Thermal management system for vehicle and vehicle

Abstract

An embodiment of the present application provides a thermal management system for a vehicle and a vehicle, the thermal management system including a refrigerant circulation loop; the refrigerant circulation loop includes a compressor, a condenser, a main heat exchanger, an outdoor heat exchanger, and a battery assembly connected by pipelines, for thermally managing the battery assembly and the passenger compartment. The thermal management system and vehicle use the refrigerant circulation loop to allow the refrigerant medium to condense and release heat or evaporate and absorb heat in the battery cooling plate of the battery assembly to achieve direct heating and cooling of the power battery pack, thereby improving the functional integration of the thermal management system. The refrigerant circulation loop combines the air source and the waste heat of the electric drive assembly to heat the power battery pack, saving the energy consumption of heating the power battery pack, thereby improving the endurance of the entire vehicle.

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] As we all know, the energy source of new energy vehicles is the power battery pack, which provides energy for driving, entertainment, air conditioning, and other systems. When the power battery pack outputs energy, due to the internal resistance of the battery pack module, its heat generation power is calculated as P = I²R. This formula shows that when the power battery pack is operating, the greater the operating current, the greater the heat generated. When the power battery pack heat exceeds the protection threshold, the power pack discharge power drops sharply, as shown by the power battery pack discharge MAP (TP), thus affecting the vehicle's power performance. Furthermore, excessively high power battery pack temperatures may trigger thermal runaway, leading to vehicle fire or explosion. Conversely, if the power battery pack temperature is too low, the power pack discharge power is still limited according to the power battery pack discharge MAP (TP), affecting vehicle power performance and driving experience. Furthermore, when the ambient temperature is low, the power battery pack discharge power is insufficient, making effective heating impossible, which can also affect passenger compartment comfort.

[0003] Therefore, timely and efficient cooling or heating of the power battery pack, maintaining its temperature within the optimal operating range (20°C to 35°C), is crucial. Furthermore, limited by the single energy source of pure electric vehicles, efforts are being made to minimize power consumption and achieve optimal heating and cooling effects to ensure long-range vehicle performance. Consequently, maintaining a high energy efficiency ratio (COP) has become a key factor in ensuring the competitiveness of today's mainstream automakers. Summary of the Invention

[0004] The present application provides a thermal management system for a vehicle and a vehicle, which can directly heat and cool a power battery pack through a refrigerant circulation loop, thereby improving the functional integration of the thermal management system.

[0005] An embodiment of the present application provides a thermal management system for a vehicle, comprising a refrigerant circulation loop; the refrigerant circulation loop comprises a compressor, a condenser, a main heat exchanger, an outdoor heat exchanger and a battery assembly connected by pipelines, for performing thermal management of the battery assembly and the passenger compartment; wherein the condenser is provided with a first refrigerant channel for refrigerant transmission and a first coolant channel for coolant transmission, the inlet end of the first refrigerant channel is connected to the outlet end of the compressor, and the outlet end of the first refrigerant channel is connected to the inlet end of the outdoor heat exchanger; the battery assembly comprises a power battery pack and a battery cooling plate arranged on the power battery pack, and a second refrigerant channel is provided in the battery cooling plate; the compressor, the second refrigerant channel and the outdoor heat exchanger are connected in sequence to form a closed battery direct heating loop; the compressor, the first refrigerant channel, the outdoor heat exchanger and the second refrigerant channel are connected in sequence to form a closed battery direct cooling loop; the outlet end of the outdoor heat exchanger is connected to the inlet end of the compressor; the main heat exchanger is respectively connected to the compressor and the second refrigerant channel.

[0006] Furthermore, a radiator is included, wherein the inlet end of the radiator is connected to the outlet end of the first coolant channel, and the outlet end of the radiator is connected to the inlet end of the first coolant channel.

[0007] Furthermore, a heater core is included, and the inlet and outlet ends of the first coolant channel are respectively connected to the heater core through pipelines to form an air conditioning circulation loop for thermal management of the passenger compartment.

[0008] Furthermore, it also includes an electric drive component, and the inlet end and the outlet end of the second coolant channel arranged in the main heat exchanger are respectively connected to the electric drive component through pipelines to form a first motor cooling circuit, which is used to exchange the heat generated by the electric drive component to the refrigerant in the refrigerant circulation circuit through the main heat exchanger; the inlet end and the outlet end of the radiator are respectively connected to the electric drive component to form a second motor cooling circuit, which is used to cool the electric drive component through the radiator.

[0009] Furthermore, it also includes a coaxial tube, an evaporator and multiple expansion valves, the outlet end of the high-pressure side of the coaxial tube is connected to the second end of the second refrigerant channel through a first electronic expansion valve, is connected to the inlet end of the evaporator through a second electronic expansion valve, and is connected to the inlet end of the third refrigerant channel through an electromagnetic expansion valve; the inlet end of the high-pressure side of the coaxial tube is respectively connected to the outlet end of the outdoor heat exchanger, the second end of the second refrigerant channel, and the outlet end of the first refrigerant channel; the inlet end of the low-pressure side of the coaxial tube is respectively connected to the first end of the second refrigerant channel, the outlet end of the evaporator and the outlet end of the third refrigerant channel, and the outlet end of the low-pressure side is connected to the inlet end of the compressor; a blower is provided on one side of the evaporator for supplying air to the passenger compartment for cooling the passenger compartment.

[0010] Furthermore, it also includes a drying tank, which is arranged on a pipeline connected to the outlet end of the first refrigerant channel and a pipeline connected to the second end of the second refrigerant channel.

[0011] Furthermore, it also includes an auxiliary heat source, which is arranged in the air-conditioning circulation loop and is used to heat the coolant in the air-conditioning circulation loop.

[0012] Furthermore, a plurality of temperature sensors and a plurality of pressure sensors are provided on the pipelines of the thermal management system for detecting the temperature and pressure of the refrigerant or coolant in the pipelines; wherein, a temperature sensor and a pressure sensor are provided on the pipeline section connected to the inlet end of the compressor and the pipeline section connected to the outlet end of the evaporator; a temperature sensor is provided on the pipeline section connected to the outlet end of the first coolant channel of the condenser, the pipeline section connected to the first end of the second refrigerant channel of the battery cooling plate, the pipeline section connected to the outlet end of the outdoor heat exchanger, the pipeline section connected to the outlet end of the electric drive component and the pipeline section connected to the outlet end of the radiator; a pressure temperature sensor is provided on the pipeline section connected to the outlet end of the compressor.

[0013] Furthermore, a plurality of three-way valves, a plurality of stop valves, a plurality of one-way valves and a ball valve are provided on the pipeline of the thermal management system for controlling the flow direction and flow path of the refrigerant and the coolant; wherein, a first three-way valve is provided on the pipeline section connected to the outlet end of the compressor, and a second three-way valve is provided on the pipeline section connected to the outlet end of the electric drive component; a stop valve is provided on the pipeline section connecting the first end of the second refrigerant channel, on the pipeline section connecting the inlet end of the radiator, on the pipeline connecting the evaporator and the coaxial tube, on the pipeline connecting the outlet end of the outdoor heat exchanger and the inlet end of the compressor, and on the pipeline connecting the drying tank with the outdoor heat exchanger and the coaxial tube respectively; a ball valve is provided on the pipeline section connecting the inlet end of the radiator; a first one-way valve is provided on the pipeline section connecting the second end of the second refrigerant channel; a second one-way valve is provided on the pipeline section connecting the outlet end of the heater core; and a third one-way valve is provided on the pipeline section connecting the outlet end of the outdoor heat exchanger.

[0014] Furthermore, it also includes a control device, which controls the operation of the compressor, condenser, main heat exchanger, radiator, outdoor heat exchanger, battery assembly, heater core, electric drive assembly, coaxial tube, evaporator, blower, drying tank and auxiliary heat source, as well as the multiple temperature sensors, multiple pressure sensors, multiple three-way valves, multiple stop valves, multiple one-way valves, ball valves and multiple expansion valves to achieve thermal management of the battery assembly and the passenger compartment.

[0015] An embodiment of the present application also provides a vehicle, comprising the thermal management system for the vehicle as described above.

[0016] The thermal management system for a vehicle and the vehicle of the present application have the following effects:

[0017] Through the refrigerant circulation loop, the refrigerant medium condenses and releases heat or evaporates and absorbs heat in the battery cooling plate of the battery assembly to achieve direct heating and cooling of the power battery pack, thereby improving the functional integration of the thermal management system. The refrigerant circulation loop combines the air source and the waste heat of the electric drive assembly to heat the power battery pack, saving the energy consumption of heating the power battery pack, thereby improving the endurance of the entire vehicle. The conventional battery water cooling plate is replaced with a battery cooling plate that adapts to the refrigerant circulation loop, eliminating the cooling water pipes and battery pack water pump in the conventional power battery pack liquid cooling method. At the same time, the related water valves for battery cooling and heating are also eliminated, effectively reducing cost and weight. By setting up an auxiliary heat source, it can be designed and developed based solely on the heating needs of the passenger compartment, without considering the dual heating needs of the passenger compartment and the power battery pack. The power of the auxiliary heat source can be reduced, thereby reducing the cost and weight of the auxiliary heat source. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. 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 any creative work.

[0019] Figure 1 This is a schematic diagram of the framework structure of a thermal management system for a vehicle in one embodiment of the present application;

[0020] Figure 2 for Figure 1 A schematic diagram of the circulation paths of refrigerant and coolant for a vehicle thermal management system in mode 1.1 is shown;

[0021] Figure 3 for Figure 1 A schematic diagram of the circulation paths of refrigerant and coolant for a vehicle thermal management system in mode 1.2 is shown;

[0022] Figure 4 for Figure 1 Schematic diagram of the circulation paths of refrigerant and coolant for a vehicle thermal management system in mode 2.1;

[0023] Figure 5 for Figure 1 Schematic diagram of the circulation paths of refrigerant and coolant for a vehicle thermal management system in mode 2.2;

[0024] Figure 6 for Figure 1 Schematic diagram of the circulation paths of refrigerant and coolant for a vehicle thermal management system in mode 2.3;

[0025] Figure 7 for Figure 1 Schematic diagram of the circulation paths of refrigerant and coolant for a vehicle thermal management system in mode 2.4;

[0026] Figure 8 for Figure 1 A schematic diagram of the circulation paths of refrigerant and coolant for a vehicle thermal management system in mode 2.5 is shown;

[0027] Figure 9 for Figure 1 The diagram shows the circulation paths of refrigerant and coolant for a vehicle's thermal management system in mode 2.6.

[0028] Explanation of reference numerals: 101 - compressor; 102 - condenser; 103 - main heat exchanger; 104 - radiator; 105 - outdoor heat exchanger; 106 - battery assembly; 1061 - power battery pack; 1062 - battery cooling plate; 107 - heater core; 108 - electric drive assembly; 109 - coaxial tube; 110 - evaporator; 111 - blower; 112 - drying tank; 113 - auxiliary heat source; 114 - cooling fan; 115 - active air intake grille ; 116- overflow tank; 117- temperature-sensing cutoff component; 118- first water pump; 119- second water pump; 201- first temperature sensor; 202- second temperature sensor; 203- third temperature sensor; 204- fourth temperature sensor; 205- fifth temperature sensor; 206- sixth temperature sensor; 207- seventh temperature sensor; 301- first pressure sensor; 302- second pressure sensor; 303- pressure and temperature sensor; 40 1-first three-way valve; 402-second three-way valve; 501-first stop valve; 502-second stop valve; 503-third stop valve; 504-fourth stop valve; 505-fifth stop valve; 506-sixth stop valve; 507-ball valve; 601-first one-way valve; 602-second one-way valve; 603-third one-way valve; 604-fourth one-way valve; 605-fifth one-way valve; 606-sixth one-way valve; 701-electromagnetic expansion valve; 702-first An electronic expansion valve; 703 - a second electronic expansion valve; 801 - a first three-way pipe; 802 - a second three-way pipe; 803 - a third three-way pipe; 804 - a fourth three-way pipe; 805 - a fifth three-way pipe; 806 - a sixth three-way pipe; 807 - a seventh three-way pipe; 808 - an eighth three-way pipe; 809 - a ninth three-way pipe; 810 - a thirteenth three-way pipe; 811 - an eleventh three-way pipe; 901 - a first four-way pipe; 902 - a second four-way pipe; 903 - a third four-way pipe. DETAILED DESCRIPTION

[0029] In order to make the purpose, technical solutions and advantages of this application more clearly understood, the present application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0030] like Figure 1As shown, an embodiment of the present application provides a thermal management system for a vehicle, which is used to perform thermal management (cooling and heating) of the power battery pack of an electric vehicle, and can also perform thermal management of the passenger compartment, and make full use of the heat generated by the electric drive components of the electric vehicle. The thermal management system includes: a refrigerant circulation loop. The refrigerant circulation loop includes a compressor 101, a condenser 102, a main heat exchanger 103, an outdoor heat exchanger 105 and a battery assembly 106 connected by pipelines, which are used to perform thermal management of the battery assembly 106 and the passenger compartment. At the same time, the thermal management system also includes: a radiator 104 for heat exchange between the coolant and the ambient air; a plurality of temperature sensors and a plurality of pressure sensors for detecting the temperature and pressure of the refrigerant or coolant in the pipeline; a plurality of three-way valves, a plurality of stop valves, a plurality of one-way valves and a ball valve for controlling the flow direction and flow path of the refrigerant and coolant in the system; and a plurality of expansion valves for controlling the flow rate of the refrigerant and coolant in the system. Among them,

[0031] In the refrigerant circulation loop, a first refrigerant channel for refrigerant transmission and a first coolant channel for coolant transmission are provided in the condenser 102. The inlet end of the first refrigerant channel ( Figure 1 The left end of the condenser 102) and the outlet end of the compressor 101 ( Figure 1 The right end of the compressor 101 is connected, and the outlet end of the first refrigerant channel ( Figure 1 The right end of the condenser 102) and the inlet end of the outdoor heat exchanger 105 ( Figure 1 The outlet end of the first coolant channel ( Figure 1 The lower left end of the condenser 102) and the inlet end of the radiator 104 ( Figure 1 The upper end of the radiator 104 is connected, and the inlet end of the first coolant channel ( Figure 1 The lower right end of the condenser 102) and the outlet end of the radiator 104 ( Figure 1 The refrigerant is connected to the lower end of the radiator 104 in the condenser 102. Through the above arrangement, the refrigerant, after being processed by the compressor 101, can flow into the first refrigerant channel in the condenser 102 and undergo heat exchange with the coolant in the first coolant channel in the condenser 102 (the refrigerant releases heat and cools down; the coolant absorbs heat and heats up). After completing the heat exchange in the condenser 102, the refrigerant can be transported via a pipeline to the outdoor heat exchanger 105 for heat exchange (heat absorption); and the coolant, after completing the heat exchange in the condenser 102, can be transported via a pipeline to the radiator 104 for heat exchange (heat release).

[0032] Typically, the outdoor heat exchanger 105 and radiator 104 are located at the front of the vehicle and arranged adjacent to each other, facilitating heat exchange between the outdoor heat exchanger 105 and radiator 104 and the air in the external environment. In some embodiments, an active air intake grille 115 is provided on the side of the outdoor heat exchanger 105 facing away from the radiator 104, and a cooling fan 114 is provided on the side of the radiator 104 facing away from the outdoor heat exchanger 105. By adjusting the opening and closing of the active air intake grille 115, the amount of air delivered from the external environment to the outdoor heat exchanger 105 can be adjusted. Simultaneously, by activating the cooling fan 114, the air passing through the active air intake grille 115 is accelerated to quickly pass through the outdoor heat exchanger 105 and radiator 104, thereby improving the heat exchange efficiency of the refrigerant in the outdoor heat exchanger 105 and the coolant in the radiator 104.

[0033] Furthermore, a pressure temperature sensor 303 and a first three-way valve 401 are arranged in series on the connecting pipeline between the outlet end of the compressor 101 and the inlet end of the first refrigerant channel of the condenser 102. The pressure temperature sensor 303 is used to detect the temperature and pressure of the refrigerant output from the outlet end of the compressor 101. The first three-way valve 401 is provided with three ports a, b, and c that can be opened and closed; port a is connected to the outlet end of the compressor 101, and port b is connected to the inlet end of the first refrigerant channel. A fifth three-way pipe 805, a sixth stop valve 506, and an eleventh three-way pipe 811 are sequentially arranged in series on the pipeline connecting the outlet end of the first coolant channel and the inlet end of the radiator 104; wherein, the two ports ( Figure 1 The lower and upper ports of the fifth three-way pipe 805 are respectively connected to the outlet end of the first coolant channel and the inlet end of the outdoor heat exchanger 105.

[0034] In the refrigerant circulation loop, the first coolant channel is connected to the heater core 107 through a pipeline, and forms an air conditioning circulation loop for thermal management of the passenger compartment. The heater core 107 is usually set in the passenger compartment. Specifically, the third port ( Figure 1 The left end of the fifth T-piece 805 is connected to the inlet of the first coolant channel via a pipeline, and the heater core 107 is positioned on this pipeline. Through this air conditioning circulation loop, the coolant is heated in the condenser 102 through heat exchange with the refrigerant. After the coolant is heated, it is transported to the heater core 107 to heat the passenger compartment.

[0035] Furthermore, an auxiliary heat source 113 (eg, a PTC heater) and a first water pump 118 are provided in series between the heater core 107 and the fifth three-way pipe 805. Figure 1Before the heater core 107 is connected to the upper end of the heater core 107, the auxiliary heat source 113 is started to heat the coolant in the pipeline to improve the heating effect of the heater core 107 on the passenger compartment. The flow of coolant in the air conditioning circulation loop can be controlled as needed by the first water pump 118. In addition, a second temperature sensor 202 is provided on the pipeline section connected to the outlet end of the first coolant channel of the condenser 102, which is used to detect the temperature of the coolant flowing out from the outlet end of the first coolant channel after the heat exchange is completed in the condenser 102. At the outlet end ( Figure 1 A second one-way valve 602 and a second three-way pipe 802 are installed in the pipe section between the lower end of the central heater core 107 and the inlet of the first coolant channel. The second one-way valve 602 ensures that the coolant in this pipe section can only flow from the outlet of the heater core 107 to the inlet of the first coolant channel. The air conditioning circuit described above is as follows:

[0036] Condenser 102 (outlet end of the first coolant channel) → fifth three-way pipe 805 (lower port and left port) → first water pump 118 → auxiliary heat source 113 → warm air core 107 → second one-way valve 602 → condenser 102 (inlet end of the first coolant channel).

[0037] In the refrigerant circulation loop, the battery assembly 106 includes: a power battery pack 1061 and a battery cooling plate 1062 arranged on the power battery pack 1061, which is used to cool and heat the power battery pack 1061. A second refrigerant channel is provided in the battery cooling plate 1062. The compressor 101, the second refrigerant channel and the outdoor heat exchanger 105 are connected in sequence to form a closed battery direct heating loop for heating the power battery pack 1061 with the refrigerant. The compressor 101, the first refrigerant channel, the outdoor heat exchanger 105 and the second refrigerant channel are connected in sequence to form a closed battery direct cooling loop for cooling the power battery pack 1061 with the refrigerant. Among them, the first end of the second refrigerant channel ( Figure 1 The lower end of the battery cooling plate 1062 is connected to the inlet and outlet of the compressor 101 respectively; the second end of the second refrigerant channel ( Figure 1 The upper end of the middle battery cooling plate 1062 is respectively connected to the inlet and outlet ends of the outdoor heat exchanger 105 and the main heat exchanger 103.

[0038] Specifically, the first end of the second refrigerant channel is connected to port c of the first three-way valve 401 via a pipeline, allowing refrigerant to flow from the outlet of the compressor 101 into the second refrigerant channel via port c of the first three-way valve 401 and exchange heat with the power battery pack 1061. Furthermore, a second shut-off valve 502, a third temperature sensor 203, a first four-way pipe 901, a first three-way pipe 801, a first pressure sensor 301, and a first temperature sensor 201 are sequentially arranged in series on the pipeline between the first end of the second refrigerant channel and the inlet of the compressor 101. The first pressure sensor 301 and the first temperature sensor 201 are used to detect the pressure and temperature of the refrigerant entering the inlet of the compressor 101; the third temperature sensor 203 is used to detect the temperature of the refrigerant after it flows through the second refrigerant channel, exchanges heat with the power battery pack 1061, and leaves the first end of the second refrigerant channel. The second shut-off valve 502 is used to control the flow and shut-off of the refrigerant in this section of the pipeline. Through the above arrangement, the refrigerant can return to the inlet end of the compressor 101 after heat exchange with the power battery pack 1061 in the second refrigerant channel.

[0039] Specifically, the second end of the second refrigerant channel is connected to the outlet end of the outdoor heat exchanger 105 ( Figure 1 The pipeline connecting the outdoor heat exchanger 105 (the lower end thereof) is provided with a first electronic expansion valve 702, a second four-way pipe 902, a fourth three-way pipe 804, a third one-way valve 603, a third three-way pipe 803, and a fifth temperature sensor 205 in series, so that the refrigerant can be transported to the second end of the second refrigerant channel in the battery cooling plate 1062 after undergoing heat exchange in the outdoor heat exchanger 105. In addition, the pipeline connecting the second end of the second refrigerant channel to the inlet end of the outdoor heat exchanger 105 is provided with a first one-way valve 601, a ninth three-way pipe 809, a fourth stop valve 504, a thirteenth pipe 810, and a ball valve 507 in series, so that the refrigerant can be transported to the outdoor heat exchanger 105 after undergoing heat exchange with the power battery pack 1061 in the second refrigerant channel in the battery cooling plate 1062.

[0040] In this refrigerant circulation loop, the outlet of the outdoor heat exchanger 105 is connected to the inlet of the compressor 101. Specifically, the pipeline connecting the outlet of the outdoor heat exchanger 105 and the inlet of the compressor 101 is provided with a fifth temperature sensor 205, a third three-way pipe 803, a first shut-off valve 501, a first three-way pipe 801, a first pressure sensor 301, and a first temperature sensor 201 in series, so that the refrigerant can be delivered to the compressor 101 after undergoing heat exchange in the outdoor heat exchanger 105.

[0041] In the refrigerant circulation loop, the main heat exchanger 103 is connected to the compressor 101 and the second refrigerant channel. Specifically, the main heat exchanger 103 is provided with a third refrigerant channel and a second coolant channel. The outlet end of the third refrigerant channel ( Figure 1 The upper left end of the main heat exchanger 103) is connected to the inlet end of the compressor 101, and the inlet end of the third refrigerant channel ( Figure 1 The lower left end of the main heat exchanger 103 in the middle is connected to the second end of the second refrigerant channel. Specifically, the first four-way pipe 901, the first three-way pipe 801, the first pressure sensor 301 and the first temperature sensor 201 are sequentially arranged in series on the pipeline connecting the outlet end of the third refrigerant channel and the inlet end of the compressor 101; so that the refrigerant can be transported to the compressor 101 after heat exchange in the main heat exchanger 103. In addition, the electromagnetic expansion valve 701, the second four-way pipe 902, the fourth three-way pipe 804, the fifth stop valve 505, the ninth three-way pipe 809 and the first one-way valve 601 are sequentially arranged in series on the pipeline connecting the inlet end of the third refrigerant channel and the second end of the second refrigerant channel; so that the refrigerant can be transported to the third refrigerant channel of the main heat exchanger 103 after heat exchange with the power battery pack 1061 in the second refrigerant channel in the battery cooling plate 1062.

[0042] In this refrigerant circulation loop, the second coolant channel in the main heat exchanger 103 is connected to the electric drive assembly 108 through a pipeline, and forms a first motor cooling circuit, which is used to exchange the heat generated by the electric drive assembly 108 to the refrigerant in the refrigerant circulation loop through the main heat exchanger 103. Among them, the electric drive assembly 210 includes a third coolant channel for cooling liquid transmission, and the cooling liquid is transmitted to the third coolant channel through a pipeline. When flowing through the third coolant channel, the heat-generating components in the electric drive assembly 210 are cooled. In addition, the inlet and outlet ends of the radiator 104 are respectively connected to the electric drive assembly 108, forming a second motor cooling circuit, which is used to cool the electric drive assembly 108 through the radiator 104.

[0043] Here, the electric drive assembly 210 typically includes an electric drive assembly and a drive control assembly. The electric drive assembly includes a drive motor, a drive motor controller, and a transmission; its primary function is to provide power for the electric vehicle. The drive control assembly, on the other hand, includes a DC / DC converter, an onboard charger (OBC), and a high-voltage power distribution unit (PDU); its primary function is to provide power conversion and battery charging and discharging.

[0044] Specifically, the inlet end of the second coolant channel ( Figure 1 The upper end of the main heat exchanger 103) is connected to the outlet end of the third coolant channel in the electric drive component 108 through a pipeline ( Figure 1The second three-way valve 402 and the sixth temperature sensor 206 for detecting the temperature of the coolant flowing out of the outlet end of the third coolant channel are sequentially arranged in series on the pipeline; when the coolant flows through the third coolant channel, it exchanges heat with the heat-generating components in the electric drive assembly 108 (for example, absorbs heat and heats up), and is then transported to the main heat exchanger 130, and exchanges heat with the refrigerant in the third refrigerant channel in the main heat exchanger 130 (for example, releases heat and cools down). The outlet end of the second coolant channel ( Figure 1 The lower end of the main heat exchanger 103) is connected to the inlet end of the third coolant channel in the electric drive component 108 through a pipeline ( Figure 1 The third four-way pipe 903, the second water pump 119, the seventh temperature sensor 207, and the seventh three-way pipe 807 are sequentially arranged in series on the pipeline.

[0045] The first motor cooling circuit above is as follows:

[0046] Electric drive assembly 108 (outlet end of the third coolant channel) → sixth temperature sensor 206 → second three-way valve 402 (ports d and f) → main heat exchanger 130 → third four-way pipe 903 → second water pump 119 → seventh temperature sensor 207 → seventh three-way pipe 807 → electric drive assembly 108 (inlet end of the third coolant channel).

[0047] Through the first motor cooling circuit, the coolant in the motor cooling circuit absorbs the heat generated by the electric drive component 108 and can then exchange heat with the refrigerant in the refrigerant circulation circuit to heat the refrigerant.

[0048] The second motor cooling circuit is as follows:

[0049] Electric drive assembly 108 (outlet end of the third coolant channel) → sixth temperature sensor 206 → second three-way valve 402 (ports d and e) → eleventh three-way pipe 811 → radiator 104 → third four-way pipe 903 → second water pump 119 → seventh temperature sensor 207 → seventh three-way pipe 807 → electric drive assembly 108 (inlet end of the third coolant channel).

[0050] Through the second motor cooling circuit, the coolant in the motor cooling circuit absorbs the heat generated by the electric drive component 108, and then transmits the heat to the radiator 104 for heat exchange (heat dissipation) with the external environment, thereby cooling the coolant; the cooled coolant is then returned to the electric drive component 108 through the pipeline, and this cycle is repeated to achieve cooling of the electric drive component 108.

[0051] Furthermore, in the thermal management system of this embodiment, a coaxial tube 109 and an evaporator 110 are further provided. The coaxial tube 109 is provided with a high-pressure side and a low-pressure side. The high-pressure side transmits high-temperature, high-pressure refrigerant; the low-pressure side transmits low-temperature, low-pressure refrigerant; thereby, the high-temperature refrigerant in the high-pressure side and the low-temperature refrigerant in the low-pressure side perform heat exchange; wherein, the outlet end ( Figure 1 The upper right end of the coaxial tube 109 is connected to the second end of the second refrigerant channel through the first electronic expansion valve 702, is connected to the inlet end of the evaporator 110 through the second electronic expansion valve 703, and is connected to the inlet end of the third refrigerant channel through the electromagnetic expansion valve 701; the inlet end of the high-pressure side of the coaxial tube 109 ( Figure 1 The upper left end of the coaxial tube 109 is connected to the outlet end of the outdoor heat exchanger 105, the second end of the second refrigerant channel and the outlet end of the first refrigerant channel. Figure 1 The lower right end of the coaxial tube 109 is connected to the first end of the second refrigerant channel, the outlet end of the evaporator 110 and the outlet end of the third refrigerant channel respectively; the outlet end of the low-pressure side of the coaxial tube 109 ( Figure 1 The lower left end of the coaxial tube 109 is connected to the inlet end of the compressor 101.

[0052] Specifically, the coaxial tube 109 is disposed between the fourth tee 804 and the second four-way tube 902. The inlet end of the high-pressure side of the coaxial tube 109 is connected to the Figure 1 The right port of the fourth three-way pipe 804 is connected; and the inlet end of the high pressure side is connected through Figure 1 The upper end of the fourth three-way pipe 804 is connected to the second end of the second refrigerant channel in the battery cooling plate 1062; Figure 1 The left end of the fourth three-way pipe 804 is connected to the outlet end of the outdoor heat exchanger 105. The outlet end of the high pressure side is connected to the Figure 1 The left port of the second four-way pipe 902 is connected; and the outlet end of the high pressure side is connected through Figure 1 The right end of the second four-way pipe 902 is connected to the electromagnetic expansion valve 701 and the inlet end of the third refrigerant channel in the main heat exchanger 103; Figure 1 The lower end of the second four-way pipe 902 is connected to the second end of the second refrigerant channel in the battery cooling plate 1062. The inlet end of the low pressure side of the coaxial tube 109 is connected to the Figure 1 The left port of the first four-way pipe 901 is connected; and the inlet end of the low pressure side is connected through Figure 1 The right end of the first four-way pipe 901 is connected to the outlet end of the third refrigerant channel in the main heat exchanger 103; Figure 1 The lower end of the first four-way pipe 901 is connected to the first end of the second refrigerant channel in the battery cooling plate 1062. The outlet end of the low pressure side is connected to the first end of the second refrigerant channel in the battery cooling plate 1062. Figure 1 The upper end of the first three-way pipe 801 is connected to the inlet end of the compressor 101.

[0053] Furthermore, the evaporator 110 is usually arranged in the passenger compartment, adjacent to the heater core 107, for cooling the passenger compartment. The inlet end of the evaporator 110 is connected to the outlet end of the high-pressure side of the coaxial tube 109; the outlet end of the evaporator 110 is connected to the inlet end of the low-pressure side of the coaxial tube 109. Specifically, the inlet end of the evaporator 110 is connected to the second electronic expansion valve 703 and the second four-way pipe 902 ( Figure 1 The inlet of the evaporator 110 is connected to the second pressure sensor 302, the fourth temperature sensor 204, the eighth three-way pipe 808 and the third stop valve 503 and the first four-way pipe 901 ( Figure 1 The upper port of the first four-way pipe 901 is connected to the inlet end of the low-pressure side of the coaxial tube 109.

[0054] Furthermore, a blower 111 is provided on one side of the evaporator 110 for supplying air to the evaporator 110 and the heater core 107 to cool or heat the passenger compartment. In some optional embodiments, a fourth one-way valve 604 is provided on the connecting pipe between the eighth three-way pipe 808 and the thirteenth three-way pipe 810 to prevent the refrigerant from flowing only from the eighth three-way pipe 808 to the thirteenth three-way pipe 810.

[0055] Furthermore, in the thermal management system of this embodiment, a drying tank 112 is provided, which is provided on a pipeline connected to the outlet end of the first refrigerant channel and on a pipeline connected to the second end of the second refrigerant channel; and is used to dry the refrigerant transmitted from the first refrigerant channel and the second refrigerant channel. Specifically, the outlet end ( Figure 1 The upper end of the drying tank 112) and the ninth three-way pipe 809 ( Figure 1 The right end of the ninth tee pipe 809 is connected; the inlet end of the drying tank 112 ( Figure 1 The lower end of the drying tank 112 is connected to the outlet end of the first refrigerant channel in the condenser 102 and the second end of the second refrigerant channel in the battery cooling plate 1062 through pipelines.

[0056] Furthermore, a control device is also provided in the thermal management system of this embodiment, which controls the operation of the compressor 101, the condenser 102, the main heat exchanger 103, the radiator 104, the outdoor heat exchanger 105, the battery assembly 106, the heater core 107, the electric drive assembly 108, the coaxial tube 109, the evaporator 110, the blower 111, the drying tank 112, the auxiliary heat source 113, the cooling fan 114 and the active air intake grille 115, as well as multiple temperature sensors, multiple pressure sensors, multiple three-way valves, multiple stop valves, multiple one-way valves, ball valves and multiple expansion valves to achieve thermal management of the battery assembly 106 and the passenger compartment.

[0057] In some optional embodiments, the thermal management system is provided with an overflow tank 116 and a temperature-sensing cutoff component 117.

[0058] The inlet of the overflow tank 116 is connected to the radiator 104 through a pipeline, so that a small portion of the coolant entering the radiator 104 is transported to the overflow tank 116 to regulate the pressure of the coolant in the radiator 104, thereby protecting the radiator 104. Furthermore, a sixth one-way valve 606 is provided on this section of the pipeline, so that the coolant can only flow from the radiator 104 to the overflow tank 116. The outlet of the overflow tank 116 ( Figure 1 The lower end of the overflow tank 116) is connected to the third four-way pipe 903 ( Figure 1 The left port of the third four-way pipe 903 is connected to the thermal management system so that when necessary, the overflow tank 116 can replenish coolant to the thermal management system.

[0059] The inlet end of the temperature-sensitive cut-off component 117 ( Figure 1 The lower end of the middle temperature-sensing cut-off component 117) is connected to the auxiliary heat source 113 and the warm air core 107 through the sixth three-way pipe 806 ( Figure 1 The left end of the sixth three-way pipe 806 is connected to the inlet end of the warm air core 107. The outlet end of the temperature-sensing cut-off component 117 ( Figure 1 The upper end of the middle temperature-sensing cutoff component 117 is connected to the inlet of the overflow tank 116 via a pipeline. Based on the temperature of the coolant flowing through the sixth three-way pipe 806, the temperature-sensing cutoff component 117 determines whether to activate the temperature-sensing cutoff component 117 to supply coolant to the overflow tank 116 or deactivate the temperature-sensing cutoff component 117 to prevent coolant from being supplied to the overflow tank 116.

[0060] The control device also controls the start and stop of the overflow tank 116 and the temperature-sensitive cut-off component 117.

[0061] The thermal management system in this embodiment can achieve thermal management (cooling and heating) of the battery, as well as thermal management of the passenger compartment and electric drive components. The following details several modes in which the thermal management system in this embodiment performs thermal management on the battery (e.g., power battery pack 1061), as well as the refrigerant and coolant transmission paths in each mode.

[0062] In the refrigerant circulation loop, compressor 101 is the starting and ending point for the refrigerant's circulation. After being compressed by compressor 101, the refrigerant enters the refrigerant circulation loop from the outlet of compressor 101 through a pipeline. It then circulates through different paths as needed to achieve the corresponding thermal management mode.

[0063] Mode 1: Power battery pack cooling mode

[0064] Mode 1.1: Power battery pack cooling alone

[0065] When the vehicle is driving, idling, or charging, the power battery pack 1061 discharges or charges, generating heat due to the internal resistance of the battery pack. When the actual temperature of the power battery pack 1061 exceeds the set maximum temperature T1max, the control device triggers the corresponding power battery pack cooling mode based on the actual temperature of the power battery pack 1061. Based on the target temperature t1 (which can be set to a different value based on the battery pack requirements), the control device issues instructions to the various components of the thermal management system, controlling the entire thermal management system accordingly to cool the power battery pack 1061.

[0066] The operating state of each component of the thermal management system in this embodiment is set by the control device. Specifically, Figure 2 As shown, the instructions sent by the control device cause the first electronic expansion valve 702, the fourth stop valve 504, the second stop valve 502, and the ball valve 507 to be in the conducting state, ports a and b of the first three-way valve 401 to be opened, and port c to be closed; the first stop valve 501, the third stop valve 503, the fifth stop valve 505, as well as the electromagnetic expansion valve 701 and the second electronic expansion valve 703 to be in the closed state; the first water pump 118 and the auxiliary heat source 113 to be in the stopped state; the compressor 101 to be in the operating state; and the active air intake grille 115 to be in the open state, allowing air from the external environment to exchange heat with the outdoor heat exchanger 105 and the radiator 104 (to simplify the description, in the subsequent thermal management mode, the active air intake grille 115 is assumed to be in the open state and will not be repeated below). At the same time, the sixth stop valve 506 is in the conducting state, and the second water pump 119 is in the operating state, so that the coolant can assist the refrigerant circulation circuit in dissipating heat from the refrigerant.

[0067] In this mode, the implementation path for independent cooling of the power battery pack is as follows.

[0068] The refrigerant circulation path in the refrigerant circulation circuit is:

[0069] Compressor 101 (outlet end) → pressure and temperature sensor 303 → first three-way valve 401 (ports a and b are connected) → condenser 102 (first refrigerant channel) → drying tank 112 → ninth three-way pipe 809 → fourth stop valve 504 → thirteenth three-way pipe 810 → ball valve 507 (fully open state) → outdoor heat exchanger 105 → fifth temperature sensor 205 → third three-way pipe 803 → third one-way valve 603 → fourth three-way pipe 804 → coaxial pipe 109 (high pressure side) → second four-way pipe 902 → first electronic expansion valve 702 → battery cooling plate 1062 (second refrigerant channel) → second stop valve 502 → third temperature sensor 203 → first four-way pipe 901 → coaxial pipe 109 (low pressure side) → first three-way pipe 801 → first pressure sensor 301 → first temperature sensor 201 → compressor 101 (inlet end).

[0070] The coolant circulation path is:

[0071] Condenser 102 (outlet end of the first coolant channel) → second temperature sensor 202 → fifth tee 805 → sixth stop valve 506 → eleventh tee 811 → radiator 104 → third four-way pipe 903 → second water pump 119 → seventh temperature sensor 207 → seventh tee 807 → second tee 802 → condenser 102 (inlet end of the first coolant channel).

[0072] In this cooling mode, the refrigerant is compressed by the compressor 101 and becomes high-temperature and high-pressure steam. The refrigerant steam is then transmitted to the first refrigerant channel of the condenser 102, where it undergoes heat exchange (heat release) with the coolant in the first coolant channel. The refrigerant then flows through the drying tank 112 and enters the outdoor heat exchanger 105, where it undergoes heat exchange (heat release again) with the air in the external environment. Afterwards, the refrigerant flows from the outdoor heat exchanger 105 through the coaxial tube 109 into the battery cooling plate 1062, where it undergoes heat exchange with the power battery pack 1061 while flowing through the second refrigerant channel, absorbing the heat generated by the power battery pack 1061 and cooling the power battery pack 1061. After the refrigerant leaves the battery cooling plate 1062, it returns to the compressor 101 via the coaxial tube 109. At this point, the refrigerant completes a cycle in the refrigerant circulation loop (i.e., the battery direct cooling loop).

[0073] After absorbing heat from the refrigerant in condenser 102, the coolant is transferred to radiator 104. Cooling fan 114 blows air into radiator 104, exchanging heat between the coolant and the surrounding air, releasing the heat from the coolant into the air. The coolant then flows through second water pump 119 and returns to condenser 102, completing one coolant cycle.

[0074] When the maximum temperature of the power battery pack 1061 drops below T1max, the control device stops the compressor 101 and the second water pump 119 and closes the first electronic expansion valve 702 and the second stop valve 502 to stop cooling the power battery pack 1061 .

[0075] During the circulation process of the refrigerant and coolant, the control device can adjust the speed of the compressor 101, the operating condition of the second water pump 119 and the opening of the first electronic expansion valve 702 through the PID algorithm according to the temperature and pressure of the refrigerant, the temperature of the coolant and the actual temperature and target temperature t1 of the power battery pack 1061 detected by each temperature sensor and pressure sensor, so as to achieve cooling of the power battery pack 1061.

[0076] This thermal management mode utilizes refrigerant to directly cool the power battery pack 1061. Replacing the traditional battery water cooling plate with a battery cooling plate 1062 eliminates not only the cooling water pipes and battery pack water pump in the battery pack flow path, but also the associated water valves for battery cooling and heating, effectively reducing cost and weight. The refrigerant is dissipated by the outdoor heat exchanger 105 and also by the condenser 102, allowing the refrigerant to dissipate heat twice before cooling the power battery pack 1061, resulting in a better cooling effect on the power battery pack 1061.

[0077] Mode 1.2: Dual cooling of the power battery pack and the passenger compartment

[0078] When the vehicle is driving, idling, or charging, and both the power battery pack 1061 and the passenger compartment require cooling (dual cooling for short), when the temperature of the power battery pack 1061 is greater than the set maximum temperature T1max, the control device triggers the corresponding power battery pack cooling mode based on the actual temperature of the power battery pack 1061 and, based on the target temperature t1 (which can be set to a different value based on different battery pack requirements), issues corresponding instructions to the various components of the thermal management system, thereby controlling the entire thermal management system to achieve cooling of both the power battery pack 1061 and the passenger compartment.

[0079] The operating state of each component of the thermal management system in this embodiment is set by the control device. Specifically, Figure 3As shown, the instructions sent by the control device cause the first electronic expansion valve 702, the second electronic expansion valve 703, the second stop valve 502, the third stop valve 503, the fourth stop valve 504, and the ball valve 507 to be in a conducting state, ports a and b of the first three-way valve 401 to be opened, and port c to be closed. Furthermore, the first stop valve 501, the fifth stop valve 505, and the electromagnetic expansion valve 701 to be in a closed state. The first water pump 118 and the auxiliary heat source 113 are stopped, and the compressor 101 is in an operating state. Simultaneously, the sixth stop valve 506 is in a conducting state, and the second water pump 119 is in an operating state, so that the coolant can assist the refrigerant circulation circuit in dissipating heat from the refrigerant.

[0080] In this mode, the flow path between the power battery pack, passenger compartment and dual cooling is as follows.

[0081] The refrigerant circulation path in the refrigerant circulation circuit is:

[0082] The circulation path of the refrigerant in the refrigerant circulation loop for cooling the power battery pack 1061 is the same as the circulation path of the refrigerant in the refrigerant circulation loop in Mode 1.1, and will not be repeated here.

[0083] In the refrigerant circulation path of the refrigerant circulation circuit for cooling the passenger compartment, the refrigerant transmission path from the outlet of the compressor 101 to the second cross-pipe 902 is the same as the transmission path described above. At the second cross-pipe 902, the refrigerant enters the following transmission path:

[0084] Second four-way pipe 902 → second electronic expansion valve 703 → evaporator 110 → second pressure sensor 302 → fourth temperature sensor 204 → eighth three-way pipe 808 → third stop valve 503 → first four-way pipe 901 → coaxial pipe 109 (low-pressure side) → first three-way pipe 801 → first pressure sensor 301 → first temperature sensor 201 → compressor 101 (inlet end).

[0085] The coolant circulation path in this mode is the same as that in mode 1.1 and will not be described again here.

[0086] In this cooling mode, the refrigerant flows from the outdoor heat exchanger 105 through the coaxial tube 109 and then splits into two paths at the second cross-tube 902. One path delivers the refrigerant to the battery cooling plate 1062 to cool the power battery pack 1061. The other path delivers the refrigerant to the evaporator 110, where it is blown by the blower 111 to cool the passenger compartment. The refrigerant then returns to the compressor 101 through the pipeline, completing a refrigerant cycle.

[0087] When the maximum temperature of the power battery pack 1061 drops below T1max, the control device stops the operation of the second water pump 119 of the compressor 101, and closes the first electronic expansion valve 702, the second electronic expansion valve 703, the second stop valve 502 and the third stop valve 503 to stop cooling the power battery pack 1061 and the passenger compartment.

[0088] During the circulation process of the refrigerant and coolant, the control device can adjust the speed of the compressor 101, the operating condition of the second water pump 119, and the opening of the first electronic expansion valve 702 and the second electronic expansion valve 703 through the PID algorithm according to the temperature and pressure of the refrigerant and coolant detected by each temperature sensor and pressure sensor, as well as the actual temperature and target temperature t1 of the power battery pack 1061, so as to achieve cooling of the power battery pack 1061 and the passenger compartment.

[0089] This thermal management mode transfers the refrigerant to the evaporator 110, thereby cooling the power battery pack 1061 and the passenger compartment at the same time.

[0090] Mode 2: Power battery pack heating mode

[0091] Mode 2.1: Using air source heat to heat the power battery pack

[0092] The air source heat here refers to the heat absorbed by the refrigerant circulation loop from the ambient air.

[0093] When the vehicle is driving, charging, idling and other operating conditions, when the minimum temperature of the power battery pack 1061 is lower than the set temperature T3min, the control device will trigger the corresponding power battery pack heating mode according to the minimum temperature of the power battery pack 1061, and issue corresponding instructions to the various components of the thermal management system according to the target temperature t2, and control the entire thermal management system accordingly to achieve heating of the power battery pack 1061.

[0094] The operating state of each component of the thermal management system in this embodiment is set by the control device. Specifically, Figure 4 As shown, the instructions sent by the control device cause the first stop valve 501, the fourth stop valve 504, and the ball valve 507 to be in the on state; ports a and c of the first three-way valve 401 are open, and port b is closed; the second stop valve 502, the third stop valve 503, the fifth stop valve 505, the electromagnetic expansion valve 701, the first electronic expansion valve 702, and the second electronic expansion valve 703 to be closed; the first water pump 118 and the auxiliary heat source 113 to be stopped; and the compressor 101 to be in the operating state. Simultaneously, the sixth stop valve 506 is closed, and the second water pump 119 is stopped, so that the coolant does not participate in heating the power battery pack 1062.

[0095] In this mode, the flow path for heating the power battery pack using air source heat is as follows.

[0096] The refrigerant circulation path in the refrigerant circulation circuit is:

[0097] Compressor 101 (outlet end) → pressure and temperature sensor 303 → first three-way valve 401 (ports a and c are connected) → battery cooling plate 1062 (second refrigerant channel) → first one-way valve 601 → drying tank 112 → ninth three-way pipe 809 → fourth stop valve 504 → thirteenth three-way pipe 810 → ball valve 507 (used as an expansion valve) → outdoor heat exchanger 105 → fifth temperature sensor 205 → third three-way pipe 803 → first stop valve 501 → first three-way pipe 801 → first pressure sensor 301 → first temperature sensor 201 → compressor 101 (inlet end).

[0098] In this heating mode, the refrigerant is compressed by compressor 101 and converted into high-temperature, high-pressure steam. The steam is then piped to the second refrigerant channel in battery cooling plate 1062, directly heating the power battery pack 1061. After exchanging heat with the power battery pack 1061, the refrigerant enters outdoor heat exchanger 105 via drying canister 112, absorbs heat from the ambient air while passing through outdoor heat exchanger 105, and then returns to compressor 101. At this point, the refrigerant completes one cycle in the refrigerant circulation loop (i.e., the battery direct heating loop).

[0099] When the minimum temperature of the power battery pack 1061 rises to higher than T3min, the compressor 101 is stopped by the control device, and the ball valve 507 is closed to stop heating the power battery pack 1061 .

[0100] During the circulation of the refrigerant and coolant, the control device can adjust the speed of the compressor 101 and the opening of the ball valve 507 through the PID algorithm according to the temperature and pressure of the refrigerant, the temperature of the coolant, and the actual temperature and target temperature t2 of the power battery pack 1061 detected by each temperature sensor and pressure sensor, so as to achieve heating of the power battery pack 1061.

[0101] This thermal management mode enables the high-temperature refrigerant vapor to directly heat the power battery pack 1061 through the refrigerant circulation loop, with high heat utilization rate, small heat loss and significant heating effect.

[0102] Mode 2.2: Using air source heat to heat the power battery pack and passenger compartment simultaneously

[0103] When the minimum temperature of the power battery pack 1061 falls below the set temperature T3min during driving, charging, or idling, the control device triggers the corresponding power battery pack heating mode based on the minimum temperature of the power battery pack 1061 and issues corresponding instructions to the various components of the thermal management system based on the target temperature t2. If the passenger compartment also needs to be heated at this time, heat from the air source is released into the passenger compartment through the refrigerant circulation loop, thereby achieving dual heating of the power battery pack 1061 and the passenger compartment.

[0104] In this mode, the control device sets the working status of each component in the thermal management system as follows: Figure 5 As shown. Specifically, this thermal management mode sets the working status of each component in the thermal management system based on the settings of mode 2.1, and opens port b of the first three-way valve 401; at the same time, the first water pump 118 and the auxiliary heat source 113 are in working state. Through the above settings, the coolant in the air-conditioning circulation loop can be used to heat the passenger compartment. The auxiliary heat source 113 can be designed and developed independently according to the needs of the passenger compartment, without considering the dual heating requirements of the passenger compartment and the power battery pack. The power of the auxiliary heat source 113 can be reduced, thereby reducing the cost and weight of the auxiliary heat source 113.

[0105] In this mode, the implementation path for using air source heat to simultaneously heat the power battery pack and the passenger compartment is as follows.

[0106] The circulation path of the refrigerant required to heat the power battery pack 1061 in the refrigerant circulation loop is the same as the circulation path of the refrigerant in the refrigerant circulation loop in Mode 2.1, and will not be repeated here.

[0107] Furthermore, the high-temperature, high-pressure refrigerant vapor is transferred through port b of the first three-way valve 401 to the first refrigerant channel in the condenser 102. As it flows through the first refrigerant channel, it exchanges heat with the coolant in the first coolant channel in the condenser 102, heating the coolant. The refrigerant then leaves the condenser 102 and merges with the refrigerant flowing out of the battery cooling plate 1062 before entering the drying tank 112. It then flows through the drying tank 112 and the outdoor heat exchanger 105 before returning to the compressor 101. This completes one cycle of the refrigerant in the refrigerant circulation loop.

[0108] The coolant circulation path for heating the passenger compartment is (air conditioning circulation loop):

[0109] Condenser 102 (outlet end of the first coolant channel) → second temperature sensor 202 → fifth three-way pipe 805 → first water pump 118 → auxiliary heat source 113 → heater core 107 → second one-way valve 602 → second three-way pipe 802 → condenser 102 (inlet end of the first coolant channel).

[0110] As the coolant flows through the first coolant channel in condenser 102, it exchanges heat with the high-temperature refrigerant vapor in the first refrigerant channel, absorbing heat and increasing its temperature. It then leaves condenser 102 and is transferred to heater core 107. Blower 111 delivers air to heater core 107, blowing the hot air into the passenger compartment to heat the cabin. Simultaneously, auxiliary heat source 113 can be activated at the appropriate time based on the target cabin heating temperature. This heats the coolant before it flows into heater core 107, enhancing the cabin heating effect.

[0111] When the minimum temperature of the power battery pack 1061 rises to above T3min and there is no heating demand in the passenger compartment, the compressor 101 is stopped by the control device, and the ball valve 507 is closed to stop heating the power battery pack 1061 and the passenger compartment.

[0112] During the circulation of the refrigerant and coolant, the control device can adjust the speed of the compressor 101 and the opening of the ball valve 507 through the PID algorithm according to the temperature and pressure of the refrigerant, the temperature of the coolant, and the actual temperature and target temperature t2 of the power battery pack 1061 detected by each temperature sensor and pressure sensor, so as to achieve heating of the power battery pack 1061.

[0113] This thermal management mode adjusts the setting of the three-way pipe passage connected to the outlet end of the compressor 101, so that the heat of the refrigerant can be used to heat the power battery pack 1061 and the passenger compartment at the same time, with high heat utilization efficiency.

[0114] Mode 2.3: Using waste heat from electric drive components to heat the power battery pack

[0115] When the electric drive assembly 108 is running, since 100% energy conversion cannot be achieved in the process of converting electrical energy into driving energy, the lost electrical energy is converted into heat; at the same time, some high-power electrical components on the vehicle will also generate a large amount of heat due to power loss when working. If the above heat is recovered and used for heating the battery or the passenger compartment, the use of the auxiliary heat source 113 can be reduced, thereby reducing the power consumption of the vehicle, ensuring the endurance of the vehicle, and improving the competitiveness of the product.

[0116] Application scenario: The vehicle is driving or charging.

[0117] The control device will set the priority order for the heating mode of the power battery pack 1061: the first priority is to heat the power battery pack with heat recovery from the electric drive component, the second is to heat the power battery pack with air source, and the last is to heat the power battery pack with auxiliary heat source.

[0118] When the minimum temperature of the power battery pack 1061 falls below the set temperature T3min, the control device triggers the corresponding power battery pack heating mode based on the minimum temperature of the power battery pack 1061 and issues corresponding instructions to the various components of the thermal management system based on the target temperature t2, thereby controlling the entire thermal management system accordingly. When the sixth temperature sensor 206 detects that the water temperature at the outlet of the third coolant channel in the electric drive assembly 108 is -10°C (calibratable) < t3 ≤ 50°C (calibratable), the control device can issue instructions to the thermal management system to enable the thermal management system to utilize the waste heat of the electric drive assembly 108.

[0119] Specifically, if Figure 6 As shown, the instructions sent by the control device put the fifth stop valve 505 and the electromagnetic expansion valve 701 in the on state; ports d and f of the second three-way valve 402 of the first three-way valve 401 are opened, and port e is closed; and the first stop valve 501, the second stop valve 502, the third stop valve 503, the fourth stop valve 504, the sixth stop valve 506, the ball valve 507, the first electronic expansion valve 702, and the second electronic expansion valve 703 are in the closed state; the first water pump 118 and the auxiliary heat source 113 are in the stopped state; and the compressor 101 and the second water pump 119 are in the working state.

[0120] In this mode, the flow path for heating the power battery pack using the waste heat of the electric drive assembly 108 is as follows:

[0121] The refrigerant circulation path in the refrigerant circulation circuit is:

[0122] Compressor 101 (outlet end) → pressure and temperature sensor 303 → first three-way valve 401 (ports a and c are connected) → battery cooling plate 1062 → first one-way valve 601 → drying tank 112 → ninth three-way pipe 809 → fifth stop valve 505 → fourth three-way pipe 804 → coaxial pipe 109 (high-pressure side) → second four-way pipe 902 → electromagnetic expansion valve 701 → main heat exchanger 103 (third refrigerant channel) → first four-way pipe 901 → coaxial pipe 109 (high-pressure side) → first three-way pipe 801 → first pressure sensor 301 → first temperature sensor 201 → compressor 101 (inlet end).

[0123] The circulation path of the coolant in the motor cooling circuit is:

[0124] Electric drive assembly 108 (outlet end of the third coolant channel) → sixth temperature sensor 206 → second three-way valve 402 (ports d and f are connected) → main heat exchanger 103 (second coolant channel) → third four-way pipe 903 → second water pump 119 → seventh temperature sensor 207 → seventh three-way pipe 807 → electric drive assembly 108 (outlet end of the third coolant channel).

[0125] In this thermal management mode, the refrigerant is compressed by compressor 101 and converted into high-temperature, high-pressure steam. This steam is then transferred to battery cooling plate 1062 through first three-way valve 401 to heat the power battery pack 1061. The refrigerant then leaves battery cooling plate 1062, flows through drying canister 112, and enters the high-pressure side of coaxial tube 109 via fourth three-way pipe 804. It then enters the third refrigerant channel in main heat exchanger 103. While flowing through the third refrigerant channel, it exchanges heat with the coolant in the second coolant channel in main heat exchanger 103, absorbing the coolant's heat. The refrigerant then leaves main heat exchanger 103 and returns to compressor 101 through the low-pressure side of coaxial tube 109. This completes one cycle of the refrigerant in the refrigerant circulation loop.

[0126] The coolant in the motor cooling circuit absorbs waste heat from the electric drive assembly 108 as it flows through the third coolant channel of the electric drive assembly 108. The coolant is then transferred to the second coolant channel of the main heat exchanger 103, where it exchanges heat with the refrigerant flowing through the third refrigerant channel of the main heat exchanger 103, transferring heat to the refrigerant. The coolant then returns to the electric drive assembly 108 via the second water pump 119.

[0127] When the minimum temperature of the power battery pack 1061 rises above T3min, or when the sixth temperature sensor 206 detects that the water temperature at the outlet of the third coolant channel in the electric drive assembly 108 is ≤ -15°C (calibratable), the control device stops the compressor 101 and closes the electromagnetic expansion valve 701, stopping the heating of the power battery pack 1061. Furthermore, the use of waste heat from the electric drive assembly 108 to heat the refrigerant is stopped.

[0128] During the circulation of the refrigerant and coolant, the control device can adjust the speed of the compressor 101 and the opening of the electromagnetic expansion valve through the PID algorithm according to the temperature and pressure of the refrigerant, the temperature of the coolant, and the actual temperature and target temperature t2 of the power battery pack 1061 detected by each temperature sensor and pressure sensor, so as to achieve heating of the power battery pack 1061.

[0129] This thermal management mode utilizes the waste heat of the electric drive assembly 108 to heat the refrigerant through the main heat exchanger 103 , thereby improving the utilization rate of the waste heat and reducing the power consumption of the compressor 101 .

[0130] Mode 2.4: Using the waste heat from the electric drive components to heat the power battery pack and the passenger compartment simultaneously

[0131] In a low-temperature environment, when the vehicle is driving, charging, idling, etc., there is a need to heat the power battery pack 1061 and the passenger compartment at the same time.

[0132] When the minimum temperature of the power battery pack 1061 falls below the set temperature T3min, the control device triggers the corresponding power battery pack heating mode based on the minimum temperature of the power battery pack 1061 and issues corresponding instructions to the various components of the thermal management system based on the target temperature t2. If the passenger compartment also needs to be heated at this time, the heat from the electric drive assembly 108 can be released into the passenger compartment through the refrigerant circulation loop, thereby achieving dual heating of the power battery pack 1061 and the passenger compartment.

[0133] When the sixth temperature sensor 206 detects that the water temperature at the outlet end of the third coolant channel in the electric drive component 108 is -10°C (calibratable) < t3 ≤ 50°C (calibratable), the control device can issue instructions to the thermal management system to enable the thermal management system to utilize the waste heat of the electric drive component 108.

[0134] Specifically, if Figure 7 As shown, this thermal management mode configures the operating states of various components in the thermal management system based on the settings in mode 2.3, but also opens port b of first three-way valve 401 and simultaneously activates first water pump 118 and auxiliary heat source 113. This configuration allows the passenger compartment to be heated using the coolant in the air conditioning circuit.

[0135] In this mode, the implementation path for utilizing the waste heat of the electric drive components to simultaneously heat the power battery pack and the passenger compartment is as follows.

[0136] The refrigerant circulation path used to heat the power battery pack 1061 is identical to the refrigerant circulation path in Mode 2.3 and is not further described here. Furthermore, the coolant circulation path used to utilize the waste heat of the electric drive assembly 108 in the motor cooling circuit is also identical to the coolant circulation path in Mode 2.3 and is not further described here.

[0137] In this mode, the high-temperature and high-pressure refrigerant vapor is also transmitted to the first refrigerant channel in the condenser 102 through port b of the first three-way valve 401. When flowing through the first refrigerant channel, it exchanges heat with the coolant in the first coolant channel in the condenser 102, thereby heating the coolant. The refrigerant then leaves the condenser 102 and merges with the refrigerant flowing out of the battery cooling plate 1062 before entering the drying tank 112. It then flows through the drying tank 112 and the outdoor heat exchanger 105 and returns to the compressor 101. At this point, the refrigerant completes one cycle in the refrigerant circulation loop. The coolant circulation path used to heat the passenger compartment is the same as the coolant circulation path used to heat the passenger compartment in Mode 2.2 and will not be repeated here.

[0138] When the minimum temperature of the power battery pack 1061 rises above T3min, or when the sixth temperature sensor 206 detects that the water temperature at the outlet of the third coolant channel in the electric drive assembly 108 is ≤ -15°C (calibratable), the control device stops the compressor 101 and closes the electromagnetic expansion valve 701, stopping heating of the power battery pack 1061 and the passenger compartment. Furthermore, the use of waste heat from the electric drive assembly 108 to heat the refrigerant is stopped.

[0139] Mode 2.5: Using air source heat and electric drive component waste heat to heat the power battery pack simultaneously

[0140] As previously described, modes 2.1 through 2.4 utilize either air-source heat or waste heat from the electric drive components as a single heat source to heat the power battery pack and passenger compartment. Based on the aforementioned priority order for power battery pack heating modes, waste heat from the electric drive components is prioritized, followed by air-source heat. When the minimum temperature of the power battery pack 1061 falls below T3min, the control device triggers the corresponding power battery pack heating mode based on the minimum temperature of the power battery pack 1061 and issues corresponding instructions to the various components of the thermal management system based on the target temperature t2.

[0141] When the sixth temperature sensor 206 detects that the water temperature at the outlet of the third coolant channel in the electric drive assembly 108 is -10°C (calibratable) < t3 ≤ 50°C (calibratable), the control device can issue instructions to configure the thermal management system. If there is no passenger compartment heating requirement at this time, the control device's thermal management system settings are the same as those in Mode 2.3 and are not further described here.

[0142] When the current temperature of the power battery pack 1061 does not reach the target temperature t2 and lasts for more than 5 minutes (to be calibrated), the control device starts the mode of utilizing air source heat based on the difference between the current temperature of the power battery pack 1061 and the target temperature t2, while maintaining the working mode of utilizing the waste heat of the electric drive component to heat the power battery pack.

[0143] In this mode, the control device sets the working state of each component of the thermal management system in this embodiment as follows: Figure 8 As shown, this setting is based on the system setting in mode 2.3, and the first stop valve 501, the fourth stop valve 504, and the ball valve 507 are in a conducting state, so that the refrigerant can be transmitted to the outdoor heat exchanger 105 for heat exchange.

[0144] In this mode, in addition to circulating the refrigerant in the refrigerant circulation loop according to the circulation path of the refrigerant in mode 2.3, the refrigerant also returns to the compressor 101 through the following path after being transmitted to the ninth three-way pipe 809:

[0145] Ninth tee 809 → fourth stop valve 504 → thirteenth tee 810 → ball valve 507 → outdoor heat exchanger 105 → fifth temperature sensor 205 → third tee 803 → first stop valve 501 → first tee 801 → first pressure sensor 301 → first temperature sensor 201 → compressor 101 (inlet end).

[0146] The circulation path of the coolant in the motor cooling circuit is the same as that in Mode 2.3 and will not be repeated here.

[0147] When the minimum temperature of the power battery pack 1061 rises above T3min, or when the sixth temperature sensor 206 detects that the water temperature at the outlet of the third coolant channel in the electric drive assembly 108 is ≤ -15°C (calibratable), the control device stops the compressor 101, closes the electromagnetic expansion valve 701 and the ball valve 507, and stops heating the power battery pack 1061. Furthermore, the use of waste heat from the electric drive assembly 108 to heat the refrigerant is stopped.

[0148] Mode 2.6: Using air source heat and waste heat from electric drive components to heat the power battery pack and passenger compartment simultaneously

[0149] In this mode, the control device sets the working status of each component in the thermal management system as follows: Figure 9 Specifically, this thermal management mode configures the operating states of various components within the thermal management system by simply opening port b of the first three-way valve 401, in addition to the settings in mode 2.5. This also activates the first water pump 118 and the auxiliary heat source 113. This configuration allows the passenger compartment to be heated using the coolant in the air conditioning circuit.

[0150] In this mode, the refrigerant used to heat the power battery pack 1061 follows the same refrigerant circulation path as in Mode 2.5 and is not further described here. The coolant used to utilize the waste heat of the electric drive assembly 108 follows the same refrigerant circulation path in the motor cooling circuit as in Mode 2.5 and is not further described here. The coolant used to heat the passenger compartment follows the same refrigerant circulation path in the air conditioning circuit as in Mode 2.2 and is not further described here.

[0151] When the passenger compartment needs to be heated and the minimum temperature of the power battery pack 1061 rises above T3min, the control device closes port c of the first three-way valve 401, keeps ports a and b connected, and stops heating the power battery pack 1062:

[0152] When there is no need to heat the passenger compartment, but there is a need to heat the power battery pack 1061, the control device closes port b of the first three-way valve 401, keeps ports a and c connected, and stops heating the passenger compartment:

[0153] When the passenger compartment has no heating demand and the power battery pack 1061 has been heated, the entire system has no heating demand. At this time, the control device stops the compressor 101, closes the electromagnetic expansion valve 701 and closes the ball valve 507.

[0154] When the sixth temperature sensor 206 detects that the water temperature at the outlet of the third coolant channel in the electric drive component 108 is ≤-15°C (calibrable), the compressor 101 is stopped through the control device and the electromagnetic expansion valve 701 is closed; the heating of the power battery pack 1061 and the passenger compartment is stopped at the same time.

[0155] In all the above thermal management modes, when the following situations occur, the control device stops the compressor 101 and stops the current thermal management mode.

[0156] 1. The compressor 101 and valve components in the refrigerant circulation circuit are faulty;

[0157] 2. The control device detects that the water pump and valve components are faulty;

[0158] 3. The pressure in the refrigerant circulation loop is too high, triggering high-pressure protection;

[0159] 4. The pressure in the refrigerant circulation loop is too low, triggering low pressure protection.

[0160] An embodiment of the present application also provides a vehicle, which includes the thermal management system for the vehicle as described above.

[0161] The thermal management system for a vehicle and the vehicle of the present application have the following effects:

[0162] The refrigerant circulation loop allows the refrigerant medium to condense and release heat or evaporate and absorb heat in the battery cooling plate of the battery assembly to achieve direct heating and cooling of the power battery pack, thereby improving the functional integration of the thermal management system. The refrigerant circulation loop combines the air source and the waste heat of the electric drive assembly to heat the power battery pack, saving the energy consumption of heating the power battery pack, thereby improving the endurance of the entire vehicle and enhancing the competitiveness of the vehicle model. The conventional battery water cooling plate is replaced with a battery cooling plate that adapts to the refrigerant circulation loop, eliminating the cooling water pipes and battery pack water pump in the conventional power battery pack liquid cooling method. At the same time, the related water valves for battery cooling and heating are also eliminated, effectively reducing cost and weight. By setting up an auxiliary heat source, it can be designed and developed based solely on the heating needs of the passenger compartment, without considering the dual heating needs of the passenger compartment and the power battery pack. The power of the auxiliary heat source can be reduced, thereby reducing the cost and weight of the auxiliary heat source.

[0163] 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 "up", "down", "left", "right", etc. indicate an orientation or position relationship, they are based on the orientation or position relationship shown in the drawings. This is only for the convenience of describing this application and simplifying the description, and does not indicate or imply 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 position 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.

[0164] The above are only preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, and improvements made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A thermal management system for a vehicle, characterized in that: Including refrigerant circulation circuit; The refrigerant circulation loop includes a compressor (101), a condenser (102), a main heat exchanger (103), an outdoor heat exchanger (105), and a battery assembly (106) connected by pipelines, and is used to perform thermal management on the battery assembly (106) and the passenger compartment; wherein, The condenser (102) is provided with a first refrigerant channel for transmitting refrigerant and a first coolant channel for transmitting cooling liquid, the inlet end of the first refrigerant channel is connected to the outlet end of the compressor (101), and the outlet end of the first refrigerant channel is connected to the inlet end of the outdoor heat exchanger (105); The battery assembly (106) includes a power battery pack (1061) and a battery cooling plate (1062) arranged on the power battery pack (1061), wherein a second refrigerant channel is arranged in the battery cooling plate (1062); the compressor (101), the second refrigerant channel and the outdoor heat exchanger (105) are connected in sequence to form a closed battery direct heating circuit; the compressor (101), the first refrigerant channel, the outdoor heat exchanger (105) and the second refrigerant channel are connected in sequence to form a closed battery direct cooling circuit; The outlet end of the outdoor heat exchanger (105) is connected to the inlet end of the compressor (101); the main heat exchanger (103) is respectively connected to the compressor (101) and the second refrigerant channel; The refrigerant circulation loop also includes a coaxial tube (109), an evaporator (110) and a plurality of expansion valves. The outlet end of the high-pressure side of the coaxial tube (109) is connected to the second end of the second refrigerant channel through the first electronic expansion valve (702), is connected to the inlet end of the evaporator (110) through the second electronic expansion valve (703), and is connected to the inlet end of the third refrigerant channel of the main heat exchanger (103) through the electromagnetic expansion valve (701); The inlet end of the high-pressure side of the coaxial tube (109) is respectively connected to the outlet end of the outdoor heat exchanger (105), the second end of the second refrigerant channel, and the outlet end of the first refrigerant channel; The inlet end of the low-pressure side of the coaxial tube (109) is respectively connected to the first end of the second refrigerant channel, the outlet end of the evaporator (110) and the outlet end of the third refrigerant channel of the main heat exchanger (103), and the outlet end of the low-pressure side is connected to the inlet end of the compressor (101).

2. The thermal management system according to claim 1, characterized in that It also includes a radiator (104), wherein the inlet end of the radiator (104) is connected to the outlet end of the first cooling liquid channel, and the outlet end of the radiator (104) is connected to the inlet end of the first cooling liquid channel.

3. The thermal management system according to claim 2, characterized in that: It also includes a heater core (107), wherein the inlet end and the outlet end of the first coolant channel are respectively connected to the heater core (107) through pipelines to form an air conditioning circulation loop for thermal management of the passenger compartment.

4. The thermal management system according to claim 3, characterized in that: Also included is an electric drive assembly (108), The inlet and outlet ends of the second coolant channel arranged in the main heat exchanger (103) are respectively connected to the electric drive component (108) through pipelines to form a first motor cooling circuit for exchanging heat generated by the electric drive component (108) to the refrigerant in the refrigerant circulation circuit through the main heat exchanger (103); The inlet and outlet ends of the radiator (104) are respectively connected to the electric drive assembly (108), forming a second motor cooling circuit for cooling the electric drive assembly (108) through the radiator (104).

5. The thermal management system according to claim 4, characterized in that: A blower (111) is provided on one side of the evaporator (110) for supplying air to the passenger compartment to cool the passenger compartment.

6. The thermal management system according to claim 5, characterized in that: It also includes a drying tank (112), which is arranged on a pipeline connected to the outlet end of the first refrigerant channel and on a pipeline connected to the second end of the second refrigerant channel.

7. The thermal management system according to claim 6, characterized in that: It also includes an auxiliary heat source (113), which is arranged in the air-conditioning circulation loop and is used to heat the coolant in the air-conditioning circulation loop.

8. The thermal management system according to claim 7, characterized in that: A plurality of temperature sensors and a plurality of pressure sensors are provided on the pipeline of the thermal management system for detecting the temperature and pressure of the refrigerant or coolant in the pipeline; wherein, A temperature sensor and a pressure sensor are provided on the pipe section connected to the inlet end of the compressor (101) and the pipe section connected to the outlet end of the evaporator (110); Temperature sensors are provided on the pipe section connected to the outlet end of the first coolant channel of the condenser (102), the pipe section connected to the first end of the second refrigerant channel of the battery cooling plate (1062), the pipe section connected to the outlet end of the outdoor heat exchanger (105), the pipe section connected to the outlet end of the electric drive component (108), and the pipe section connected to the outlet end of the radiator (104); A pressure and temperature sensor (303) is provided on the pipe section connected to the outlet end of the compressor (101).

9. The thermal management system according to claim 8, characterized in that: The pipelines of the thermal management system are provided with a plurality of three-way valves, a plurality of stop valves, a plurality of one-way valves and a ball valve for controlling the flow direction and flow path of the refrigerant and the coolant; wherein, A first three-way valve (401) is provided on the pipe section connected to the outlet end of the compressor (101), and a second three-way valve (402) is provided on the pipe section connected to the outlet end of the electric drive assembly (108); Shut-off valves are provided on the pipe section connected to the first end of the second refrigerant channel, the pipe section connected to the inlet end of the radiator (104), the pipe connecting the evaporator (110) and the coaxial tube (109), the pipe connecting the outlet end of the outdoor heat exchanger (105) and the inlet end of the compressor (101), and the pipes connecting the drying tank (112) and the outdoor heat exchanger (105) and the coaxial tube (109) respectively; A ball valve (507) is provided on the pipe section connected to the inlet end of the radiator (104); a first one-way valve (601) is provided on the pipe section connected to the second end of the second refrigerant channel; a second one-way valve (602) is provided on the pipe section connected to the outlet end of the warm air core (107); and a third one-way valve (603) is provided on the pipe section connected to the outlet end of the outdoor heat exchanger (105).

10. The thermal management system according to claim 9, characterized in that: The invention also includes a control device, which controls the operation of the compressor (101), the condenser (102), the main heat exchanger (103), the radiator (104), the outdoor heat exchanger (105), the battery assembly (106), the heater core (107), the electric drive assembly (108), the coaxial tube (109), the evaporator (110), the blower (111), the drying tank (112) and the auxiliary heat source (113), as well as the multiple temperature sensors, the multiple pressure sensors, the multiple three-way valves, the multiple stop valves, the multiple one-way valves, the ball valve and the multiple expansion valves, so as to achieve thermal management of the battery assembly (106) and the passenger compartment.

11. A vehicle, characterized in that: A thermal management system for a vehicle comprising the method according to any one of claims 1 to 10.

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