Vehicle thermal management system and vehicle

Abstract

This invention relates to a vehicle thermal management system and a vehicle. The vehicle thermal management system includes an air conditioning unit, a first heat exchanger, a battery temperature control device, a first selective valve, and a motor cooling device. The battery temperature control device includes refrigerant lines connected to a first and a fourth end of the first selective valve. The motor cooling device includes refrigerant lines connected to a second and a third end of the first selective valve. The first heat exchanger is connected to the refrigerant lines of the air conditioning unit and the battery temperature control device. The first and fourth ends of the first selective valve can be selectively opened to form a first refrigerant circulation in the refrigerant lines of the battery temperature control device. The second and third ends of the first selective valve can be selectively opened to form a second refrigerant circulation in the refrigerant lines of the motor cooling device. The first and second ends, as well as the third and fourth ends of the first selective valve, can be selectively opened to form a third refrigerant circulation in the refrigerant circulation lines of the battery temperature control device and the refrigerant lines of the motor cooling device.

Description

Technical Field

[0001] This invention relates to the technical field of vehicle thermal management, and more particularly to a vehicle thermal management system and a vehicle. Background Technology

[0002] New energy buses, such as electric buses, are more conducive to energy conservation and emission reduction than traditional fuel-powered buses, helping to address the energy crisis and global warming. Electric buses are powered by batteries, with an electric motor converting the battery's charge into driving force. An electronic control system controls both the battery and the motor; these three components are the core of an electric bus. Furthermore, the thermal management of these components during operation directly affects the vehicle's range and safety performance.

[0003] Currently, thermal management of new energy electric buses is still in its early stages. In commonly used technologies, the thermal management of the three components (air conditioning, air conditioning, and fuel system) is basically independent of the vehicle's air conditioning system, resulting in energy waste, low utilization rate, and affecting the vehicle's range.

[0004] In the patent application with application number CN201811460092.6, BYD Co., Ltd. disclosed a vehicle thermal management system and a vehicle, which can realize the temperature regulation of the vehicle interior, vehicle motor and battery pack. However, the battery pack needs to be directly cooled by refrigerant, the system has a low safety factor and the mode switching is complicated. Summary of the Invention

[0005] This invention provides a vehicle thermal management system and a vehicle to solve the technical problems of poor thermal management, high power consumption for cooling or heat dissipation of various modules, and low power utilization in new energy vehicles and other existing technologies.

[0006] The present invention provides a vehicle thermal management system comprising an air conditioning unit, a first heat exchanger, a battery temperature control device, a first selector valve, and a motor cooling device. The battery temperature control device includes a refrigerant pipeline connected to a battery assembly and to a first and fourth end of the first selector valve. The motor cooling device includes a refrigerant pipeline connected to a motor assembly and to a second and third end of the first selector valve. The first heat exchanger is connected to the air conditioning unit and the battery temperature control device. The refrigerant lines of the control device are connected so that the refrigerant lines of the air conditioning unit and the battery temperature control device exchange heat at the first heat exchanger; the first and fourth ends of the first selector valve can be selected to form a first refrigerant circulation in the refrigerant line of the battery temperature control device; the second and third ends of the first selector valve can be selected to form a second refrigerant circulation in the refrigerant line of the motor cooling device; the first and second ends, as well as the third and fourth ends of the first selector valve can be selected to form a third refrigerant circulation in the refrigerant circulation line of the battery temperature control device and the refrigerant line of the motor cooling device.

[0007] The vehicle thermal management system includes a control module. This control module switches the states of the first heat exchanger and the first selector valve according to the vehicle's operating mode. In the first operating mode, the passenger compartment, battery pack, and motor assembly require cooling. The control module controls the air conditioning unit at the first heat exchanger to provide cooling to the refrigerant lines of the battery temperature control device. Simultaneously, it controls the first and second ends, and the third and fourth ends, of the first selector valve to connect. In the second operating mode, the passenger compartment and battery pack require heating, while the motor assembly requires cooling. The control module controls the air conditioning unit at the first heat exchanger to provide cooling to the refrigerant lines of the battery temperature control device. The air conditioning unit supplies heat to the refrigerant pipeline of the battery temperature control device. Simultaneously, it controls the first and fourth ends of the first selector valve to connect, and the second and third ends to connect. In the vehicle's third operating mode, the passenger compartment requires heating, while the battery and motor components require cooling. The control module controls the first and second ends of the first selector valve to connect, and the third and fourth ends to connect. Simultaneously, at the first heat exchanger, it controls the refrigerant pipeline of the battery temperature control device to supply heat to the air conditioning unit. In the vehicle's fourth operating mode, the passenger compartment does not require heating, the battery components require insulation or cooling, and the motor components require... In the fifth operating mode of the vehicle, the passenger compartment and battery assembly require cooling, while the motor assembly requires heat dissipation. The control module controls the air conditioning unit at the first heat exchanger to provide cooling to the refrigerant lines of the battery temperature control device. Simultaneously, it controls the first and fourth ends of the first selector valve to connect, and the second and third ends to connect, or vice versa. In the sixth operating mode of the vehicle, the vehicle's passenger compartment and battery assembly require cooling, and the motor assembly requires heat dissipation. The control module controls the air conditioning unit at the first heat exchanger to provide cooling to the refrigerant lines of the battery temperature control device. Simultaneously, it controls the first and fourth ends of the first selector valve to connect, and the second and third ends to connect, or vice versa. In the seventh operating mode of the vehicle, the vehicle's battery pack requires heating, the passenger compartment does not require cooling, and the motor assembly is not operating. The control module controls the air conditioning unit at the first heat exchanger to provide heat to the refrigerant pipeline of the battery temperature control device. At the same time, it controls the first and fourth ends of the first selector valve to be connected, and the second and third ends to be connected or disconnected.

[0008] The air conditioning unit includes a compressor, a second heat exchanger, a third heat exchanger, and a refrigerant circulation pipeline. The second heat exchanger is located inside the passenger compartment of the vehicle, and the third heat exchanger is located outside the passenger compartment. The refrigerant circulation pipeline includes nine pipelines: a first pipeline connecting the output end of the compressor and the third heat exchanger; a second pipeline connecting the third heat exchanger and the second heat exchanger; a third pipeline connecting the second heat exchanger and the input end of the compressor; a fourth pipeline connecting the third heat exchanger and the first heat exchanger; a fifth pipeline connecting the first heat exchanger and the input end of the compressor; a sixth pipeline connecting the output end of the compressor and the second heat exchanger; a seventh pipeline connecting the third heat exchanger and the input end of the compressor; an eighth pipeline connecting the output end of the compressor and the first heat exchanger; and a ninth pipeline connecting the first heat exchanger and the second heat exchanger.

[0009] The vehicle thermal management system includes a control module, which switches the state of the refrigerant circulation pipes of the air conditioning unit according to the vehicle's operating mode. In the first operating mode, the passenger compartment, battery pack, and motor assembly require cooling, and the control module controls the connection of the first, second, third, fourth, and fifth pipes. In the second operating mode, the passenger compartment and battery pack require heating, and the motor assembly requires cooling, and the control module controls the connection of the second, fourth, sixth, seventh, and eighth pipes. In the third operating mode, the passenger compartment requires heating, and the battery pack and motor assembly require cooling, and the control module controls the connection of the second, fifth, sixth, seventh, and ninth pipes. In the fourth operating mode, the vehicle's passenger compartment does not require heating, the battery pack requires insulation or heat dissipation, and the motor assembly requires heat dissipation; the control module controls the air conditioning unit to shut down. In the fifth operating mode, the vehicle's passenger compartment and battery pack require cooling, and the motor assembly requires heat dissipation; the control module controls the first, second, third, fourth, and fifth pipes to connect. In the sixth operating mode, the vehicle's passenger compartment and battery pack require heating, the motor assembly is not operating, and the control module controls the second, fourth, sixth, seventh, and eighth pipes to connect. In the seventh operating mode, the vehicle's battery pack requires cooling, the passenger compartment does not require cooling, the motor assembly is not operating, and the control module controls the first, fourth, and fifth pipes to connect.

[0010] The air conditioning unit further includes a second selector valve and a third selector valve; the second selector valve includes a first end, a second end, and a third end, the first end being connected to the output end of the compressor, the second end being connected to the fifth pipeline and the eighth pipeline, and the third end being connected to the fifth pipeline; the third selector valve includes a first end, a second end, a third end, and a fourth end; the first end being connected to the output end of the compressor, the second end being connected to the first pipeline and the seventh pipeline, the third end being connected to the third pipeline and the seventh pipeline, and the fourth end being connected to the third pipeline and the sixth pipeline.

[0011] The air conditioning unit further includes a flash evaporator connected to the second and fourth pipelines and connected to the input end of the compressor; a first expansion valve is provided on the second and fourth pipelines between the flash evaporator and the third heat exchanger; a second expansion valve is provided on the second pipeline between the flash evaporator and the second heat exchanger; and a third expansion valve is provided on the third pipeline between the flash evaporator and the first heat exchanger.

[0012] The battery temperature control device is provided with a first pumping device on the refrigerant pipeline; and / or the motor heat dissipation device is provided with a second pumping device on the refrigerant pipeline.

[0013] The refrigerant pipeline of the motor heat dissipation device includes a first branch and a second branch connected in parallel, and a radiator is installed on the second branch; a three-way valve is installed at the input end of the first branch and the second branch, the three-way valve has one inlet end and two outlet ends, the two outlet ends are respectively connected to the first branch and the second branch, and the three-way valve is used to control the on and off of the first branch and the second branch.

[0014] The vehicle thermal management system includes a control module, which switches the state of the three-way valve according to the vehicle's operating mode. In the first operating mode, the passenger compartment, battery pack, and motor assembly require cooling; the control module closes the first branch and connects the second branch. In the second operating mode, the passenger compartment and battery pack require heating, and the motor assembly requires cooling; the control module closes the first branch and connects the second branch. In the third operating mode, the passenger compartment requires heating, and the battery pack and motor assembly require cooling; the control module connects the first branch and closes the second branch. In one of the fourth operating modes, the passenger compartment does not require heating, the battery pack requires insulation, and the motor assembly requires cooling; the control module... The control module controls the first branch to be connected and the second branch to be closed. In the second fourth operating mode of the vehicle, the passenger compartment does not require heating, but the battery and motor components require cooling. The control module controls the first branch to be closed and the second branch to be connected. In the fifth operating mode of the vehicle, the passenger compartment and battery components require cooling, and the motor components require cooling. The control module controls the first branch to be closed and the second branch to be connected, or controls the first branch to be connected and the second branch to be closed. In the sixth operating mode of the vehicle, the passenger compartment and battery components require heating, but the motor components are not working. The control module controls the motor cooling device to be closed. In the seventh operating mode of the vehicle, the battery components require cooling, the passenger compartment does not require cooling, and the motor components are not working. The control module controls the motor cooling device to be closed.

[0015] The vehicle provided by the present invention includes the above-described vehicle thermal management system.

[0016] The vehicle thermal management system and vehicle provided by the present invention have the following advantages compared with the prior art:

[0017] The vehicle thermal management system provided by this invention includes a first selector valve installed between the refrigerant lines of the battery temperature control device and the refrigerant lines of the motor cooling device. By setting the connection states of the first, second, third, and fourth ends of the first selector valve, a first refrigerant cycle, a second refrigerant cycle, and a third refrigerant cycle can be formed according to the refrigerant lines of the battery temperature control device and the motor cooling device, respectively. Simultaneously, a first heat exchanger is installed between the air conditioning unit and the refrigerant lines of the battery temperature control device, allowing the air conditioning unit to exchange heat with the refrigerant lines of the battery temperature control device at the first heat exchanger. According to the above configuration, the air conditioning unit can input cooling or heating energy into the refrigerant lines of the motor temperature control device, or simultaneously into the refrigerant lines of both the motor temperature control device and the motor cooling device; and absorb heat from the refrigerant lines of the motor temperature control device, or simultaneously from the refrigerant lines of both the motor temperature control device and the motor cooling device.

[0018] The vehicle provided by the present invention includes the above-mentioned vehicle thermal management system, has all the technical features of the above-mentioned vehicle thermal management system, and naturally has the same beneficial effects as the above-mentioned vehicle thermal management system, which will not be repeated here. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the vehicle thermal management system in an embodiment of the present invention;

[0022] Figure 2 for Figure 1 The diagram shown is a schematic of the vehicle thermal management system in the first operating mode.

[0023] Figure 3 for Figure 1 The diagram shown is a schematic of the vehicle thermal management system in the second operating mode.

[0024] Figure 4 for Figure 1 The diagram shows the vehicle thermal management system in its third operating mode.

[0025] Figure 5 for Figure 1The diagram shown illustrates the vehicle thermal management system in one of its fourth operating modes.

[0026] Figure 6 for Figure 1 The diagram shown illustrates the vehicle thermal management system in the second of the fourth operating modes.

[0027] Figure 7 for Figure 1 The diagram shows the vehicle thermal management system in its fifth operating mode.

[0028] Figure 8 for Figure 1 The diagram shows the vehicle thermal management system in its sixth operating mode.

[0029] Figure 9 for Figure 1 The diagram shown illustrates the vehicle thermal management system in its seventh operating mode.

[0030] In the picture:

[0031] 10-Air conditioning unit; 20-First heat exchanger; 30-Battery temperature control device; 40-First selector valve; 50-Motor cooling device;

[0032] 11-Compressor; 12-Second heat exchanger; 13-Third heat exchanger; 14-Refrigerant circulation pipeline; 15-Second selector valve; 16-Third selector valve; 17-Flash evaporator; 18-First expansion valve; 19-Second expansion valve; 110-Third expansion valve;

[0033] 141 - First pipe; 142 - Second pipe; 143 - Third pipe; 144 - Fourth pipe; 145 - Fifth pipe; 146 - Sixth pipe; 147 - Seventh pipe; 148 - Eighth pipe; 149 - Ninth pipe;

[0034] 31-Refrigerant piping; 32-First pumping unit;

[0035] 51-Refrigerant piping; 52-Second pumping device; 53-First branch; 54-Second branch; 55-Radiator; 56-Three-way valve;

[0036] a1 - First end of the first selector valve; a2 - Second end of the first selector valve; a3 - Third end of the first selector valve; a4 - Fourth end of the first selector valve;

[0037] b1 - First end of the second selector valve; b2 - Second end of the second selector valve; b3 - Third end of the second selector valve;

[0038] c1 - the first end of the third selector valve; c2 - the second end of the third selector valve; c3 - the third end of the third selector valve; c4 - the fourth end of the third selector valve. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0040] The following description, in conjunction with the accompanying drawings, illustrates embodiments of the vehicle thermal management system and vehicle provided by the present invention.

[0041] In one embodiment of the vehicle thermal management system of the present invention, see [reference needed]. Figure 1 The vehicle thermal management system includes an air conditioning unit 10, a first heat exchanger 20, a battery temperature control device 30, a first selector valve 40, and a motor cooling device 50. The air conditioning unit 10 is primarily used to cool and heat the vehicle's passenger compartment. Specifically, this air conditioning unit 10 can be a heat pump air conditioner. The battery temperature control device 20 is connected to the vehicle's battery pack and is used to heat the battery pack when its temperature is low and cool it when its temperature is high, maintaining the battery pack temperature within a preset temperature range. Within this preset temperature range, the battery pack will have a higher charging speed and a lower power consumption rate. The motor cooling device 50 is connected to the vehicle's motor assembly, which includes, for example, a motor and a motor controller. The motor cooling device 50 is used to dissipate heat from the motor assembly, preventing the accumulation of heat generated during operation that could lead to overheating, affecting the motor assembly's efficiency, or damaging the motor assembly.

[0042] The battery temperature control device 30 includes a refrigerant line 31 containing refrigerant, which can be water or other substances. The refrigerant line 31 of the battery temperature control device 30 is connected to the battery assembly, thereby allowing the refrigerant in the line 31 to heat or cool the battery assembly. In addition, the refrigerant line 31 of the battery temperature control device 30 is also connected to the first end a1 and the fourth end a4 of the first selector valve 40.

[0043] The motor cooling device 50 includes a refrigerant line 51 containing refrigerant, which can be water or other substances. Furthermore, the refrigerant in the refrigerant line 31 of the battery temperature control device 30 and the refrigerant line 51 of the motor cooling device 50 is the same. The refrigerant line 51 of the motor cooling device 50 is connected to the motor assembly, thereby allowing the refrigerant in the refrigerant line 51 to dissipate heat from the motor assembly. In addition, the refrigerant line 51 of the motor cooling device 50 is connected to the second end a2 and the third end a3 of the first selector valve 40.

[0044] The first heat exchanger 20 is connected to the refrigerant lines 31 of the air conditioning unit 10 and the battery temperature control device 30, so that the air conditioning unit 10 and the refrigerant lines 31 of the battery temperature control device 30 exchange heat at the first heat exchanger 20. The heat exchange at the first heat exchanger 20 can be performed by the air conditioning unit 10 providing cooling to the refrigerant lines 31 of the battery temperature control device 30, or the air conditioning unit 10 providing heating to the refrigerant lines 31 of the battery temperature control device 30, or the refrigerant lines 31 of the battery temperature control device 30 providing cooling to the air conditioning unit 10, etc. Specifically, the first heat exchanger 20 can be any one of a plate heat exchanger, a shell-and-tube heat exchanger, and a shell-and-tube heat exchanger.

[0045] The first end a1 and the fourth end a4 of the first selector valve 40 can be selected to form a first refrigerant circulation in the refrigerant line 31 of the battery temperature control device 30. In this case, the refrigerant circulates independently and completely in the refrigerant line 31 of the battery temperature control device 30 without contacting the refrigerant in the refrigerant line 51 of the motor heat dissipation device 50. During the first refrigerant circulation in the refrigerant line 31 of the battery temperature control device 30, the refrigerant can exchange heat with the air conditioning unit 10 at the first heat exchanger 20, absorbing cold or heat from the air conditioning unit 10, or inputting heat from the battery assembly into the air conditioning unit.

[0046] The second end a2 and the third end a3 of the first selector valve 40 can be selected to form a second refrigerant circulation in the refrigerant line 51 of the motor cooling device 50. In this case, the refrigerant circulates independently and completely in the refrigerant line 51 of the motor cooling device 50 without contacting the refrigerant in the refrigerant line 31 of the battery temperature control device 30. During the second refrigerant circulation in the refrigerant line 51 of the motor cooling device 50, the refrigerant can dissipate heat to the outside through the radiator 55 installed inside the motor cooling device 50.

[0047] The first end a1 and the second end a2, as well as the third end a3 and the fourth end a4 of the first selector valve 40, can be selected to form a third refrigerant circulation in the refrigerant line 31 of the battery temperature control device 30 and the refrigerant line 51 of the motor cooling device 50. In this case, the refrigerant line 31 of the battery temperature control device 30 and the refrigerant line 51 of the motor cooling device 50 are connected as one unit. During this third refrigerant circulation, the refrigerant flows from the refrigerant line 31 of the battery temperature control device 30 to the refrigerant line 51 of the motor cooling device 50, and from the refrigerant line 51 of the motor cooling device 50 to the refrigerant line 31 of the battery temperature control device 30. During the flow of the refrigerant, the refrigerant simultaneously heats or cools the vehicle's battery assembly and motor assembly. At the same time, during this third refrigerant circulation, the refrigerant can exchange heat with the air conditioning unit 10 at the first heat exchanger 20, absorbing cold or heat from the air conditioning unit 10, or inputting heat from the battery assembly and motor assembly into the air conditioning unit 10.

[0048] In this embodiment, a first selector valve 40 is provided between the refrigerant line 31 of the battery temperature control device 30 and the refrigerant line 51 of the motor heat dissipation device 50. By setting the connection state of the first end a1, the second end a2, the third end a3 and the fourth end a4 of the first selector valve 40, a first refrigerant cycle, a second refrigerant cycle and a third refrigerant cycle can be formed according to the refrigerant line 31 of the battery temperature control device 30 and the refrigerant line 51 of the motor heat dissipation device 50, respectively. At the same time, a first heat exchanger 20 is provided between the air conditioning device 10 and the refrigerant line 31 of the battery temperature control device 30, so that the air conditioning device 10 can exchange heat with the refrigerant line 31 of the battery temperature control device 30 at the first heat exchanger 20. According to the above configuration, the air conditioning unit 10 can input cooling or heating energy into the refrigerant line 31 of the motor temperature control device 30, or simultaneously into the refrigerant line 31 of the motor temperature control device 30 and the refrigerant line 51 of the motor heat dissipation device 50; and absorb heat from the refrigerant line 31 of the motor temperature control device 30, or simultaneously from the refrigerant line 31 of the motor temperature control device 30 and the refrigerant line 51 of the motor heat dissipation device 50.

[0049] In one embodiment of the vehicle thermal management system, the air conditioning unit includes a compressor 11, a second heat exchanger 12, a third heat exchanger 13, and a refrigerant circulation pipeline 14. The second heat exchanger 12 is located inside the vehicle's passenger compartment, and the third heat exchanger 13 is located outside the passenger compartment. The refrigerant circulation pipeline 14 includes nine pipelines: a first pipeline 141, a second pipeline 142, a third pipeline 143, a fourth pipeline 144, a fifth pipeline 145, a sixth pipeline 146, a seventh pipeline 147, an eighth pipeline 148, and a ninth pipeline 149. Specifically, the first pipeline 141 connects the output end of the compressor 11 and the third heat exchanger 13; the second pipeline 142 connects the third heat exchanger 13 and the second heat exchanger 12; the third pipeline 143 connects the second heat exchanger 12 and the input end of the compressor 11; the fourth pipeline 144 connects the third heat exchanger 13 and the first heat exchanger 20; the fifth pipeline 145 connects the first heat exchanger 20 and the input end of the compressor 11; the sixth pipeline 146 connects the output end of the compressor 11 and the second heat exchanger 12; the seventh pipeline 147 connects the third heat exchanger 13 and the input end of the compressor 11; the eighth pipeline 148 connects the output end of the compressor 11 and the first heat exchanger 20; and the ninth pipeline connects the first heat exchanger 20 and the second heat exchanger 12.

[0050] In this embodiment, the air conditioning unit can achieve cooling and heating cycles by controlling the connection and disconnection of the first pipe 141, the second pipe 142, the third pipe 143, the fourth pipe 144, the fifth pipe 145, the sixth pipe 146, the seventh pipe 147, the eighth pipe 148, and the ninth pipe 149. During the cooling cycle, the air conditioning unit can absorb heat at the first heat exchanger 20, the second heat exchanger 12, or both simultaneously, thereby inputting cooling capacity into the refrigerant pipe 31 of the battery temperature control device 30, thus lowering or maintaining the temperature of the vehicle's passenger compartment. During the heating cycle, the air conditioning unit can release heat at the first heat exchanger 20, the second heat exchanger 12, or both simultaneously, thereby inputting heat into the refrigerant pipe 31 of the battery temperature control device 30, thus raising or maintaining the temperature inside the vehicle's passenger compartment.

[0051] In one embodiment of the vehicle thermal management system, the air conditioning unit 10 further includes a second selector valve 15 and a third selector valve 16. The second selector valve 15 includes a first end b1, a second end b2, and a third end b3. The first end b1 is connected to the output end of the compressor 11, the second end b2 is connected to the fifth pipe 145 and the eighth pipe 148, and the third end b3 is connected to the fifth pipe 145. The third selector valve 16 includes a first end c1, a second end c2, a third end c3, and a fourth end c4. The first end c1 is connected to the output end of the compressor 10, the second end c2 is connected to the first pipe 141 and the seventh pipe 147, the third end c3 is connected to the third pipe 143 and the seventh pipe 147, and the fourth end c4 is connected to the third pipe 143 and the sixth pipe 146.

[0052] In this embodiment, the second selector valve 15 and the third selector valve 16 can be used to select any of the first pipe 141, the second pipe 142, the third pipe 143, the fourth pipe 144, the fifth pipe 145, the sixth pipe 146, the seventh pipe 147, the eighth pipe 148 and the ninth pipe 149, thereby realizing the cooling cycle and heating cycle of the air conditioning device 10.

[0053] In one embodiment of the vehicle thermal management system, the air conditioning unit further includes a flash evaporator 17, which is connected to the second pipe 142 and the fourth pipe 144, and is connected to the input terminal of the compressor 11. A first expansion valve 18 is provided on the second pipe 142 and the fourth pipe 144 between the flash evaporator 17 and the third heat exchanger 13; a second expansion valve 19 is provided on the second pipe 142 between the flash evaporator 17 and the second heat exchanger 12; and a third expansion valve 110 is provided on the third pipe 143 between the flash evaporator 17 and the first heat exchanger 20.

[0054] The flash evaporator 17 can separate the refrigerant into gaseous and liquid refrigerant. In different operating modes, the gaseous refrigerant separated by the flash evaporator 17 can be input into the compressor, while the liquid refrigerant can be transported in the corresponding pipelines to achieve a refrigeration cycle or a heating cycle. The first expansion valve 18, the second expansion valve 19, and the third expansion valve 110 can play a role in throttling and reducing pressure.

[0055] In one embodiment of the vehicle thermal management system, a first pumping device 32 is provided on the refrigerant line 31 of the battery temperature control device 30; and a second pumping device 52 is provided on the refrigerant line 51 of the motor cooling device 50.

[0056] In this embodiment, the refrigerant in the refrigerant line 31 of the battery temperature control device 30 can be driven to flow at the required speed in both the first and third refrigerant cycles via the first pumping device 32, thereby contributing to better temperature control of the battery assembly. Similarly, the refrigerant in the refrigerant line 51 of the motor cooling device 50 can be driven to flow at the required speed in both the second and third refrigerant cycles via the second pumping device 52, thereby contributing to better temperature control of the motor assembly.

[0057] In one embodiment of the vehicle thermal management system, the refrigerant pipeline 51 of the motor cooling device 50 includes a first branch 53 and a second branch 54 connected in parallel, and a radiator 55 is installed on the second branch 54. A three-way valve 56 is installed at the input end of the first branch 53 and the second branch 54. The three-way valve 56 has one inlet end and two outlet ends, which are respectively connected to the first branch 53 and the second branch 54. The three-way valve 56 is used to control the on / off state of the first branch 53 and the second branch 54.

[0058] In this embodiment, during the second refrigerant cycle, the first branch 53 or the second branch 54 can be selectively activated based on the operating state of the motor assembly and its cooling requirements. Generally, during the operating state of the motor assembly, the second branch 54 is activated by controlling the three-way valve 56, allowing the radiator 55 on the second branch 54 to dissipate heat externally. During the third refrigerant cycle, the first branch 53 or the second branch 54 is selectively activated based on the operating states of the motor assembly, battery assembly, and air conditioning unit 10, thereby achieving better heat dissipation. The specific activation or deactivation of the first branch 53 and the second branch 54 under different operating modes will be described later.

[0059] In one embodiment of the vehicle thermal management system, the vehicle thermal management system includes a control module, which is used to switch the state of the first heat exchanger 20 and the first selector valve 40 according to the vehicle's operating mode, and to switch the state of the refrigerant circulation pipeline of the air conditioning unit 10; and to switch the state of the three-way valve 56.

[0060] Specifically, in the vehicle's first operating mode, the first operating mode refers to a scenario where the vehicle's passenger compartment, battery pack, and motor pack require cooling. This first operating mode is generally used in summer or high-temperature weather, and the vehicle is in motion. In this first operating mode, the control module controls the air conditioning unit 10 at the first heat exchanger 20 to provide cooling to the refrigerant line 31 of the battery temperature control device 30. Simultaneously, it controls the first terminal a1 and the second terminal a2 of the first selector valve 40 to connect, and the third terminal a3 and the fourth terminal a4 to connect. Furthermore, the control module controls the first line 141, the second line 142, the third line 143, the fourth line 144, and the fifth line 145 to connect. Additionally, the control module controls the first branch line 53 to close and the second branch line 54 to connect.

[0061] like Figure 2 As shown, in the first operating mode, the second end b2 and the third end b3 of the second selector valve 15 are connected, thereby connecting the fifth pipeline 145; the first end c1 and the second end c2 of the third selector valve 16 are selected, and the third end c3 and the fourth end c4 are selected, thereby connecting the first pipeline 141 and the third pipeline 143. High-temperature, high-pressure refrigerant flows out from the output end of the compressor 11 and enters the third heat exchanger 13 along the first pipeline 141, where it releases heat. Then, the refrigerant enters the flash evaporator 17 through the first expansion valve 18. At the flash evaporator 17, gaseous refrigerant is input to the input end of the compressor 11, while liquid refrigerant is divided into two paths: the first path enters the second heat exchanger 12 along the second pipeline 142 and through the second expansion valve 19, while the second path enters the first heat exchanger 20 along the fourth pipeline 144 and through the third expansion valve 110. The first stream of liquid refrigerant absorbs heat in the second heat exchanger 12, reducing the temperature inside the vehicle's passenger compartment. Then, the first stream of refrigerant enters the input terminal of the compressor 11 via the third pipe 143. The second stream of liquid refrigerant absorbs heat in the first heat exchanger 20, supplying cooling energy to the refrigerant pipe 31 of the battery temperature control device 30. Then, the second stream of refrigerant enters the input terminal of the compressor 11 via the fifth pipe 145.

[0062] Continue reading Figure 2 The refrigerant line 31 of the battery temperature control device 30 and the refrigerant line 51 of the motor cooling device 50 are connected by the first selector valve 40, forming a third refrigerant circulation. At this time, the air conditioning device 10 inputs the cooling capacity of the refrigerant in the refrigerant line 31 of the battery temperature control device 30 at the first heat exchanger 20. As the refrigerant flows along the third refrigerant circulation, it will pass through the vehicle's battery assembly and motor assembly respectively, thereby cooling and dissipating heat from the battery assembly and motor assembly.

[0063] Continue reading Figure 2The second branch 54 is selected by the three-way valve 56, and the refrigerant in the third refrigerant cycle flows along the second branch 54 instead of the first branch 53. When it flows through the radiator 55 on the second branch 54, it can dissipate heat outward, thereby helping to achieve better heat dissipation for the battery and motor components.

[0064] In the vehicle's second operating mode, the passenger compartment and battery components require heating, while the motor components require cooling. This second operating mode is typically used in winter or low-temperature weather, and is during vehicle operation. In this second operating mode, the control module controls the air conditioning unit 10 at the first heat exchanger 20 to provide heat to the refrigerant line 31 of the battery temperature control device 30. Simultaneously, it controls the first and fourth ends of the first selector valve 40 to connect, and the second and third ends to connect. Furthermore, the control module controls the connection of the second line 142, the fourth line 144, the sixth line 146, the seventh line 147, and the eighth line 148. Additionally, the control module controls the first branch 53 to close and the second branch 54 to open.

[0065] like Figure 3 As shown, in the second operating mode, the first end b1 and the second end b2 of the second selector valve 15 are selected, thereby connecting the eighth pipeline 148; the first end c1 and the fourth end c4 of the third selector valve 16 are selected, and the second end c2 and the third end c3 are selected, thereby connecting the sixth pipeline 146 and the seventh pipeline 147. The high-temperature and high-pressure refrigerant flows out from the output end of the compressor 11 and is divided into two paths. The first path of refrigerant enters the second heat exchanger 12 along the sixth pipeline 146, where it releases heat and increases the temperature of the vehicle's passenger compartment. Then, the first path of refrigerant enters the third heat exchanger 13 along the second pipeline 142 and passes through the second expansion valve 19, the flash evaporator 17, and the first expansion valve 18. When passing through the flash evaporator 17, the gaseous refrigerant is input to the input end of the compressor 11, and the remaining liquid refrigerant is input to the third heat exchanger 13. The second refrigerant is fed into the first heat exchanger 20 via the eighth pipe 148, where it releases heat and is then supplied to the refrigerant pipe 31 of the battery temperature control device 30. Subsequently, the second refrigerant flows along the fourth pipe 144 and passes through the third expansion valve 110, flash evaporator 17, and first expansion valve 18 before entering the third heat exchanger 13. Upon passing through the flash evaporator 17, the second refrigerant is separated into gaseous refrigerant, which is supplied to the input of the compressor 11, while the remaining liquid refrigerant is supplied to the third heat exchanger 13. The liquid refrigerant in the third heat exchanger 13 absorbs heat and is then supplied to the input of the compressor 11 via the first pipe 147.

[0066] Continue reading Figure 3The refrigerant lines 31 of the battery temperature control device 30 and 51 of the motor cooling device 50 are not connected by the first selector valve 40, and they each independently perform the first and second refrigerant cycles. For the battery temperature control device 30, the heat from the refrigerant input by the air conditioning unit 10 to the refrigerant line 31 at the first heat exchanger 20 flows along the first refrigerant cycle and passes through the vehicle's battery assembly, thus heating or maintaining the temperature of the battery assembly. For the motor cooling device 50, the second branch 54 is selected by the three-way valve 56. The refrigerant in the second refrigerant cycle absorbs heat as it flows through the motor assembly and dissipates heat as it flows along the second branch 54 and passes through the radiator 55, thus achieving heat dissipation for the motor assembly through the refrigerant circulation.

[0067] In the vehicle's third operating mode, the passenger compartment requires heating, while the battery and motor components require cooling. This third operating mode typically occurs in spring, autumn, or weather conditions where the temperature is neither too high nor too low, and the vehicle is in motion, creating a scenario where the passenger compartment requires heating. In this third operating mode, the control module connects the first and second ends, and the third and fourth ends of the first selector valve 40. Simultaneously, at the first heat exchanger 20, the control module controls the refrigerant line 31 of the battery temperature control device 30 to provide heat to the air conditioning unit 10. Furthermore, the control module connects the second line 142, the fifth line 145, the sixth line 146, the seventh line 147, and the ninth line 149. Additionally, the control module connects the first branch line 53 and closes the second branch line 54.

[0068] like Figure 4As shown, in the third working mode, the second end b2 and the third end b3 of the second selector valve 15 are selected, thereby making the fifth pipeline 145 connected; the first end c1 and the fourth end c4 of the third selector valve 16 are selected, and the second end c2 and the third end c3 are selected, thereby making the sixth pipeline 146 and the seventh pipeline 147 connected. High-temperature, high-pressure refrigerant flows out from the output of compressor 11 and enters the second heat exchanger 12 along the sixth pipe 146. In the second heat exchanger 12, it releases heat, raising the temperature of the vehicle's passenger compartment. Then, the refrigerant splits into two paths. The first path flows along the second pipe 142 and passes through the second expansion valve 19, flash evaporator 17, and first expansion valve 18 before entering the third heat exchanger 13. While passing through flash evaporator 17, the gaseous refrigerant is input to the input of compressor 11, while the remaining liquid refrigerant is input to the third heat exchanger 13. The liquid refrigerant in the third heat exchanger 13 absorbs heat and is then input to the input of compressor 11 via the first pipe 147. The second path of refrigerant flows along the ninth pipe 149 into the first heat exchanger 20, where it absorbs heat and supplies cooling capacity to the refrigerant pipe 31 of the battery temperature control device 30. Finally, this second path of refrigerant flows along the fifth pipe 145 to the input of compressor 11.

[0069] Continue reading Figure 4 The refrigerant line 31 of the battery temperature control device 30 and the refrigerant line 51 of the motor cooling device 50 are connected by the first selector valve 40, forming a third refrigerant circulation. At this time, the air conditioning device 10 inputs the cooling capacity of the refrigerant in the refrigerant line 31 of the battery temperature control device 30 at the first heat exchanger 20. As the refrigerant flows along the third refrigerant circulation, it will pass through the vehicle's battery assembly and motor assembly respectively, thereby cooling and dissipating heat from the battery assembly and motor assembly.

[0070] Continue reading Figure 4 The first branch 53 is selected by the three-way valve 56, and the refrigerant in the third refrigerant circulation flows along the first branch 53 instead of the second branch 54, so as to avoid the battery assembly and motor assembly being over-cooled and dissipated.

[0071] In the fourth operating mode of the vehicle, the passenger compartment does not require heating, the battery pack requires insulation or heat dissipation, and the motor pack requires heat dissipation. This third operating mode is generally used in spring, autumn, or weather conditions where the temperature is neither too high nor too low, and the vehicle is in motion, where the passenger compartment does not require heating. In this fourth operating mode, the control module controls the first heat exchanger 20 to not exchange heat; simultaneously, the control module controls the first and second ends of the first selector valve 40 to connect, and the third and fourth ends to connect. Additionally, the control module controls the air conditioning unit 10 to be turned off.

[0072] In this fourth working mode, the air conditioning unit 10 is in a non-working state. At this time, the pipes in the refrigerant circulation pipe 14 of the air conditioning unit 10 can be connected or disconnected. Naturally, no heat exchange occurs at the first heat exchanger 20.

[0073] Depending on the temperature control requirements of the battery components, the vehicle's fourth operating mode can be divided into four operating modes: mode one and mode two. In mode one, the battery components require heat preservation, while in mode two, they require heat dissipation.

[0074] In one of the vehicle's fourth operating modes, as described above, the refrigerant line 31 of the battery temperature control device 30 and the refrigerant line 51 of the motor cooling device 50 are connected by the first selector valve 40, forming a third refrigerant cycle; simultaneously, the control module also controls the first branch 53 to open and the second branch 54 to close, such as... Figure 5 As shown, during the refrigerant circulation along the third refrigerant circuit, it passes through the vehicle's battery assembly and motor assembly, but bypasses the radiator 55 of the second branch 54. When passing through the motor assembly, the refrigerant absorbs heat, thus dissipating heat from the motor assembly; when passing through the battery assembly, the refrigerant releases heat, thus insulating the battery assembly. With the continuous circulation of the refrigerant, both battery assembly insulation and motor assembly heat dissipation can be simultaneously achieved. Furthermore, since the refrigerant bypasses the radiator 55 during circulation, more of the heat generated by the motor assembly is used to insulate the battery assembly, resulting in better insulation of the battery assembly.

[0075] In the second of the fourth operating modes of the vehicle, as described above, the refrigerant line 31 of the battery temperature control device 30 and the refrigerant line 51 of the motor cooling device 50 are connected by the first selector valve 40, forming a third refrigerant cycle; simultaneously, the control module controls the first branch 53 to close and the second branch 54 to open, as... Figure 6 As shown, during the refrigerant circulation along the third refrigerant circuit, the refrigerant passes through the vehicle's battery assembly and motor assembly, and then through the second branch 54. As the refrigerant passes through the battery assembly and motor assembly, it absorbs heat, thus dissipating heat from them. Conversely, as the refrigerant passes through the radiator 55 on the second branch 54, it releases heat outwards. Therefore, through the circulation of the refrigerant, cooling and heat dissipation of the battery assembly and motor assembly can be achieved.

[0076] In the fifth operating mode of the vehicle, the passenger compartment and battery pack require cooling, while the motor assembly requires heat dissipation. This fifth operating mode is typically used in summer or high-temperature weather when the vehicle is not in motion but is being charged. In this fifth operating mode, the control module controls the air conditioning unit 10 at the first heat exchanger 20 to provide cooling to the refrigerant line 31 of the battery temperature control device 30. Simultaneously, it controls the first and fourth ends of the first selector valve 40 to connect, and the second and third ends to connect, or controls the first and second ends of the first selector valve 40 to connect, and the third and fourth ends to connect. Furthermore, the control module controls the connection of the first line 141, the second line 142, the third line 143, the fourth line 144, and the fifth line 145. Additionally, the control module controls the first branch 53 to close and the second branch 54 to open, or controls the first branch 53 to open and the second branch 54 to close.

[0077] like Figure 7 As shown, in the fifth operating mode, the second end b2 and the third end b3 of the second selector valve 15 are connected, thereby making the fifth pipeline 145 connected; the first end c1 and the second end c2 of the third selector valve 16 are selected, and the third end c3 and the fourth end c4 are selected, thereby making the first pipeline 141 and the third pipeline 143 connected. High-temperature and high-pressure refrigerant flows out from the output end of the compressor 11, and the refrigerant enters the third heat exchanger 13 along the first pipeline 141, where it releases heat. Then, the refrigerant enters the flash evaporator 17 through the first expansion valve 18. At the flash evaporator 17, the gaseous refrigerant is input to the input end of the compressor 11, and the liquid refrigerant is divided into two paths. The first path enters the second heat exchanger 12 along the second pipeline 142 and through the second expansion valve 19, while the second path enters the first heat exchanger 20 along the fourth pipeline 144 and through the third expansion valve 110. The first stream of liquid refrigerant absorbs heat in the second heat exchanger 12, reducing the temperature inside the vehicle's passenger compartment. Then, the first stream of refrigerant enters the input terminal of the compressor 11 via the third pipe 143. The second stream of liquid refrigerant absorbs heat in the first heat exchanger 20, supplying cooling energy to the refrigerant pipe 31 of the battery temperature control device 30. Then, the second stream of refrigerant enters the input terminal of the compressor 11 via the fifth pipe 145.

[0078] Continue reading Figure 7 The refrigerant line 31 of the battery temperature control device 30 and the refrigerant line 51 of the motor cooling device 50 are not connected by the first selector valve 40. They each independently perform the first refrigerant cycle and the second refrigerant cycle. At this time, the cooling capacity of the refrigerant input by the air conditioning device 10 to the refrigerant line 31 of the battery temperature control device 30 at the first heat exchanger 20 will pass through the vehicle's battery pack as the refrigerant flows along the first refrigerant cycle, thereby cooling the battery pack.

[0079] Continue reading Figure 7 The second branch 54 is selected by the three-way valve 56, and the refrigerant in the second refrigerant circulation flows along the second branch 54 instead of the first branch 53; the refrigerant absorbs heat when flowing through the motor assembly, and can dissipate heat when flowing through the radiator 55 on the second branch 54, thereby achieving heat dissipation for the motor assembly.

[0080] In the vehicle's sixth operating mode, which refers to a scenario where the passenger compartment and battery pack require heating, but the motor assembly is not operating, this mode is typically used in winter or low-temperature weather when the vehicle is about to start but has not yet started. In this sixth operating mode, the control module controls the air conditioning unit 10 at the first heat exchanger 20 to provide heat to the refrigerant line 31 of the battery temperature control device 30. Simultaneously, it controls the first and fourth ends of the first selector valve 40 to connect, and the second and third ends to connect or not connect. Furthermore, the control module controls the connection of the second line 142, the fourth line 144, the sixth line 146, the seventh line 147, and the eighth line 148. Finally, the control module controls the motor cooling device 50 to shut down.

[0081] like Figure 8 As shown, in the sixth operating mode, the first end b1 and the second end b2 of the second selector valve 15 are selected, thereby connecting the eighth pipeline 148; the first end c1 and the fourth end c4 of the third selector valve 16 are selected, and the second end c2 and the third end c3 are selected, thereby connecting the sixth pipeline 146 and the seventh pipeline 147. High-temperature, high-pressure refrigerant flows out from the output end of the compressor 11 and is divided into two paths. The first path of refrigerant enters the second heat exchanger 12 along the sixth pipeline 146, releasing heat and increasing the temperature of the vehicle's passenger compartment. Then, the first path of refrigerant flows along the second pipeline 142 and passes through the second expansion valve 19, the flash evaporator 17, and the first expansion valve 18 respectively, entering the third heat exchanger 13. When passing through the flash evaporator 17, the gaseous refrigerant is input to the input end of the compressor 11, and the remaining liquid refrigerant is input to the third heat exchanger 13. The second refrigerant is fed into the first heat exchanger 20 via the eighth pipe 148, where it releases heat and is then supplied to the refrigerant pipe 31 of the battery temperature control device 30. Subsequently, the second refrigerant flows along the fourth pipe 144 and passes through the third expansion valve 110, flash evaporator 17, and first expansion valve 18 before entering the third heat exchanger 13. Upon passing through the flash evaporator 17, the second refrigerant is separated into gaseous refrigerant, which is supplied to the input of the compressor 11, while the remaining liquid refrigerant is supplied to the third heat exchanger 13. The liquid refrigerant in the third heat exchanger 13 absorbs heat and is then supplied to the input of the compressor 11 via the first pipe 147.

[0082] Continue reading Figure 8The refrigerant line 31 of the battery temperature control device 30 and the refrigerant line 51 of the motor cooling device 50 are not connected by the first selector valve 40. The refrigerant line 31 of the battery temperature control device 30 independently undergoes the first refrigerant circulation. When the motor assembly is not working, the motor cooling device 50 also does not work accordingly. For the battery temperature control device 30, the heat from the air conditioning unit 10 input to the refrigerant in the refrigerant line 31 of the battery temperature control device 30 at the first heat exchanger 20 will pass through the vehicle's battery assembly as the refrigerant flows along the first refrigerant circulation, thereby heating or maintaining the temperature of the battery assembly.

[0083] In the vehicle's seventh operating mode, the battery pack requires cooling, the passenger compartment does not require cooling, and the motor assembly is not operating. This seventh operating mode is typically used for charging the vehicle in winter or cold weather. In this seventh operating mode, the control module controls the refrigerant line 31 of the battery temperature control device 30 to provide heat to the air conditioning unit 10 at the first heat exchanger 20. Simultaneously, it controls the first terminal a1 and the fourth terminal a4 of the first selector valve 40 to connect, and the second terminal a2 and the third terminal a3 to connect or not connect. Furthermore, the control module controls the connection of the first pipe 141, the fourth pipe 144, and the fifth pipe 145. Finally, the control module controls the motor cooling device 50 to shut down.

[0084] like Figure 9 As shown, in the seventh operating mode, the second end b2 and the third end b3 of the second selector valve 15 are selected, making the fifth pipeline 145 connected; the first end c1 and the second end c2 of the third selector valve 16 are selected, making the first pipeline 141 connected. High-temperature, high-pressure refrigerant flows out from the output end of the compressor 11, and enters the third heat exchanger 13 along the first pipeline 141, where it releases heat. Then, the refrigerant enters the flash evaporator 17 along the fourth pipeline 144 via the first expansion valve 18. At the flash evaporator 17, gaseous refrigerant is input to the input end of the compressor 11, while liquid refrigerant continues along the fourth pipeline 144 and through the third expansion valve 110 into the first heat exchanger 20. Heat is absorbed in the first heat exchanger 20, and the cooling capacity is input to the refrigerant pipeline 31 of the battery temperature control device 30; afterwards, the refrigerant from this second path enters the input end of the compressor 11 along the fifth pipeline 145.

[0085] Continue reading Figure 9The refrigerant line 31 of the battery temperature control device 30 and the refrigerant line 51 of the motor cooling device 50 are not connected by the first selector valve 40. The refrigerant line 31 of the battery temperature control device 30 independently undergoes the first refrigerant circulation. When the motor assembly is not working, the motor cooling device 50 also does not work accordingly. For the battery temperature control device 30, the cooling capacity of the refrigerant input by the air conditioning unit 10 to the refrigerant line 31 of the battery temperature control device 30 at the first heat exchanger 20 will pass through the vehicle's battery assembly as the refrigerant flows along the first refrigerant circulation, thereby cooling the battery assembly.

[0086] In this seventh operating mode, if the battery overheats during charging of the battery pack, and there is no need for cooling in the vehicle's passenger compartment (e.g., when no one is in the passenger compartment during charging, or when the temperature in the passenger compartment is allowed to rise to a certain extent), the heat generated by the battery is transferred to the passenger compartment to cool the battery, thus helping to ensure charging safety.

[0087] In summary, the vehicle thermal management system provided in the above embodiments of the present invention includes a first selector valve 40 installed between the refrigerant line 31 of the battery temperature control device 30 and the refrigerant line 51 of the motor cooling device 50. By setting the connection states of the first end a1, the second end a2, the third end a3, and the fourth end a4 of the first selector valve 40, a first refrigerant cycle, a second refrigerant cycle, and a third refrigerant cycle can be formed according to the refrigerant line 31 of the battery temperature control device 30 and the refrigerant line 51 of the motor cooling device 50, respectively. At the same time, a first heat exchanger 20 is installed between the air conditioning device 10 and the refrigerant line 31 of the battery temperature control device 30, so that the air conditioning device 10 can exchange heat with the refrigerant line 31 of the battery temperature control device 30 at the first heat exchanger 20. According to the above configuration, the air conditioning unit 10 can input cooling or heating energy into the refrigerant line 31 of the motor temperature control device 30, or simultaneously into the refrigerant line 31 of the motor temperature control device 30 and the refrigerant line 51 of the motor heat dissipation device 50; and absorb heat from the refrigerant line 31 of the motor temperature control device 30, or simultaneously from the refrigerant line 31 of the motor temperature control device 30 and the refrigerant line 51 of the motor heat dissipation device 50.

[0088] In one embodiment of the vehicle of the present invention, the vehicle includes the vehicle thermal management system described in the above embodiments.

[0089] In this embodiment, the vehicle of the present invention includes the vehicle thermal management system described above, and has all the technical features of the vehicle thermal management system described above. Naturally, it also has the same beneficial effects as the vehicle thermal management system described above, which will not be repeated here.

[0090] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0091] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A vehicle thermal management system, characterized in that, The vehicle thermal management system includes an air conditioning unit, a first heat exchanger, a battery temperature control unit, a first selector valve, and a motor cooling unit. The battery temperature control device includes a refrigerant pipeline, which is connected to the battery assembly and to the first and fourth ends of the first selector valve. The motor cooling device includes a refrigerant pipeline, which is connected to the motor assembly; the refrigerant pipeline of the motor cooling device is connected to the second and third ends of the first selector valve; The first heat exchanger is connected to the refrigerant lines of the air conditioning unit and the battery temperature control device, so that the refrigerant lines of the air conditioning unit and the battery temperature control device exchange heat at the first heat exchanger. The first and fourth ends of the first selector valve can be selected to form a first refrigerant circulation in the refrigerant pipeline of the battery temperature control device; the second and third ends of the first selector valve can be selected to form a second refrigerant circulation in the refrigerant pipeline of the motor heat dissipation device; the first and second ends, as well as the third and fourth ends of the first selector valve can be selected to form a third refrigerant circulation in the refrigerant circulation pipeline of the battery temperature control device and the refrigerant pipeline of the motor heat dissipation device. A second pumping device is installed on the refrigerant pipeline of the motor cooling device; The refrigerant pipeline of the motor heat dissipation device includes a first branch and a second branch connected in parallel, and a radiator is installed on the second branch. The input ends of the first branch and the second branch are provided with three-way valves. The three-way valves have one inlet end and two outlet ends. The two outlet ends are respectively connected to the first branch and the second branch. The three-way valves are used to control the opening and closing of the first branch and the second branch. In one of the vehicle's fourth operating modes, the first selector valve is connected to form the third refrigerant circulation, the first branch is connected, and the second branch is closed.

2. The vehicle thermal management system according to claim 1, characterized in that, The air conditioning unit includes a compressor, a second heat exchanger, a third heat exchanger, and a refrigerant circulation pipeline; the second heat exchanger is located inside the passenger compartment of the vehicle, and the third heat exchanger is located outside the passenger compartment of the vehicle. The refrigerant circulation pipeline includes nine pipelines, namely: The first pipeline connects the output end of the compressor and the third heat exchanger; The second pipeline connects the third heat exchanger and the second heat exchanger; A third pipeline connects the second heat exchanger and the input end of the compressor; The fourth pipeline connects the third heat exchanger and the first heat exchanger; A fifth pipeline, which connects the first heat exchanger and the input end of the compressor; The sixth pipeline connects the output end of the compressor and the second heat exchanger; The seventh pipeline connects the third heat exchanger and the input end of the compressor; The eighth pipeline connects the output end of the compressor and the first heat exchanger; The ninth pipeline connects the first heat exchanger and the second heat exchanger.

3. The vehicle thermal management system according to claim 2, characterized in that, The air conditioning unit also includes a second selector valve and a third selector valve; The second selector valve includes a first end, a second end, and a third end. The first end is connected to the output end of the compressor, the second end is connected to the fifth pipeline and the eighth pipeline, and the third end is connected to the fifth pipeline. The third selector valve includes a first end, a second end, a third end, and a fourth end; the first end is connected to the output end of the compressor, the second end is connected to the first pipeline and the seventh pipeline, the third end is connected to the third pipeline and the seventh pipeline, and the fourth end is connected to the third pipeline and the sixth pipeline.

4. The vehicle thermal management system according to claim 2, characterized in that, The air conditioning unit also includes a flash evaporator, which is connected to the second pipeline and the fourth pipeline, and is connected to the input end of the compressor. A first expansion valve is installed on the second and fourth pipelines between the flash evaporator and the third heat exchanger; a second expansion valve is installed on the second pipeline between the flash evaporator and the second heat exchanger; and a third expansion valve is installed on the third pipeline between the flash evaporator and the first heat exchanger.

5. The vehicle thermal management system according to claim 1, characterized in that, The refrigerant pipeline of the battery temperature control device is equipped with a first pumping device.

6. The vehicle thermal management system according to claim 1, characterized in that, The vehicle thermal management system includes a control module, which is used to switch the state of the first heat exchanger and the first selector valve according to the vehicle's operating mode. In the first operating mode of the vehicle, the passenger compartment, battery pack and motor pack of the vehicle have cooling requirements. The control module controls the air conditioning unit at the first heat exchanger to provide cooling to the refrigerant pipeline of the battery temperature control device. At the same time, it controls the first end and the second end of the first selector valve to be connected, and the third end and the fourth end to be connected. In the second operating mode of the vehicle, the passenger compartment and battery pack have a heating requirement, and the motor pack has a heat dissipation requirement. The control module controls the air conditioning unit at the first heat exchanger to provide heat to the refrigerant pipeline of the battery temperature control device. At the same time, it controls the first end and the fourth end of the first selector valve to be connected, and the second end and the third end to be connected. In the third operating mode of the vehicle, the passenger compartment of the vehicle has a heating requirement, and the battery assembly and motor assembly have a heat dissipation requirement. The control module controls the first and second ends of the first selector valve to be connected, and the third and fourth ends to be connected. At the same time, at the first heat exchanger, the refrigerant pipeline of the battery temperature control device is controlled to provide heat to the air conditioning device. In the fourth operating mode of the vehicle, the passenger compartment does not require heating, the battery pack requires heat preservation or heat dissipation, and the motor pack requires heat dissipation. The control module controls the first heat exchanger to not exchange heat, and at the same time controls the first and second ends of the first selector valve to be connected, and the third and fourth ends to be connected. In the fifth operating mode of the vehicle, the passenger compartment and battery pack have cooling requirements, and the motor pack has heat dissipation requirements. The control module controls the air conditioning unit at the first heat exchanger to provide cooling to the refrigerant pipeline of the battery temperature control device. At the same time, it controls the first end and the fourth end of the first selector valve to be connected, and the second end and the third end to be connected, or controls the first end and the second end of the first selector valve to be connected, and the third end and the fourth end to be connected. In the sixth operating mode of the vehicle, the passenger compartment and battery pack have a heating requirement, the motor assembly does not work, the control module controls the air conditioning unit at the first heat exchanger to provide heat to the refrigerant pipeline of the battery temperature control device, and at the same time controls the first end and the fourth end of the first selector valve to be connected, and the second end and the third end to be connected or not connected. In the vehicle's seventh operating mode, the vehicle's battery pack has a cooling requirement, the passenger compartment does not have a cooling requirement, the motor assembly is not working, the control module controls the refrigerant pipeline of the battery temperature control device at the first heat exchanger to provide heat to the air conditioning device, and at the same time controls the first and fourth ends of the first selector valve to be connected, and the second and third ends to be connected or not connected.

7. The vehicle thermal management system according to claim 2, characterized in that, The vehicle thermal management system includes a control module, which is used to switch the state of the refrigerant circulation pipeline of the air conditioning unit according to the vehicle's operating mode. In the vehicle's first operating mode, the passenger compartment, battery pack, and motor pack require cooling, and the control module controls the connection of the first, second, third, fourth, and fifth pipes. In the second operating mode of the vehicle, the passenger compartment and battery pack have heating requirements, and the motor pack has heat dissipation requirements. The control module controls the connection of the second, fourth, sixth, seventh and eighth pipelines. In the third operating mode of the vehicle, the passenger compartment of the vehicle has a heating requirement, and the battery pack and motor pack have a heat dissipation requirement. The control module controls the connection of the second, fifth, sixth, seventh and ninth pipes. In the vehicle's fourth operating mode, the passenger compartment does not require heating, the battery pack requires heat preservation or heat dissipation, the motor pack requires heat dissipation, and the control module controls the air conditioning device to shut down. In the fifth operating mode of the vehicle, the passenger compartment and battery pack have cooling requirements, and the motor pack has heat dissipation requirements. The control module controls the connection of the first pipe, the second pipe, the third pipe, the fourth pipe and the fifth pipe. In the vehicle's sixth operating mode, the passenger compartment and battery pack require heating, the motor assembly is not working, and the control module controls the connection of the second, fourth, sixth, seventh and eighth pipelines. In the vehicle's seventh operating mode, the vehicle's battery pack requires cooling, the passenger compartment does not require cooling, the motor assembly is not working, and the control module controls the connection of the first, fourth, and fifth pipelines.

8. The vehicle thermal management system according to claim 1, characterized in that, The vehicle thermal management system includes a control module, which is used to switch the state of the three-way valve according to the vehicle's operating mode. In the vehicle's first operating mode, the passenger compartment, battery pack, and motor pack require cooling. The control module controls the first branch to close and the second branch to open. In the second operating mode of the vehicle, the passenger compartment and battery pack have a heating requirement, and the motor pack has a heat dissipation requirement. The control module controls the first branch to close and the second branch to open. In the vehicle's third operating mode, the passenger compartment requires heating, while the battery and motor components require cooling. The control module controls the first branch to connect and the second branch to close. In one of the vehicle's fourth operating modes, the passenger compartment does not require heating, the battery pack requires insulation, and the motor pack requires heat dissipation. In the second of the fourth operating modes of the vehicle, the passenger compartment does not require heating, while the battery and motor components require heat dissipation. The control module controls the first branch to close and the second branch to connect. In the fifth operating mode of the vehicle, the passenger compartment and battery pack have cooling requirements, and the motor pack has heat dissipation requirements. The control module controls the first branch to close and the second branch to open, or controls the first branch to open and the second branch to close. In the vehicle's sixth operating mode, the passenger compartment and battery pack require heating, the motor assembly is not working, and the control module controls the motor cooling device to shut down. In the vehicle's seventh operating mode, the vehicle's battery pack requires cooling, the passenger compartment does not require cooling, the motor assembly is not working, and the control module controls the motor cooling device to shut down.

9. A vehicle, characterized in that, The vehicle includes the vehicle thermal management system as described in any one of claims 1 to 8.

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