film is turned off, and only the refrigerant is used to heat the battery module 140, until the value of the third temperature exceeds the preset temperature value Tbat, then the control module disconnects the third stop valve 303, and stops the refrigerant from heating the battery module 140.

[0073] At the same time, the fourth sensor detects the temperature on the surface of the first heat exchanger 121, that is, the fourth temperature T1; and the fifth sensor detects the temperature in the passenger compartment, that is, the fifth temperature T2. When the passenger compartment is heated by the refrigerant in the refrigerant circulation loop 100, when the fourth temperature T1 reaches a certain value, the control module reduces the working gear of the PTC heater 123 to reduce the heat release of the PTC heater 123. At this time, the fluctuation value of T2 is detected. When there is a fluctuation of ≥-5°C, the working gear of the PTC heater 123 is appropriately increased to increase the heat release of the PTC heater 123. When it is detected that the fifth temperature T2 continues to rise, the PTC heater 123 is turned off, and the passenger compartment is heated only by the refrigerant. When the fourth temperature T1 reaches the preset temperature value, the speed of the compressor 110 is appropriately reduced to reduce the power of the compressor 110. If the third temperature reaches the preset temperature value, the third stop valve 303 is disconnected, and the speed of the compressor 110 is further reduced. At the same time, according to the fluctuations of the fifth temperature T2 and the fourth temperature T1, corresponding adjustments are made. For example, when the fifth temperature T2 and the fourth temperature T1 decrease, the speed of the compressor 110 is appropriately increased, and the values ​​of the fifth temperatures T2 and T1 are maintained through the circulation of the refrigerant; if T2 decreases and the fifth temperature increases, the speed of the compressor 110 is maintained to maintain the temperature; if the fifth temperature T2 increases and the fourth temperature T1 also increases, the speed of the compressor 110 is further reduced to reduce the energy consumption of the entire vehicle.

[0074] In this thermal management mode, when the temperature of the motor assembly 210 is low, the motor assembly 210 is started to actively generate heat, so that the motor assembly 210 is quickly heated up, thereby quickly increasing the temperature of the coolant in the coolant circulation loop 200, so that the compressor 110 and other related components in the refrigerant circulation loop 100 can be quickly started, so that the refrigerant can start to heat the battery module 140 and heat the passenger compartment. As a result, the refrigerant circulation loop 100 can also work at very low ambient temperatures (for example, less than -20°C). In addition, the refrigerant can continuously recover the heat generated by the motor assembly 210, and there is no need to turn on the fan to achieve the cooling effect of the motor assembly 210, saving fan energy consumption.

[0075] Mode 2: Cooling the battery + cooling the passenger compartment + cooling the motor assembly

[0076] like Figure 3As shown, when the ambient temperature is high or the battery module 140 is fast charged under high temperature conditions, the third sensor detects that the temperature of the battery module 140, i.e., the third temperature, is higher than the preset battery module temperature value, and the control module determines that the battery module 140 needs to be cooled. Similarly, when the ambient temperature is high and the first sensor detects that the temperature of the motor assembly 210, i.e., the first temperature, is higher than the preset motor assembly temperature value, the control module determines that the motor assembly 210 needs to be cooled. When the fifth sensor detects that the temperature in the passenger compartment, i.e., the fifth temperature, is higher than the preset passenger compartment temperature value, the control module determines that the passenger compartment needs to be cooled. Through the control of the control module, the battery module 140 and the motor assembly 210 can be cooled at the same time, and the passenger compartment can be cooled.

[0077] Specifically, the instructions sent by the control module make the second stop valve 302, the sixth stop valve 306 and the eighth stop valve 308 in the conducting state, and the first port (b) and the third port (c) of the three-way valve 160 are conducting; and the first stop valve 301, the third stop valve 303, the fourth stop valve 304, the fifth stop valve 305 and the second seventh stop valve 307 are in the closed state. Through such a setting, the high-temperature and high-pressure refrigerant vapor compressed by the compressor 110 is transmitted to the second heat exchanger 131 after passing through the second stop valve 302, and heat exchange (heat release) is performed with the air in the second heat exchanger 131. In addition, the heat exchange effect of the refrigerant vapor in the second heat exchanger 131 can be improved by sending air to the second heat exchanger 131 through the fan 132. After the high-temperature and high-pressure refrigerant vapor is exchanged in the second heat exchanger 131, it becomes a high-pressure liquid refrigerant and flows out of the second heat exchanger 131. Then, the high-pressure liquid refrigerant is transmitted through the following three paths in the refrigerant circulation circuit 100 and finally returns to the compressor 110 to cool the battery module 140 and the motor assembly 210 and cool the passenger compartment; wherein,

[0078] Path three is: second heat exchanger 131 → sixth stop valve 306 → second expansion valve 502 → battery module 140 → eighth stop valve 308 → gas-liquid separator 170 → compressor 110;

[0079] In the third path, the high-pressure liquid refrigerant passes through the sixth stop valve 306, and then enters the battery module 140 after throttling and reducing the pressure by the second expansion valve 502. When passing through the battery module 140, the liquid refrigerant exchanges heat with the battery module 140, absorbs the heat of the battery module 140, and is converted into a gaseous refrigerant, thereby cooling the battery module 140. The gaseous refrigerant flows through the eighth stop valve 308 and the gas-liquid separator 170, and returns to the compressor 110.

[0080] Path 4 is: first heat exchanger 121 → first expansion valve 501 → first evaporator 122 → third check valve 403 → gas-liquid separator 170 → compressor 110;

[0081] In path 4, the high-pressure liquid refrigerant is throttled and depressurized by the first expansion valve 501, and is converted into a low-temperature and low-pressure refrigerant, which enters the first evaporator 122. The low-temperature and low-pressure refrigerant is converted into a gaseous state in the first evaporator 122, and absorbs heat during the conversion process, so that the air around the first evaporator 122 is cooled, and then air is sent to the first evaporator 122 through the blower 124, and the cold air is delivered to the passenger compartment, which plays a role in cooling the passenger compartment. The gaseous refrigerant passes through the third one-way valve 403 and the gas-liquid separator 170 and returns to the compressor 110.

[0082] Path five is: first heat exchanger 121 → first check valve 401 → third expansion valve 503 → main heat exchanger 150 → three-way valve 160 → second check valve 402 → gas-liquid separator 170 → compressor 110;

[0083] In path five, the high-pressure liquid refrigerant flows through the first one-way valve 401, and is throttled and depressurized by the third expansion valve 503, and is converted into a low-temperature and low-pressure refrigerant. The low-temperature and low-pressure refrigerant enters the main heat exchanger 150 and exchanges heat with the coolant circulating in the coolant circulation loop 200, absorbing the heat of the coolant, so that the low-temperature and low-pressure refrigerant is converted into a gaseous state. At the same time, it also has the effect of cooling the coolant, and then cools the motor assembly 210. The gaseous refrigerant flows through the three-way valve 160, the second one-way valve 402 and the gas-liquid separator 170, and returns to the compressor 110.

[0084] In this thermal management mode, the second heat exchanger assembly 130 in the refrigerant circulation loop 100 is used to cool the battery module 140 and the passenger compartment, and at the same time, the motor assembly 210 in the coolant circulation loop 200 is also cooled, and the cooling and refrigeration requirements are greater. Therefore, multiple second heat exchangers 131 can be arranged as needed to improve the heat exchange efficiency with the refrigerant. In addition, since the refrigerant has a lower temperature when it reaches the main heat exchanger 150 after heat exchange in the second heat exchanger assembly 130; according to the temperature of the refrigerant when it leaves the outlet of the main heat exchanger 150 after heat exchange with the coolant in the main heat exchanger 150, the heat exchange demand of the motor assembly 210 in the coolant circulation loop 200 can be calculated, thereby controlling the superheat at the outlet of the main heat exchanger 150, adjusting the heat exchange between the refrigerant and the coolant in the main heat exchanger 150, reducing the burden of the second heat exchanger assembly 130, and improving the heat exchange efficiency.

[0085] In some specific embodiments, different cooling or refrigeration functions can be implemented through the control module according to different usage scenarios. For example, in the above-mentioned mode 2, the sixth stop valve 306 and the eighth stop valve 308 are closed so that the refrigerant cannot flow through the battery module 140, and the battery module 140 cannot be cooled.

[0086] This thermal management mode utilizes the second heat exchanger assembly 130 of the refrigerant circulation loop 100 to cool the battery module 140 and the motor assembly 120 , eliminates the usually additional low-temperature heat exchanger, reduces the front-end wind resistance of the fan 132 , and optimizes the performance of the fan 132 .

[0087] Mode 3: Cooling the battery + heating and dehumidifying the passenger compartment

[0088] like Figure 4 As shown, when the ambient temperature (for example, 5 to 15°C) causes the temperature of the battery module 140 to be high or the temperature difference of the battery pack cells is large, and at the same time the humidity in the passenger compartment is high, the control module determines that it is necessary to cool the battery module 140 and dehumidify the passenger compartment at the same time.

[0089] Specifically, the instructions sent by the control module make the first stop valve 301, the fifth stop valve 305, the sixth stop valve 306 and the eighth stop valve 308 in the on state; and the second stop valve 302, the third stop valve 303, the fourth stop valve 304 and the seventh stop valve 307 in the closed state, and the three-way valve 160 in the closed state. Through such a setting, the high-temperature and high-pressure refrigerant vapor compressed by the compressor 110 is transmitted to the first heat exchanger 121 through the first stop valve 301, and heat exchanges with the air in the first heat exchanger 121 to heat and dehumidify the passenger compartment. After the heat exchange, the refrigerant passes through the fifth stop valve 305, and is transmitted to the second heat exchanger 131 to exchange heat with the air (heat release), and then is transmitted through the following two paths, and finally returns to the compressor 110 to achieve cooling of the battery module 140 and cooling of the passenger compartment. In addition, in this mode, the refrigerant circulation circuit 100 and the coolant circulation circuit 200 do not perform heat exchange; wherein,

[0090] Path six is: first heat exchanger 121 → sixth stop valve 306 → second expansion valve 502 → battery assembly 140 → eighth stop valve 308 → gas-liquid separator 170 → compressor 110; thereby cooling the battery assembly 140 by using the refrigerant through path six.

[0091] Path seven is: first heat exchanger 121 → first expansion valve 501 → first evaporator 122 → third check valve 403 → gas-liquid separator 170 → compressor 110; thereby realizing cooling of the passenger compartment by using the refrigerant through path seven.

[0092] In this thermal management mode, the compressed high-temperature refrigerant gas is heat exchanged in the first heat exchanger 121 to dehumidify the passenger compartment, and then heat exchanged again in the second heat exchanger 131 , which has good cooling performance and can reduce fan power to meet the cooling requirements of the battery assembly 140 .

[0093] An embodiment of the present application also provides a vehicle, which includes the above-mentioned thermal management system for the vehicle.

[0094] The thermal management system for a vehicle and the vehicle of the present application have the following effects:

[0095] A direct cooling and direct heating thermal management system is provided through a refrigerant circulation loop and a coolant circulation loop. The thermal management system can directly heat the battery assembly and the passenger compartment using the refrigerant, with high heat utilization, low loss and good heating effect. The system has a simple structure and low cost, and can also realize functions such as cooling the battery and cooling and dehumidifying the passenger compartment according to different scenarios. The system can also fully recover and utilize the heat generated by the motor assembly, thereby improving the utilization rate of low-grade thermal energy. The motor assembly in the system can be actively started as needed to generate heat, quickly increase the temperature of the coolant in the coolant circulation loop, and provide heat to the refrigerant through heat exchange with the refrigerant circulation loop under low temperature conditions, thereby heating the battery assembly and the passenger compartment and saving heat loss. The system can provide heat to the refrigerant in the refrigerant circulation loop by heating the battery assembly through the battery membrane as needed, so that the refrigerant circulation loop can work below -20°C.

[0096] The same or similar numbers in the drawings of this embodiment correspond to the same or similar conditions; in the description of this application, it should be understood that if the terms "upper", "lower", "left", "right", etc. indicate an orientation or positional relationship based on the orientation or positional relationship shown in the drawings, it is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the terms describing the positional relationship in the drawings are only used for illustrative purposes and cannot be understood as a limitation on this patent. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0097] The above are only preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. A thermal management system for a vehicle, characterized in that: include: A refrigerant circulation circuit (100) and a cooling liquid circulation circuit (200); The refrigerant circulation circuit (100) comprises a compressor (110), a first heat exchange component (120), a second heat exchange component (130), a battery module (140) and a main heat exchanger (150) connected by pipelines, and is used to perform thermal management on the battery module (140) and a passenger compartment in a vehicle; wherein: The first heat exchange component (120) includes a first heat exchanger (121) and a first evaporator (122), and the second heat exchange component (130) includes a second heat exchanger (131) and a fan (132); The outlet end of the compressor (110) is respectively connected to the first heat exchanger (121), the second heat exchanger (131) and the battery module (140), and the first heat exchanger (121) and the second heat exchanger (131) both perform heat exchange with the refrigerant from the compressor (110); The inlet end of the compressor (110) is respectively connected to the first evaporator (122), the battery module (140) and the main heat exchanger (150); the main heat exchanger (150) is respectively connected to the first heat exchanger (121), the second heat exchanger (131) and the battery module (140); and the second heat exchanger (131) is respectively connected to the first heat exchanger (121) and the battery module (140); The first evaporator (122) is disposed between the second heat exchanger (131) and the compressor (110), and performs heat exchange with the refrigerant from the second heat exchange component (130); The coolant circulation loop (200) comprises a motor assembly (210) and a water pump (220) connected by a pipeline, and is used to perform thermal management on the motor assembly (210); A heat exchange control passage is formed between the coolant circulation loop (200) and the main heat exchanger (150).

2. The thermal management system according to claim 1, characterized in that: The first heat exchange component (120) further includes a PTC heater (123) and a blower (124); The PTC heater (123) is used to heat the passenger compartment; The blower (124) is used to supply air to the first heat exchanger (121), the first evaporator (122), and the PTC heater (123) to cool or heat the passenger compartment.

3. The thermal management system according to claim 1, characterized in that: A three-way valve (160) is provided on a pipeline connecting the refrigerant circulation circuit (100) and the outlet end of the main heat exchanger (150); an input end of the three-way valve (160) is connected to the outlet end of the main heat exchanger (150); and two output ends of the three-way valve (160) are respectively connected to the inlet end of the compressor (110) through pipelines.

4. The thermal management system according to claim 3, characterized in that: The refrigerant circulation circuit (100) further comprises a plurality of stop valves and a plurality of one-way valves arranged on the connecting pipeline, for controlling the flow direction and path of the refrigerant in the refrigerant circulation circuit (100); wherein, Shut-off valves are provided on the connecting pipelines between the outlet end of the compressor (110) and the battery module (140), the first heat exchanger (121) and the second heat exchanger (131), on the connecting pipelines between the first heat exchanger (121) and the main heat exchanger (150) and the second heat exchanger (131), on the connecting pipelines between the inlet end of the compressor (110) and the main heat exchanger (150) and the battery module (140), and on the connecting pipeline between the second heat exchanger and the battery module (140); One-way valves are provided on the connecting pipelines between the inlet end of the compressor (110) and the main heat exchanger (150) and the first evaporator (122), and on the connecting pipelines between the main heat exchanger (150) and the second heat exchanger (131) and the battery module (140).

5. The thermal management system according to claim 4, characterized in that: The refrigerant circulation circuit (100) further comprises a plurality of expansion valves arranged on the connecting pipeline, which are used to control the flow rate of the refrigerant in the refrigerant circulation circuit (100); wherein, A first expansion valve (501) is arranged on a pipeline between an outlet end of the second heat exchanger (131) and an inlet end of the first evaporator (122); The second expansion valve (502) is arranged on the pipeline between the second end of the battery module (140) and the inlet end of the main heat exchanger (150); The third expansion valve (503) is arranged on the pipeline at the inlet end of the main heat exchanger (150).

6. The thermal management system according to claim 5, characterized in that: Also includes: A first sensor, used to detect a first temperature of the motor component (210); a second sensor, used for detecting a second temperature of the coolant in the coolant circulation loop (200); a third sensor, used to detect a third temperature of the battery module (140); a fourth sensor, used for detecting a fourth temperature on the surface of the first heat exchanger (121); A fifth sensor is used to detect a fifth temperature in the passenger compartment.

7. The thermal management system according to claim 6, characterized in that: The invention also includes a control module, which controls the operation of the compressor (110), the first heat exchange component (120), the second heat exchange component (130), the three-way valve (160), the multiple shut-off valves, the multiple expansion valves and the multiple one-way valves based on the temperature information obtained by the first sensor, the second sensor, the third sensor, the fourth sensor and the fifth sensor, so that the refrigerant circulation circuit (100) performs thermal management on the battery module (140) and the passenger compartment, and the coolant circulation circuit (200) performs thermal management on the motor component (210), and the refrigerant circulation circuit (100) performs heat exchange with the coolant circulation circuit (200).

8. The thermal management system according to any one of claims 1 to 7, characterized in that: A gas-liquid separator (170) is also provided in the refrigerant circulation circuit (100), and the gas-liquid separator (170) is provided on a pipeline connected to the inlet end of the compressor (110).

9. The thermal management system according to any one of claims 1 to 7, characterized in that: An expansion pot (230) is also provided in the coolant circulation loop (200), and the expansion pot (230) is provided on the pipeline between the main heat exchanger (150) and the water pump (220).

10. A vehicle, characterized in that: The thermal management system for a vehicle comprises the thermal management system according to any one of claims 1 to 9.

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