Vehicle thermal management system and vehicle

Abstract

The present invention discloses a vehicle thermal management system and a vehicle, wherein the vehicle thermal management system comprises: a first heat exchanger, wherein the first heat exchanger has a first heat exchange path and a second heat exchange path; an electric assembly module; a heat pump module; the second switching pipeline can be selectively connected or disconnected between the outlet of the compressor and the inlet of the battery direct cooling plate, and the third switching pipeline can be selectively connected or disconnected between the outlet of the battery direct cooling plate and the inlet of the heat exchange pipeline. Thus, by connecting the radiator water circuit with the electric assembly water circuit and with the first heat exchange path, not only can the radiator dissipate heat for the electric assembly, but also because the heat pump module can cool or heat the passenger compartment, there is no need to set an air-cooled radiator in the front side (engine compartment) of the vehicle, which can improve the integration of the vehicle thermal management system and optimize the structural design of the front side (engine compartment) of the vehicle.

Description

Technical Field

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

[0002] In related technologies, the electric assembly module, battery module and heat pump module are integrated and controlled to coordinate the systems with each other, reduce the energy consumption of the entire vehicle, or achieve heat management and reasonable distribution and utilization of the entire vehicle in hybrid mode.

[0003] However, the above cannot meet the complex thermal management requirements of hybrid vehicles under EV (pure electric vehicle) or HEV (hybrid electric vehicle) driving modes. The waste heat is mixed with other circuits during the extraction process, and it is impossible to ensure that the energy efficiency ratio of the heat pump module in the heating process is maximized. Moreover, it does not take into account the situation that when the ambient temperature is low, the heating effect of the heat pump module is poor and it cannot provide sufficient heat source. It does not take into account the situation where rapid warm-up in winter and the heating needs of the passenger compartment are parallel, and the rapid heating condition of the battery is not taken into account. In addition, multiple radiators need to be arranged in the front cabin of the vehicle, which is not conducive to the optimization of the layout and lightweight of the front cabin of the vehicle. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes a vehicle thermal management system, which has high integration, is easy to arrange, and can make full use of energy and reduce energy loss. In addition, there is no need to set an air-cooled heat exchanger in the front cabin of the vehicle, so that the front cabin layout of the vehicle is optimized and lightweight.

[0005] The embodiments of the present invention further improve a vehicle.

[0006] The vehicle thermal management system according to an embodiment of the present invention comprises: a first heat exchanger, the first heat exchanger having a first heat exchange passage and a second heat exchange passage; an electric assembly module, the electric assembly module comprising an electric assembly water circuit and a radiator water circuit, the electric assembly water circuit is provided with an electric assembly, the radiator water circuit is provided with a radiator, the radiator water circuit is connected to the electric assembly water circuit, and the radiator water circuit is connected to the first heat exchange passage; a heat pump module, the heat pump module comprising a compressor, a refrigeration pipeline, a heating pipeline, a heat exchange pipeline, a first switching pipeline, a second switching pipeline, a battery direct cooling plate and a third switching pipeline, the heating pipeline is provided with an in-cabin condenser module, the refrigeration pipeline An in-cabin evaporator module is provided, and the second heat exchange passage is provided in the heat exchange pipeline; the compressor, the heating pipeline, the heat exchange pipeline, the refrigeration pipeline, and the gas-liquid separator are connected in sequence, the first switching pipeline, the battery direct cooling plate and the refrigeration pipeline are connected in parallel, and the first switching pipeline, the battery direct cooling plate and the refrigeration pipeline can be selectively connected in series between the heat exchange pipeline and the gas-liquid separator respectively; the second switching pipeline can be selectively connected or disconnected between the outlet of the compressor and the inlet of the battery direct cooling plate, and the third switching pipeline can be selectively connected or disconnected between the outlet of the battery direct cooling plate and the inlet of the heat exchange pipeline.

[0007] Therefore, by connecting the radiator water circuit with the electric assembly water circuit and with the first heat exchange passage, the radiator can not only dissipate heat for the electric assembly, but also exchange heat with the heat pump module through the first heat exchanger, so that the heat pump module can cool or heat the passenger compartment. There is no need to separately set up an air-cooled radiator for the heat pump module in the front side (engine compartment) of the vehicle, which greatly improves the integration of the vehicle's thermal management system, and can make full use of the waste heat of the electric assembly and the heat in the air, reduce energy loss, and optimize the layout design and lightweight of the front side (engine compartment) of the vehicle.

[0008] According to some embodiments of the present invention, the heat pump module includes a fourth switching pipeline, which is connected in parallel with the heat exchange pipeline, and the fourth switching pipeline can be selectively connected or disconnected between the outlet of the heating pipeline and the battery direct cooling plate.

[0009] According to some embodiments of the present invention, the heat pump module includes a fifth switching pipeline, which is connected in parallel with the heating pipeline, and the fifth switching pipeline can be selectively connected or disconnected between the outlet of the compressor and the inlet of the heat exchange pipeline.

[0010] According to some embodiments of the present invention, the heating pipeline includes: a front heating branch and a rear heating branch arranged in parallel, and the cabin condenser module includes: a front inner condenser and a rear inner condenser, the front inner condenser is arranged in the front heating branch, and the rear inner condenser is arranged in the rear heating branch.

[0011] According to some embodiments of the present invention, at least one of the front heating branch and the rear heating branch can be selectively connected in series or disconnected between the compressor and the heat exchange pipeline.

[0012] According to some embodiments of the present invention, the refrigeration pipeline includes: a front refrigeration branch and a rear refrigeration branch arranged in parallel, and the cabin evaporator module includes: a front inner evaporator and a rear inner evaporator, the front inner evaporator is arranged in the front refrigeration branch, and the rear inner evaporator is arranged in the rear refrigeration branch.

[0013] According to some embodiments of the present invention, the refrigeration pipeline further includes: a main refrigeration flow circuit, which is respectively connected to the front refrigeration branch and the rear refrigeration branch and can be selectively connected or disconnected with the heat exchange pipeline.

[0014] According to some embodiments of the present invention, the vehicle thermal management system also includes: an engine water circuit, on which an engine is arranged; a control valve group, which can be switched between a first state, a second state, a third state and a fourth state and is respectively connected to the radiator water circuit, the first heat exchange passage, the electric assembly water circuit and the engine water circuit; wherein, when the control valve group is in the first state, the radiator water circuit and the first heat exchange passage are connected in series; when the control valve group is in the second state, the radiator water circuit, the engine water circuit and the first heat exchange passage are connected in series; when the control valve group is in the third state, the radiator water circuit and the electric assembly water circuit are connected in series; when the control valve group is in the fourth state, the radiator water circuit, the engine water circuit and the electric assembly water circuit are connected in series.

[0015] According to some embodiments of the present invention, the control valve group is switchable between the first state, the second state, the third state, the fourth state, the fifth state and the sixth state; when the control valve group is in the fifth state, the radiator water circuit, the first heat exchange circuit and the electric assembly water circuit are connected in series; when the control valve group is in the sixth state, the radiator water circuit, the engine water circuit, the first heat exchange circuit and the electric assembly water circuit are connected in series.

[0016] According to some embodiments of the present invention, the control valve group is switchable between the first state, the second state, the third state, the fourth state, the seventh state and the eighth state; when the control valve group is in the seventh state, the electric assembly water circuit is connected in parallel with the first heat exchange circuit and then connected in series with the radiator water circuit; when the control valve group is in the eighth state, the electric assembly water circuit is connected in parallel with the first heat exchange circuit and then connected in series with the radiator water circuit and the engine water circuit.

[0017] According to some embodiments of the present invention, the engine waterway is further provided with a heater core, and the heater core is connected in series with the engine.

[0018] According to some embodiments of the present invention, the vehicle thermal management system also includes: an engine water circuit, in which an engine is arranged; a control valve group, which includes: a four-way valve, the four-way valve having a first valve port, a second valve port, a third valve port and a fourth valve port, the first valve port is connected to one end of the radiator water circuit, the second valve port is connected to one end of the engine water circuit, and the third valve port is connected to the other end of the engine water circuit; a three-way valve, the three-way valve having a fifth valve port, a sixth valve port and a seventh valve port, the fourth valve port and the fifth valve port are interconnected with one end of the first heat exchange passage, and the seventh valve port is connected to one end of the electric assembly water circuit; a ninth two-way valve, the ninth two-way valve having an eighth valve port and a ninth valve port, the sixth valve port and the eighth valve port are interconnected with the other end of the first heat exchange passage, and the ninth valve port and the other end of the electric assembly water circuit are interconnected with the other end of the radiator water circuit.

[0019] According to some embodiments of the present invention, the radiator water circuit includes a radiator branch and a direct branch, the radiator is arranged on the radiator branch, the radiator branch is connected in parallel with the direct branch, and the radiator branch and the direct branch can be selectively connected or closed.

[0020] According to some embodiments of the present invention, a heater is connected between the radiator water circuit and the electric assembly water circuit.

[0021] A vehicle according to an embodiment of the present invention includes the above-mentioned vehicle thermal management system.

[0022] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0024] Figure 1 is a schematic diagram of a vehicle thermal management system according to an embodiment of the present invention;

[0025] Figure 2 is a schematic diagram of a vehicle thermal management system in mode 1 according to an embodiment of the present invention;

[0026] Figure 3 is a schematic diagram of a vehicle thermal management system in mode 2 according to an embodiment of the present invention;

[0027] Figure 4 is a schematic diagram of a vehicle thermal management system in mode three according to an embodiment of the present invention;

[0028] Figure 5 is a schematic diagram of a vehicle thermal management system in mode 4 according to an embodiment of the present invention;

[0029] Figure 6 is a schematic diagram of a vehicle thermal management system in mode 5 according to an embodiment of the present invention;

[0030] Figure 7 is a schematic diagram of a vehicle thermal management system in mode six according to an embodiment of the present invention;

[0031] Figure 8 is a schematic diagram of a vehicle thermal management system in mode seven according to an embodiment of the present invention;

[0032] Fig. 9 is a schematic diagram of a vehicle thermal management system in mode eight according to an embodiment of the present invention;

[0033] Fig.10 is a schematic diagram of a vehicle thermal management system in mode nine according to an embodiment of the present invention;

[0034] Fig.11 is a schematic diagram of a vehicle thermal management system when the control valve group is in a sixth state according to an embodiment of the present invention;

[0035] Fig.12 is a schematic diagram of a vehicle thermal management system when the control valve group is in an eighth state according to an embodiment of the present invention;

[0036] Fig.13 is a schematic diagram of a vehicle thermal management system including a fifth switching circuit according to another embodiment of the present invention.

[0037] Reference numerals:

[0038] 100, vehicle thermal management system; 10, electric assembly module; 11, radiator water circuit; 111, radiator; 1111, radiator branch; 1112, direct branch; 112, pump; 113, tenth two-way valve; 12, first heat exchange passage; 13, electric assembly water circuit; 131, second heat exchanger; 132, motor; 133, motor controller;

[0039] 20. Heat pump module; 21. Compressor; 22. Condenser module; 221. Front inner condenser; 222. Rear inner condenser; 2221. Fifth two-way valve; 23. Evaporator module; 231. Front inner evaporator; 232. Rear inner evaporator; 24. Gas-liquid separator; 25. Refrigeration pipeline; 251. Front refrigeration branch; 252. Rear refrigeration branch; 253. Refrigeration total flow path; 2531. Sixth two-way valve; 26. Heating pipeline; 261. Front heating branch; 262. Rear heating branch; 29. ​​Fourth switching pipeline; 291. Fourth two-way valve;

[0040] 30, first switching pipeline; 301, first two-way valve; 31, third switching pipeline; 311, third two-way valve; 32, second switching pipeline; 321, second two-way valve; 33, fifth switching pipeline; 331, twelfth two-way valve;

[0041] 41. Battery direct cooling plate; 42. Second expansion valve; 43. Eleventh two-way valve; 50. First heat exchanger; 51. Second heat exchange passage; 511. Seventh two-way valve; 512. First expansion valve; 513. Eighth two-way valve;

[0042] 60. Engine water circuit; 61. Engine; 62. Heater core;

[0043] 70. Control valve group; 71. Four-way valve; 711. First valve port; 712. Second valve port; 713. Third valve port; 714. Fourth valve port; 72. Three-way valve; 721. Sixth valve port; 722. Fifth valve port; 723. Seventh valve port; 73. Ninth two-way valve; 731. Eighth valve port; 732. Ninth valve port; 80. Heater. DETAILED DESCRIPTION

[0044] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0045] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0046] Reference below Figure 1-Figure 13 A vehicle thermal management system 100 according to an embodiment of the present invention is described, and the vehicle thermal management system 100 may be applied to a vehicle.

[0047] Combination Figure 1-Figure 3 As shown, the vehicle thermal management system 100 according to an embodiment of the present invention includes: an electric assembly module 10, a heat pump module 20 and a first heat exchanger 50, wherein the first heat exchanger 50 has a first heat exchange passage 12 and a second heat exchange passage 51, the second heat exchange passage 51 is connected to the heat pump module 20, and the first heat exchange passage 12 is connected to the electric assembly module 10.

[0048] Specifically, the first heat exchanger 50 can be a plate heat exchanger, and the refrigerant of the heat pump module 20 and the coolant of the electric assembly module 10 can enter the first heat exchanger 50 through the second heat exchange passage 51 and the first heat exchange passage 12 respectively, and perform heat exchange through the first heat exchanger 50.

[0049] For example, the refrigerant of the heat pump module 20 may be RA, RC, Ra, etc., and the coolant in the electric assembly module 10 may be a mixture of water and ethylene glycol.

[0050] Combination Figure 1-Figure 13 As shown, the electric assembly module 10 includes an electric assembly water circuit 13 and a radiator water circuit 11 . The electric assembly is arranged on the electric assembly water circuit 13 , and a radiator 111 is arranged on the radiator water circuit 11 . The radiator water circuit 11 is connected to the electric assembly water circuit 13 , and the radiator water circuit 11 is connected to the first heat exchange passage 12 . Specifically, the radiator water circuit 11 is connected to the electric assembly water circuit 13, and the coolant can enter the radiator water circuit 11 from the electric assembly water circuit 13, and then flow from the radiator water circuit 11 to the electric assembly water circuit 13, thereby dissipating heat for the electric assembly; the radiator water circuit 11 is connected to the first heat exchange passage 12, and the coolant can enter the radiator water circuit 11 from the first heat exchanger 50, and then flow from the radiator water circuit 11 to the first heat exchange passage 12, thereby exchanging heat with the second heat exchange passage 51 of the first heat exchanger 50, thereby bringing the heat of the heat pump module 20 to the radiator 111 for cooling treatment or bringing the heat absorbed by the radiator 111 from the air to the heat pump module 20 for heating.

[0051] That is to say, the radiator 111 is not only the radiator 111 of the electric assembly, but also replaces the air-cooled heat exchanger of the heat pump module 20 in the prior art. In this way, there is no need to set an air-cooled heat exchanger in the front cabin (engine compartment) of the vehicle, so that the vehicle thermal management system 100 provided in the embodiment of the present application has an extremely high degree of integration, can make full use of energy, reduce energy loss, and is conducive to the optimization of the layout and lightweight of the front cabin (engine compartment) of the vehicle.

[0052] Furthermore, the heat pump module 20 includes: a compressor 21, a gas-liquid separator 24, a refrigeration pipeline 25, a heating pipeline 26, a heat exchange pipeline, a first switching pipeline 30, a second switching pipeline 32 and a battery direct cooling plate 41. The heating pipeline 26 is provided with an in-cabin condenser module 22, and the refrigeration pipeline 25 is provided with an in-cabin evaporator module 23. The second heat exchange passage 51 is provided in the heat exchange pipeline. The compressor 21, the heating pipeline 26, the heat exchange pipeline, the refrigeration pipeline 25, and the gas-liquid separator 24 are connected in sequence. In this way, the refrigerant can be processed by the compressor 21 and then flow to the heating pipeline 26, the heat exchange pipeline, the refrigeration pipeline 25 and the gas-liquid separator 24 in sequence, and flow back to the compressor 21 from the gas-liquid separator 24, thereby realizing the circulation of the refrigerant in the heat pump module 20.

[0053] Furthermore, combined with Figure 1-Figure 13 As shown, the first switching pipeline 30, the battery direct cooling plate 41 and the refrigeration pipeline 25 are connected in parallel, and the first switching pipeline 30, the battery direct cooling plate 41 and the refrigeration pipeline 25 can be selectively connected in series between the heat exchange pipeline and the gas-liquid separator 24, respectively. In this way, when the vehicle is under different working conditions, the refrigerant can be controlled to flow through different pipelines, so that the vehicle thermal management system 100 can meet the needs of the vehicle under different working conditions. This can not only improve the integration of the vehicle thermal management system 100, but also reduce the energy consumption of the vehicle.

[0054] Furthermore, the second switching pipeline 32 can be selectively connected or disconnected between the outlet of the compressor 21 and the inlet of the battery direct cooling plate 41, and the third switching pipeline 31 can be selectively connected or disconnected between the outlet of the battery direct cooling plate 41 and the inlet of the heat exchange pipeline. Specifically, when the second switching pipeline 32 and the third switching pipeline 31 are both connected, the refrigerant can flow from the compressor 21 to the second switching pipeline 32, flow directly from the second switching pipeline 32 to the battery direct cooling plate 41, and flow from the battery direct cooling plate 41 to the third switching pipeline 31, and flow from the third switching pipeline 31 to the second heat exchange passage 51 of the first heat exchanger 50 on the heat exchange pipeline. At the same time, the coolant can circulate between the first heat exchange passage 12 of the first heat exchanger 50 and the radiator water circuit 11, so that heat exchange is performed between the first heat exchange passage 12 and the second heat exchange passage 51 of the first heat exchanger 50, so that the heat absorbed by the radiator 111 from the air is brought to the heat pump module 20 for heating, thereby realizing the direct heating effect on the battery direct cooling plate 41.

[0055] Combination Figure 2 and Figure 3As shown, the heat pump module 20 has a cooling mode. When the heat pump module 20 is in the cooling mode, the refrigerant in the compressor 21 flows out from the compressor 21 to the first heat exchanger 50 after compression. At this time, the coolant in the electric assembly module 10 enters the radiator water path 11 from the first heat exchange path 12 of the first heat exchanger 50, and then flows from the radiator water path 11 to the first heat exchange path 12, thereby exchanging heat with the second heat exchange path 51 of the first heat exchanger 50, so as to bring the heat of the heat pump module 20 to the radiator 111 for cooling treatment, so as to reduce the temperature of the refrigerant. It should be noted that the refrigerant can pass through the heating pipeline 26 in the process of flowing from the compressor 21 to the first heat exchanger 50, but the refrigerant only passes through the heating pipeline 26, and does not release heat and cool down in the heating pipeline 26. Since the heat released by the liquefaction of the refrigerant in the heating pipeline 26 will enter the passenger compartment, this can prevent the refrigerant from releasing heat in the passenger compartment and reduce the cooling effect.

[0056] Next, the refrigerant cooled by the radiator 111 can enter the refrigeration pipeline 25 to absorb heat, thereby reducing the temperature in the passenger compartment to achieve the cooling mode of the heat pump module 20. Finally, the refrigerant can pass through the gas-liquid separator 24 to make the relatively pure gas refrigerant re-enter the compressor 21 for the next refrigeration cycle. With such an arrangement, the radiator 111 of the electric assembly module 10 can be fully utilized, and there is no need to set an air-cooled radiator in the front cabin (engine compartment) of the vehicle. This can improve the integration of the vehicle thermal management system 100, and can optimize the layout design and lightweight of the front cabin (engine compartment) of the vehicle.

[0057] Combination Figure 4-Figure 6 As shown, the heat pump module 20 has multiple heating modes. When the heat pump module 20 is in heating mode 1, the refrigerant in the compressor 21 flows out of the compressor 21 to the heating pipeline 26 after compression, and liquefies and releases heat in the heating pipeline 26, thereby realizing the heating function of the heat pump module 20. Then, the liquid refrigerant passes through the heat exchange pipeline, and under the joint action of the first heat exchanger 50 and the radiator 111, it absorbs the heat of the air or the electric assembly to evaporate the liquid refrigerant, and then enters the gas-liquid separator 24 through the first switching pipeline 30, and enters the compressor 21 through the gas-liquid separator 24 for the next heating cycle. In this way, the heat pump module 20 can make full use of the heat of the air or the electric assembly absorbed by the radiator 111 for heating, thereby ensuring the performance of the electric assembly module 10 and reducing the energy consumption of the vehicle.

[0058] Combination Figure 2 and Figure 3As shown, the heat pump module 20 has a battery direct cooling mode. When the heat pump module 20 is in the battery direct cooling mode, the compressor 21 compresses the refrigerant and the refrigerant can flow to the heating pipeline 26 first. At this time, the refrigerant flows directly from the heating pipeline 26 to the first heat exchanger 50, and the heating pipeline 26 is not turned on. After the refrigerant enters the first heat exchanger 50, the radiator water path 11 in the electric assembly module 10 flows to the first heat exchange path 12 of the first heat exchanger 50, and exchanges heat with the refrigerant in the second heat exchange path 51 of the first heat exchanger 50, thereby cooling the refrigerant. Then, the cooled refrigerant will flow to the battery direct cooling plate 41, and absorb heat and cool the battery direct cooling plate 41, thereby realizing the battery direct cooling mode of the heat pump module 20. With this arrangement, the radiator 111 of the electric assembly module 10 can be fully utilized while ensuring the cooling effect of the battery direct cooling plate 41, without the need for cooling the battery in the front cabin (engine compartment) of the vehicle. An air-cooled radiator is provided inside, which can further optimize the layout design and lightweight of the vehicle's front compartment (engine compartment), and can improve the integration of the vehicle thermal management system 100.

[0059] Furthermore, the heat pump module 20 has a battery direct heating mode. When the heat pump module 20 is in the battery direct heating mode, after the compressor 21 compresses the refrigerant, the refrigerant can enter the second switching pipeline 32, and flow directly from the second switching pipeline 32 to the battery direct cooling plate 41, and then flow to the third switching pipeline 31, and then flow from the third switching pipeline 31 to the second heat exchange path 51 of the first heat exchanger 50 on the heat exchange pipeline. At the same time, the coolant can enter the radiator water path 11 from the first heat exchanger 50 The first heat exchange path 12, and then flow from the radiator water path 11 to the first heat exchange path 12, thereby exchanging heat with the second heat exchange path 51 of the first heat exchanger 50, and bringing the heat absorbed by the radiator 111 from the air to the heat pump module 20 for heating. In this way, the heat absorbed by the radiator 111 in the air can be used to heat the battery direct cooling plate 41, thereby reducing the energy consumption of the vehicle and improving the integration of the vehicle thermal management system 100.

[0060] Therefore, by connecting the radiator water circuit 11 with the electric assembly water circuit 13 and with the first heat exchange passage 12, not only can the radiator 111 dissipate heat for the electric assembly, but also the radiator 111 can exchange heat with the heat pump module 20 through the first heat exchanger 50, so that the heat pump module 20 can cool or heat the passenger compartment. There is no need to separately set up an air-cooled radiator for the heat pump module 20 in the front side (engine compartment) of the vehicle, which greatly improves the integration of the vehicle thermal management system 100, and can make full use of the waste heat of the electric assembly water circuit 13 and the heat in the air, reduce energy loss, and optimize the layout design and lightweight of the front side (engine compartment) of the vehicle.

[0061] Combination Figure 1-Figure 13 As shown, the heat pump module 20 includes a fourth switching pipeline 29, which is connected in parallel with the heat exchange pipeline, and the fourth switching pipeline 29 can be selectively connected or disconnected between the outlet of the heating pipeline 26 and the battery direct cooling plate 41. Specifically, when the heat pump module 20 is in the heating mode, the heat pump module 20 also has a heating mode 2. When the heat pump module 20 is in the heating mode 2, the refrigerant flows out of the compressor 21 and flows through the heating pipeline 26, liquefies and releases heat in the heating pipeline 26, heats the passenger compartment, and then flows to the fourth switching pipeline 29, and flows directly from the fourth switching pipeline 29 to the battery direct cooling plate 41, thereby absorbing the residual heat of the battery for evaporation, so that the energy consumption of the vehicle can be reduced while further improving the heating effect of the passenger compartment.

[0062] In addition, combined Figure 8 As shown, the heat pump module 20 also has a dehumidification mode. When the heat pump module 20 is in the dehumidification mode, when the refrigerant flows out from the compressor 21, it can first pass through the heating pipeline 26, and after being liquefied and releasing heat in the heating pipeline 26, it flows from the fourth switching pipeline 29 to the refrigeration pipeline 25, and is vaporized and absorbs heat in the refrigeration pipeline 25. In this process, the moisture in the air in the passenger compartment is first heated up and then rapidly cooled down, and is condensed and removed in the pipeline, thereby achieving the purpose of reducing the humidity in the passenger compartment, which can improve the comfort of the passenger compartment.

[0063] Furthermore, combined with Fig.13 As shown, in other embodiments of the present invention, the heat pump module 20 includes a fifth switching pipeline 33, the fifth switching pipeline 33 is connected in parallel with the heating pipeline 26, and the fifth switching pipeline 33 can be selectively connected or disconnected between the outlet of the compressor 21 and the inlet of the heat exchange pipeline. Specifically, the fifth switching pipeline 33 can be provided between the outlet of the compressor 21 and the inlet of the heat exchange pipeline, and the fifth switching pipeline 33 can be connected in parallel with the heating pipeline 26. When the heat pump module 20 is in the cooling mode, after the refrigerant flows out of the compressor 21, the refrigerant can flow directly to the first heat exchanger 50 of the heat exchange pipeline through the fifth switching pipeline 33, so that the flow of the refrigerant can be smoother, and the working efficiency of the vehicle thermal management system 100 can be further improved.

[0064] Furthermore, a twelfth two-way valve 331 is provided on the fifth switching pipeline 33, and the twelfth two-way valve 331 can control the on-off of the fifth switching pipeline 33, so that the refrigerant can selectively flow from the fifth switching pipeline 33 to the heat exchange pipeline, which can enhance the flexibility of the vehicle thermal management system 100.

[0065] Furthermore, combined with Figure 1-Figure 13As shown, the first switching pipeline 30 is provided with a first two-way valve 301 , the second switching pipeline 32 is provided with a second two-way valve 321 , the third switching pipeline 31 is provided with a third two-way valve 311 , and the fourth switching pipeline 29 is provided with a fourth two-way valve 291 . Specifically, by respectively arranging the first two-way valve 301, the second two-way valve 321, the third two-way valve 311 and the fourth two-way valve 291 on the first switching pipeline 30, the second switching pipeline 32, the third switching pipeline 31 and the fourth switching pipeline 29, the first two-way valve 301, the second two-way valve 321, the third two-way valve 311 and the fourth two-way valve 291 can be controlled to be turned on or off to control the first switching pipeline 30, the second switching pipeline 32, the third switching pipeline 31 and the fourth switching pipeline 29, so as to control whether the refrigerant in the heat pump module 20 can flow on the first switching pipeline 30, the second switching pipeline 32, the third switching pipeline 31 and the fourth switching pipeline 29, thereby realizing the switching of the heat pump module 20 between the cooling mode, the two heating modes, the battery direct heating mode and the dehumidification mode, which can make the mode switching of the heat pump module 20 convenient and fast, and can improve the integration of the vehicle thermal management system 100.

[0066] Combination Figure 1-Figure 13 As shown, the heating pipeline 26 includes: a front heating branch 261 and a rear heating branch 262 which are arranged in parallel, and the cabin condenser module 22 includes: a front interior condenser 221 and a rear interior condenser 222, wherein the front interior condenser 221 is arranged in the front heating branch 261, and the rear interior condenser 222 is arranged in the rear heating branch 262. Specifically, by arranging the front interior condenser 221 and the rear interior condenser 222 in the front heating branch 261 and the rear heating branch 262 respectively, since the front interior condenser 221 and the rear interior condenser 222 can heat the front seats and the rear seats of the vehicle passenger compartment respectively, the refrigerant can be selectively passed through the front interior condenser 221 and the rear interior condenser 222 according to the needs of the passengers in the vehicle passenger compartment, thereby further improving the flexibility of the vehicle thermal management system 100.

[0067] Combination Figure 1-Figure 13As shown, at least one of the front heating branch 261 and the rear heating branch 262 can be selectively connected in series between the compressor 21 and the heat exchange pipeline. Specifically, at least one of the front heating branch 261 and the rear heating branch 262 is provided with a fifth two-way valve 2221, and the fifth two-way valve 2221 can control the conduction and disconnection of the front heating branch 261 and / or the rear heating branch 262. It should be noted that since the front heating branch 261 and the rear heating branch 262 are arranged in parallel, the conduction or disconnection of the fifth two-way valve 2221 and the opening or closing of the front inner condenser 221 and the rear inner condenser 222 can control the heating degree of the heat pump module 20, and the conduction or disconnection of the fifth two-way valve 2221 and the opening or closing of the front inner condenser 221 and the rear inner condenser 222 can be selectively controlled according to the vehicle's demand for heat, thereby improving the controllability of the vehicle thermal management system 100 and reducing the energy consumption of the vehicle.

[0068] Combination Figure 1-Figure 13 As shown, the refrigeration pipeline 25 includes: a front refrigeration branch 251 and a rear refrigeration branch 252 arranged in parallel, and the cabin evaporator module 23 includes: a front interior evaporator 231 and a rear interior evaporator 232, the front interior evaporator 231 is arranged on the front refrigeration branch 251, and the rear interior evaporator 232 is arranged on the rear refrigeration branch 252. Specifically, the front interior evaporator 231 and the rear interior evaporator 232 are respectively arranged on the front refrigeration branch 251 and the rear refrigeration branch 252 arranged in parallel. Since the front interior evaporator 231 and the rear interior evaporator 232 can cool the front seats and the rear seats of the vehicle passenger compartment respectively, the refrigerant can be selectively passed through the front interior evaporator 231 and the rear interior evaporator 232 according to the needs of the passengers in the vehicle passenger compartment, thereby further improving the flexibility of the vehicle thermal management system 100.

[0069] Combination Figure 1-Figure 13 As shown, the refrigeration pipeline 25 also includes: a refrigeration main flow path 253, which is respectively connected to the front refrigeration branch 251 and the rear refrigeration branch 252, and can be selectively connected to the heat exchange pipeline. Specifically, a sixth two-way valve 2531 is provided on the refrigeration main flow path 253, and the sixth two-way valve 2531 can be selectively turned on or off according to the demand for cooling of the vehicle thermal management system 100, which can not only improve the controllability of the vehicle thermal management system 100, but also further reduce the energy consumption of the vehicle. In some other embodiments of the present invention, there can also be two sixth two-way valves 2531, and the two sixth two-way valves 2531 are respectively provided in the front refrigeration branch 251 and the rear refrigeration branch 252, and correspond one-to-one to the front inner evaporator 231 and the rear inner evaporator 232.

[0070] Combination Figure 1-Figure 13As shown, the second heat exchange passage 51 includes: a seventh two-way valve 511, a first expansion valve 512 and an eighth two-way valve 513. The seventh two-way valve 511 and the first expansion valve 512 are connected to one end of the second heat exchange passage 51, the eighth two-way valve 513 is connected to the other end of the second heat exchange passage 51, and allows the refrigerant to flow from the second heat exchange passage 51 to the refrigeration pipeline 25, one end of the first switching pipeline 30 is connected to the inlet of the eighth two-way valve 513, and one end of the fourth switching pipeline 29 is connected to the outlet of the eighth two-way valve 513. Specifically, the seventh two-way valve 511 can control the conduction or disconnection of the second heat exchange passage 51 as a whole, that is, when the seventh two-way valve 511 is turned on, the refrigerant can smoothly enter the second heat exchange passage 51; when the seventh two-way valve 511 is disconnected, the refrigerant cannot enter the second heat exchange passage 51 but can selectively enter the fourth switching pipeline 29; the first expansion valve 512 can play a stable and reliable throttling role, and after throttling, the refrigerant becomes a low-temperature and low-pressure mist refrigerant, creating conditions for subsequent evaporation phase change heat absorption.

[0071] Combination Figure 1-Figure 13 As shown, the vehicle thermal management system 100 may further include: an engine water circuit 60 and a control valve group 70, wherein the engine water circuit 60 is provided with an engine 61, and the control valve group 70 is switchable between a first state, a second state, a third state and a fourth state, and is respectively connected to the radiator water circuit 11, the first heat exchange passage 12, the electric assembly water circuit 13 and the engine water circuit 60. Specifically, by switching the control valve group 70 between the first state, the second state, the third state and the fourth state, the connection relationship between the radiator water circuit 11, the heat exchange pipeline, the electric assembly water circuit 13 and the engine water circuit 60 can be selectively switched according to the needs of the vehicle thermal management system 100, so that the reliability and controllability of the vehicle thermal management system 100 can be further improved.

[0072] Combination Figure 2 and Figure 4As shown, when the control valve group 70 is in the first state, the radiator water path 11 and the first heat exchange path 12 are connected in series. At this time, the coolant can enter one end of the first heat exchange path 12 through the first heat exchanger 50, and flow from one end of the first heat exchange path 12 to the radiator water path 11, and then enter the other end of the first heat exchange path 12 through the control valve group 70, and enter the first heat exchanger 50 from the other end of the first heat exchange path 12. In this way, the coolant can enter the radiator water path 11 from the first heat exchange path 12 of the first heat exchanger 50, and then flow from the radiator water path 11 to the first heat exchange path 12, thereby exchanging heat with the second heat exchange path 51 of the first heat exchanger 50, so as to bring the heat of the heat pump module 20 to the radiator 111 for cooling treatment or bring the heat absorbed by the radiator 111 from the air to the heat pump module 20 for heating. In this way, the radiator 111 can be fully utilized, and the layout design and lightweight of the front cabin (engine compartment) of the vehicle can be optimized.

[0073] Combination Figure 6 As shown, when the control valve group 70 is in the second state, the radiator water circuit 11, the engine water circuit 60 and the first heat exchange circuit 12 are connected in series. At this time, the coolant can enter one end of the first heat exchange circuit 12 through the first heat exchanger 50, and flow from one end of the first heat exchange circuit 12 to the radiator water circuit 11, and then enter one end of the engine water circuit 60 through the control valve group 70, and then flow through the engine water circuit 60, and enter from the other end of the engine water circuit 60 to the other end of the first heat exchange circuit 12, and flow back to the first heat exchanger 50 from the other end of the first heat exchange circuit 12. In this way, the coolant can utilize the waste heat of the engine 61 to transfer the waste heat of the engine 61 to the heat pump module 20 for heating, which can ensure that the passenger compartment has sufficient heat while improving the utilization rate of energy.

[0074] Combination Fig.10 As shown, when the control valve group 70 is in the third state, the radiator water path 11 and the electric assembly water path 13 are connected in series. Under some working conditions, when the coolant circulates between the radiator water path 11 and the electric assembly water path 13, the radiator 111 can be controlled to dissipate heat for the electric assembly alone, ensuring the normal and stable operation of the electric assembly.

[0075] Combination Fig. 9 As shown in FIG. 1 , when the control valve group 70 is in the fourth state, the radiator water circuit 11, the engine water circuit 60 and the electric assembly water circuit 13 are connected in series. Specifically, when the coolant circulates among the radiator water circuit 11, the engine water circuit 60 and the electric assembly water circuit 13, and after the coolant enters the radiator water circuit 11, it will not be subjected to the heat dissipation treatment of the radiator 111, so that the coolant can transfer the waste heat of the engine 61 to the electric assembly.

[0076] Combination Figure 1-Figure 13As shown, the control valve group 70 is switchable among a first state, a second state, a third state, a fourth state, a fifth state, and a sixth state.

[0077] Specifically, combined Figure 5 As shown, when the control valve group 70 is in the fifth state, the radiator water path 11, the first heat exchange path 12 and the electric assembly water path 13 are connected in series. Specifically, the coolant can enter one end of the first heat exchange path 12 through the first heat exchanger 50, and flow from one end of the first heat exchange path 12 to the electric assembly water path 13, and enter the radiator water path 11 through the electric assembly water path 13, and then pass through the other end of the first heat exchange path 12 of the control valve group 70 from the radiator water path 11, and finally re-enter the first heat exchanger 50 through the first heat exchange path 12, so that the waste heat of the electric assembly water path 13 can be fully utilized to heat the passenger compartment, so that the energy consumption of the heat pump module 20 when it is in the heating mode can be reduced.

[0078] Combination Fig.11 As shown, when the control valve group 70 is in the sixth state, the radiator water path 11, the engine water path 60, the first heat exchange path 12 and the electric assembly water path 13 are connected in series. Specifically, the coolant can enter one end of the first heat exchange path 12 through the first heat exchanger 50, and flow from one end of the first heat exchange path 12 to the electric assembly water path 13, and enter the radiator water path 11 through the electric assembly water path 13, and then enter one end 60 of the engine water path from the radiator water path 11 through the control valve group 70, and after flowing through the engine water path 60, enter the other end of the first heat exchange path 12 through the other end of the engine water path 60, and finally re-enter the first heat exchanger 50 through the first heat exchange path 12, so that the waste heat of the engine 61 and the waste heat of the electric assembly water path 13 can be fully utilized to heat the passenger compartment, so that the energy consumption of the heat pump module 20 when it is in the heating mode can be further reduced.

[0079] Combination Figure 1-Figure 13 As shown, the control valve group 70 is switchable among a first state, a second state, a third state, a fourth state, a seventh state, and an eighth state.

[0080] Combination Figure 3As shown, when the control valve group 70 is in the seventh state, the electric assembly water circuit 13 is connected in parallel with the first heat exchange passage 12 and then connected in series with the radiator water circuit 11. Specifically, the electric assembly water circuit 13 and the first heat exchange passage 12 are connected in parallel, and the coolant flows from the first heat exchange passage 12 to the radiator water circuit 11, and at the same time, the coolant flows from the electric assembly water circuit 13 to the radiator water circuit 11, so that the electric assembly and the heat pump module 20 can be cooled at the same time, or the coolant absorbs the waste heat of the electric assembly water circuit 13 to heat the heat pump module 20, which can further reduce the energy consumption of the vehicle thermal management system 100. It should be noted that when the electric assembly water circuit 13 is connected in series with the first heat exchange passage 12, the waste heat absorption of the electric assembly water circuit 13 has a higher efficiency, and when the electric assembly water circuit 13 and the first heat exchange passage 12 are connected in parallel, it is convenient to control the two parallel branches separately, and has a higher control accuracy.

[0081] Combination Fig.12 As shown, when the control valve group 70 is in the eighth state, the electric assembly water circuit 13 is connected in parallel with the first heat exchange passage 12 and then connected in series with the radiator water circuit 11 and the engine water circuit 60. Specifically, the electric assembly water circuit 13 and the first heat exchange passage 12 are connected in parallel, and the coolant flows from the first heat exchange passage 12 to the radiator water circuit 11, and at the same time, the coolant flows from the electric assembly water circuit 13 to the radiator water circuit 11, so that the coolant can absorb the waste heat of the engine 61 and heat the electric assembly water circuit 13 and the heat pump module 20, which can further reduce the energy consumption of the vehicle thermal management system 100. It should be noted that when the electric assembly water circuit 13 is connected in series with the first heat exchange passage 12, it has a higher efficiency in absorbing the waste heat of the engine 61, and when the electric assembly water circuit 13 and the first heat exchange passage 12 are connected in parallel, it is convenient to control the two parallel branches separately, and has a higher control accuracy.

[0082] Combination Figure 1-Figure 13 As shown, the control valve group 70 includes: a four-way valve 71, a three-way valve 72 and a ninth two-way valve 73, wherein the four-way valve 71 has a first valve port 711, a second valve port 712, a third valve port 713 and a fourth valve port 714, the first valve port 711 is connected to one end of the radiator waterway 11, the second valve port 712 is connected to one end of the engine waterway 60, and the third valve port 713 is connected to the other end of the engine waterway 60. Specifically, by selectively connecting the first valve port 711 with the second valve port 712 or the fourth valve port 714, and selectively connecting the second valve port 712 with the first valve port 711 or the third valve port 713, the radiator waterway 11 can be selectively connected to the engine waterway 60 according to the specific working conditions of the vehicle, so that the energy consumption of the vehicle thermal management system 100 can be reduced by utilizing the waste heat of the engine 61.

[0083] Furthermore, combined with Figure 1-Figure 13As shown, the three-way valve 72 has a sixth valve port 721, a fifth valve port 722 and a seventh valve port 723. The fifth valve port 722 and one end of the first heat exchange passage 12 are connected to each other with the fourth valve port 714, and the seventh valve port 723 is connected to one end of the electric assembly water path 13. Specifically, the connection relationship between the sixth valve port 721, the fifth valve port 722 and the seventh valve port 723 can be selectively set according to different working conditions of the vehicle, and the connection and disconnection of the electric assembly water path 13 can be controlled, and the electric assembly water path 13 and the first heat exchange passage 12 can be controlled to switch between the series state and the parallel state, so that the controllability of the first heat exchange passage 12 and the electric assembly water path 13 can be further improved, and the flexibility and reliability of the mode switching of the vehicle thermal management system 100 can also be improved to meet the needs of the vehicle thermal management system 100 under different working conditions.

[0084] Further, the ninth two-way valve 73 has an eighth valve port 731 and a ninth valve port 732, the eighth valve port 731 and the other end of the first heat exchange path 12 are connected to each other with the sixth valve port 721, and the ninth valve port 732 and the other end of the electric assembly water path 13 are connected to each other with the other end of the radiator water path 11. Specifically, the first heat exchange path 12 and the radiator water path 11 can be selectively connected or disconnected by controlling the connection or disconnection of the eighth valve port 731 and the ninth valve port 732 on the ninth two-way valve 73, which can further improve the controllability of the first heat exchange path 12, and can also improve the flexibility and reliability of the mode switching of the vehicle thermal management system 100, so as to meet the needs of the vehicle thermal management system 100 under different working conditions.

[0085] Among them, combined Figure 1 and Figure 4 As shown, when the control valve group 70 is in the first state, the first valve port 711 is connected to the fourth valve port 714, and the eighth valve port 731 is connected to the ninth valve port 732. At this time, the radiator water path 11 and the first heat exchange path 12 are connected in series, and the coolant can enter the radiator water path 11 from the first heat exchange path 12 of the first heat exchanger 50, and then flow from the radiator water path 11 to the first heat exchange path 12, thereby exchanging heat with the second heat exchange path 51 of the first heat exchanger 50, so as to bring the heat of the heat pump module 20 to the radiator 111 for cooling or bring the heat absorbed by the radiator 111 from the air to the heat pump module 20 for heating.

[0086] Combination Figure 6As shown, when the control valve group 70 is in the second state, the first valve port 711 is connected to the second valve port 712, the third valve port 713 is connected to the fourth valve port 714, and the eighth valve port 731 is connected to the ninth valve port 732. At this time, the radiator water circuit 11, the engine water circuit 60 and the first heat exchange circuit 12 are connected in series. The coolant can enter the radiator water circuit 11 from the first heat exchange circuit 12 of the first heat exchanger 50, and then flow from the radiator water circuit 11 to the engine water circuit 60, and flow back to the engine 61 from the engine water circuit 60 through the first heat exchange circuit 12. In this way, the coolant can utilize the waste heat of the engine 61 to transfer the waste heat of the engine 61 to the heat pump module 20 for heating. This can ensure that the passenger compartment has sufficient heat while improving energy utilization.

[0087] Combination Fig.10 As shown, when the control valve group 70 is in the third state, the first valve port 711 is connected to the fourth valve port 714, and the fifth valve port 722 is connected to the seventh valve port 723. Specifically, at this time, the radiator water path 11 and the electric assembly water path 13 are connected in series, the coolant circulates between the heat dissipation water path and the electric assembly water path 13, and the radiator 111 dissipates heat for the electric assembly water path 13 separately, so that the stable operation of the electric assembly water path 13 can be ensured.

[0088] Combination Fig. 9 As shown, when the control valve group 70 is in the fourth state, the first valve port 711 is connected to the second valve port 712, the third valve port 713 is connected to the fourth valve port 714, and the fifth valve port 722 is connected to the seventh valve port 723. At this time, the radiator water circuit 11, the engine water circuit 60 and the electric assembly water circuit 13 are connected in series, and the coolant circulates among the radiator water circuit 11, the engine water circuit 60 and the electric assembly water circuit 13, and the waste heat of the engine 61 can be used to heat the electric assembly water circuit 13.

[0089] Combination Figure 5 As shown, when the control valve group 70 is in the fifth state, the first valve port 711 is connected to the fourth valve port 714, and the sixth valve port 721 is connected to the seventh valve port 723. At this time, the radiator water circuit 11, the first heat exchange passage 12 and the electric assembly water circuit 13 are connected in series, and the coolant can enter one end of the first heat exchange passage 12 through the first heat exchanger 50, and flow from one end of the first heat exchange passage 12 to the electric assembly water circuit 13, and enter the radiator water circuit 11 through the electric assembly water circuit 13, and then pass through the other end of the first heat exchange passage 12 of the control valve group 70 from the radiator water circuit 11, and finally re-enter the first heat exchanger 50 through the first heat exchange passage 12, so that the waste heat of the electric assembly water circuit 13 can be fully utilized to heat the passenger compartment, which can reduce the energy consumption of the heat pump module 20 when it is in the heating mode.

[0090] Combination Fig.11As shown, when the control valve group 70 is in the sixth state, the first valve port 711 is connected with the second valve port 712, the third valve port 713 is connected with the fourth valve port 714, and the sixth valve port 721 is connected with the seventh valve port 723. At this time, the radiator water path 11, the engine water path 60, the first heat exchange path 12 and the electric assembly water path 13 are connected in series. The coolant can enter one end of the first heat exchange path 12 through the first heat exchanger 50, and flow from one end of the first heat exchange path 12 to the electric assembly water path 13, and enter the radiator water path 11 through the electric assembly water path 13, and then from the radiator water path 11 The heat of the heat pump module 20 is heated by the heat exchanger 50, and then enters the first heat exchange passage 12 through the other end of the engine water passage 60, and finally enters the first heat exchanger 50 through the first heat exchange passage 12. In this way, the residual heat of the engine 61 and the residual heat of the electric assembly water passage 13 can be fully utilized to heat the passenger compartment, which can further reduce the energy consumption of the heat pump module 20 in the heating mode.

[0091] Combination Figure 3 As shown, when the control valve group 70 is in the seventh state, the first valve port 711 is connected to the fourth valve port 714, the fifth valve port 722 is connected to the seventh valve port 723, and the eighth valve port 731 is connected to the ninth valve port 732. At this time, the electric assembly water path 13 is connected in parallel with the first heat exchange path 12 and then connected in series with the radiator water path 11. The coolant flows from the first heat exchange path 12 to the radiator water path 11, and at the same time, the coolant flows from the electric assembly water path 13 to the radiator water path 11. In this way, the electric assembly water path 13 and the heat pump module 20 can be cooled at the same time, or the coolant can absorb the waste heat of the electric assembly water path 13 to heat the heat pump module 20, thereby further reducing the energy consumption of the heat pump module 20 in the heating mode.

[0092] Combination Fig.12 As shown, when the control valve group 70 is in the eighth state, the first valve port 711 is connected with the second valve port 712, the third valve port 713 is connected with the fourth valve port 714, the fifth valve port 722 is connected with the seventh valve port 723, and the eighth valve port 731 is connected with the ninth valve port 732. At this time, the electric assembly water circuit 13 is connected in parallel with the first heat exchange circuit 12 and then connected in series with the radiator water circuit 11 and the engine water circuit 60. The coolant flows from the first heat exchange circuit 12 to the radiator water circuit 11, and at the same time, the coolant flows from the electric assembly water circuit 13 to the radiator water circuit 11. In this way, the coolant can absorb the waste heat of the engine 61 and heat the electric assembly water circuit 13 and the heat pump module 20, which can further reduce the energy consumption of the vehicle thermal management system 100.

[0093] Combination Figure 1-Figure 13As shown, the electric assembly water circuit 13 includes: a second heat exchanger 131, a motor 132 and a motor controller 133. The second heat exchanger 131 is connected in parallel with the motor 132 and the motor controller 133 as a whole. When the coolant flows through the second heat exchanger 131 and the motor controller 133, it can absorb the waste heat of the motor 132 and the motor controller 133 or heat the motor 132 and the motor controller 133, thereby meeting the needs of the vehicle thermal management system 100 under different working conditions and reducing the energy consumption of the vehicle thermal management system 100.

[0094] Combination Figure 1-Figure 13 As shown, the radiator water circuit 11 includes: a radiator branch 1111 and a direct branch 1112. The radiator 111 is arranged on the radiator branch 1111. The radiator branch 1111 and the direct branch 1112 are connected in parallel, and the radiator branch 1111 and the direct branch 1112 can be selectively connected or closed. Specifically, the radiator 111 is arranged on the radiator branch 1111, and the tenth two-way valve 113 is arranged on the direct branch 1112. The tenth two-way valve 113 can be selectively controlled to be connected or disconnected according to the working conditions of the vehicle in different situations, so as to control the connection or closing of the radiator branch 1111 and the direct branch 1112, thereby meeting the different heat requirements of the vehicle under different working conditions, for example, when the coolant flowing out of the electric assembly water circuit 13 or the first heat exchange circuit 12 needs to be connected, the heat exchanger 10 can be connected to the electric assembly water circuit 13 or the first heat exchange circuit 12. In order to dissipate heat, when it is necessary to absorb heat from the air to heat the coolant flowing into the first heat exchange passage 12, the radiator branch 1111 is controlled to be connected and the direct branch 1112 is controlled to be disconnected. When it is necessary to use the waste heat of the electric assembly or the waste heat of the engine 61 to heat the coolant flowing into the first heat exchange passage 12, or when it is necessary to use the waste heat of the engine 61 to heat the coolant flowing into the electric assembly water circuit 13, the radiator branch 1111 is controlled to be disconnected and the direct branch 1112 is controlled to be connected.

[0095] Combination Figure 1-Figure 13 As shown, the engine water circuit 60 further includes: a heater core 62, which is connected in series with the engine 61. Specifically, when the heater core 62 is started, the heat of the coolant flowing out of the engine 61 can be sent into the passenger compartment to assist the heat pump module 20 in heating the passenger compartment, thereby reducing the energy consumption of the vehicle thermal management system 100.

[0096] Combination Fig.10As shown, a heater 80 is connected between the radiator water circuit 11 and the electric assembly water circuit 13, a pump pipeline is provided between the radiator water circuit 11 and the electric assembly water circuit 13, a pump 112 is provided on the pump pipeline, and the pump pipeline is connected to the heater 80. In this way, when the heat in the vehicle thermal management system 100 is insufficient, the heater 80 can assist in providing heat, which can further improve the reliability of the radiator water circuit 11. It should be noted that the heater 80 can be a PTC heater or an engine exhaust heat exchanger.

[0097] Combination Figure 1-Figure 13 As shown, the heat pump module 20 further includes: a second expansion valve 42 and an eleventh two-way valve 43, and the second expansion valve 42 is connected in series with the battery direct cooling plate 41. Specifically, the second expansion valve 42 will have a certain throttling effect, and the refrigerant will become a low-temperature and low-pressure mist refrigerant after throttling, creating conditions for the subsequent evaporation phase change heat absorption on the battery direct cooling plate 41.

[0098] In summary, when the vehicle thermal management system 100 is in the cooling mode, the vehicle thermal management system 100 has mode one and mode two.

[0099] Combination Figure 2 As shown, when the vehicle thermal management system 100 is in mode 1, the heat pump module 20 can be in not only the cooling mode but also the battery direct cooling mode selectively. At this time, the control valve group 70 is in the first state, and the radiator branch 1111 is connected and the direct branch 1112 is disconnected, that is, the radiator branch 1111 and the first heat exchange path 12 are connected in series, and the coolant can enter one end of the first heat exchange path 12 through the first heat exchanger 50, and flow from one end of the first heat exchange path 12 to the radiator branch 1111, and then pass through The control valve group 70 enters the other end of the first heat exchange passage 12, and enters the first heat exchanger 50 from the other end of the first heat exchange passage 12. With this arrangement, the coolant can enter the radiator branch 1111 from the first heat exchanger 50, and then flow from the radiator branch 1111 to the first heat exchange passage 12, thereby exchanging heat with the second heat exchange passage 51 of the first heat exchanger 50, thereby bringing the heat of the heat pump module 20 to the radiator 111 for cooling treatment. In this way, the radiator 111 can be fully utilized, and there is no need to set an air-cooled radiator in the front cabin (engine compartment) of the vehicle, thereby optimizing the layout design and lightweight of the front cabin (engine compartment) of the vehicle.

[0100] Combination Figure 2As shown, when the vehicle thermal management system 100 is in mode two, the heat pump module 20 can be in not only cooling mode but also selectively in battery direct cooling mode. At this time, the control valve group 70 is in the seventh state, and the radiator branch 1111 is connected and the direct branch 1112 is disconnected, that is, the electric assembly water circuit 13 is connected in parallel with the first heat exchange passage 12 and then connected in series with the radiator branch 1111. The coolant flows from the first heat exchange passage 12 to the radiator branch 1111, and at the same time, the coolant flows from the electric assembly water circuit 13 to the radiator branch 1111. In this way, the radiator 111 can dissipate heat for the electric assembly and the heat pump module 20 at the same time, thereby making full use of the radiator 111, and there is no need to set an air-cooled radiator in the front cabin (engine compartment) of the vehicle, thereby optimizing the layout design and lightweight of the front cabin (engine compartment) of the vehicle.

[0101] When the vehicle thermal management system 100 is in the heating mode, the vehicle thermal management system 100 has a mode three, a mode four, a mode five, and a mode six.

[0102] Combination Figure 4 As shown, when the vehicle thermal management system 100 is in mode three, the heat pump module 20 is in heating mode 1, and can also be selectively in battery direct heating mode. At this time, the control valve group 70 is in the first state, and the radiator branch 1111 is connected and the direct branch 1112 is disconnected, that is, the radiator branch 1111 and the first heat exchange path 12 are connected in series, and the coolant can enter one end of the first heat exchange path 12 through the first heat exchanger 50, and flow from one end of the first heat exchange path 12 to the radiator branch 1111, and then pass through the control valve group 70 enters the other end of the first heat exchange passage 12, and enters the first heat exchanger 50 from the other end of the first heat exchange passage 12. With this arrangement, the coolant can enter the radiator branch 1111 from the first heat exchanger 50, and then flow from the radiator branch 1111 to the first heat exchange passage 12, thereby exchanging heat with the second heat exchange passage 51 of the first heat exchanger 50, so as to bring the heat absorbed by the radiator 111 from the air to the heat pump module 20 for heating. In this way, the radiator 111 can be fully utilized, and there is no need to set an air-cooled radiator in the front cabin (engine compartment) of the vehicle, thereby optimizing the layout design and lightweight of the front cabin (engine compartment) of the vehicle.

[0103] Combination Figure 5As shown, when the vehicle thermal management system 100 is in mode four, the heat pump module 20 is in heating mode one, and can also be selectively in battery direct heating mode. At this time, the control valve group 70 is in the fifth state, and the radiator branch 1111 is disconnected and the direct branch 1112 is connected, that is, the direct branch 1112, the first heat exchange passage 12 and the electric assembly water passage 13 are connected in series, and the coolant can enter one end of the first heat exchange passage 12 through the first heat exchanger 50, and flow from one end of the first heat exchange passage 12 to the electric assembly water passage 13, and enter the direct branch 1112 through the electric assembly water passage 13, and then pass through the other end of the first heat exchange passage 12 of the control valve group 70 from the direct branch 1112, and finally re-enter the first heat exchanger 50 through the first heat exchange passage 12, so that the waste heat of the electric assembly water passage 13 can be fully utilized to heat the coolant in the first heat exchange passage 12, so as to reduce the energy consumption of the heat pump module 20 when it is in heating mode.

[0104] Combination Figure 6 As shown, when the vehicle thermal management system 100 is in mode five, the heat pump module 20 is in heating mode one, and can also be selectively in battery direct heating mode. At this time, the control valve group 70 is in the second state, and the radiator branch 1111 is disconnected and the direct branch 1112 is connected, that is, the direct branch 1112, the engine water path 60 and the first heat exchange path 12 are connected in series. The coolant can enter one end of the first heat exchange path 12 through the first heat exchanger 50, and flow from one end of the first heat exchange path 12 to the direct branch 1112, and then enter one end of the engine water path 60 through the control valve group 70, and then flow through the engine water path 60, and enter from the other end of the engine water path 60 to the other end of the first heat exchange path 12, and flow back to the first heat exchanger 50 from the other end of the first heat exchange path 12. In this way, the coolant can use the waste heat of the engine 61 to transfer the waste heat of the engine 61 to the heat pump module 20 for heating, so as to ensure that the heat of the passenger compartment is sufficient while improving the utilization rate of energy.

[0105] Combination Figure 7 As shown, when the vehicle thermal management system 100 is in mode six, the heat pump module 20 is in heating mode two, and the control valve group 70 can be in any state. At this time, the refrigerant does not flow through the first heat exchanger 50. Therefore, the state of the control valve group 70 will not affect the heat pump module 20.

[0106] Combination Figure 8 As shown, when the vehicle thermal management system 100 is in mode seven, the heat pump module 20 is in dehumidification mode, and the control valve group 70 can be in any state. At this time, the refrigerant does not flow through the first heat exchanger 50. Therefore, the state of the control valve group 70 will not affect the heat pump module 20.

[0107] Furthermore, when the vehicle thermal management system 100 is in the electric powertrain heating mode, the vehicle thermal management system 100 also has Mode 8 and Mode 9.

[0108] Combination Fig. 9 As shown, when the vehicle thermal management system 100 is in mode eight, the control valve group 70 is in the fourth state, and the radiator branch 1111 is disconnected and the direct branch 1112 is connected, that is, the direct branch 1112, the engine water path 60 and the electric assembly water path 13 are connected in series. When the coolant circulates between the direct branch 1112, the engine water path 60 and the electric assembly water path 13, and after the coolant enters the direct branch 1112, it will not be subjected to the heat dissipation treatment of the radiator 111, so that the coolant can transfer the residual heat of the engine 61 to the electric assembly, so that the residual heat of the engine 61 can be fully utilized to heat the electric assembly. At this time, the heat pump module 20 can be in any working mode. Since the coolant circulates between the radiator water path 11, the engine water path 60 and the electric assembly water path 13, and does not exchange heat with the second heat exchange path 51 of the first heat exchanger 50, the working mode of the heat pump module 20 will not affect the state of the control valve group 70.

[0109] Combination Fig.10 As shown, when the vehicle thermal management system 100 is in mode nine, the control valve group 70 is in the third state, and at the same time, the radiator branch 1111 is disconnected and the direct branch 1112 is connected, that is, the direct branch 1112 and the electric assembly water path 13 are connected in series, and at the same time, the heater 80 connected between the electric assembly water path 13 and the radiator water path 11 is started, so that the coolant is heated by the heater 80 and the electric assembly is heated. At this time, the heat pump module 20 can be in any working mode. Since the coolant circulates between the radiator water path and the electric assembly water path 13 and does not exchange heat with the second heat exchange path 51 of the first heat exchanger 50, the working mode of the heat pump module 20 will not affect the state of the control valve group 70.

[0110] Furthermore, the vehicle thermal management system 100 is also provided with a plurality of temperature and pressure sensors, which can be connected in series with the battery direct cooling plate 41, or with the one-way valve, or with the compressor 21. The temperature and pressure sensors can detect the temperature and pressure of the refrigerant, and enable the vehicle thermal management system 100 to selectively select a mode according to the temperature and pressure of the refrigerant, thereby further improving the reliability of the vehicle thermal management system 100.

[0111] Furthermore, a vehicle according to an embodiment of the present invention includes: the above-mentioned vehicle thermal management system 100, which is applied to the vehicle. By connecting the radiator water path 11 with the electric assembly water path 13 and with the first heat exchange path 12, not only can the radiator 111 dissipate heat for the electric assembly, but also the radiator 111 can exchange heat with the heat pump module 20 through the first heat exchanger 50, so that the heat pump module 20 can cool or heat the passenger compartment, and there is no need to separately set up an air-cooled radiator for the heat pump module 20 in the front side (engine compartment) of the vehicle, which greatly improves the integration of the vehicle thermal management system 100, and can make full use of the waste heat of the electric assembly and the heat in the air, reduce energy loss, and optimize the layout design and lightweight of the front side (engine compartment) of the vehicle.

[0112] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0113] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0114] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A vehicle thermal management system, characterized in that: include: a first heat exchanger having a first heat exchange passage and a second heat exchange passage; An electric assembly module, the electric assembly module comprising an electric assembly water circuit and a radiator water circuit, the electric assembly water circuit is provided with an electric assembly, the radiator water circuit is provided with a radiator, the radiator water circuit is connected to the electric assembly water circuit, and the radiator water circuit is connected to the first heat exchange passage; A heat pump module, the heat pump module comprising a compressor, a gas-liquid separator, a refrigeration pipeline, a heating pipeline, a heat exchange pipeline, a first switching pipeline, a second switching pipeline, a battery direct cooling plate and a third switching pipeline, the heating pipeline is provided with an in-cabin condenser module, the refrigeration pipeline is provided with an in-cabin evaporator module, and the second heat exchange passage is provided in the heat exchange pipeline; The compressor, the heating pipeline, the heat exchange pipeline, the refrigeration pipeline, and the gas-liquid separator are connected in sequence, the first switching pipeline, the battery direct cooling plate, and the refrigeration pipeline are connected in parallel, and the first switching pipeline, the battery direct cooling plate, and the refrigeration pipeline can be selectively connected in series between the heat exchange pipeline and the gas-liquid separator; The second switching pipeline can be selectively connected or disconnected between the outlet of the compressor and the inlet of the battery direct cooling plate, and the third switching pipeline can be selectively connected or disconnected between the outlet of the battery direct cooling plate and the inlet of the heat exchange pipeline; The vehicle thermal management system further includes: an engine water circuit, wherein an engine is disposed on the engine water circuit; a control valve group, the control valve group being switchable between a first state, a second state, a third state and a fourth state and being respectively connected to the radiator water circuit, the first heat exchange passage, the electric assembly water circuit and the engine water circuit; Wherein, when the control valve group is in the first state, the radiator water path and the first heat exchange path are connected in series; When the control valve group is in the second state, the radiator water path, the engine water path and the first heat exchange path are connected in series; When the control valve group is in the third state, the radiator water circuit and the electric assembly water circuit are connected in series; When the control valve group is in the fourth state, the radiator water circuit, the engine water circuit and the electric assembly water circuit are connected in series.

2. The thermal management system according to claim 1, characterized in that: The heat pump module includes a fourth switching pipeline, which is connected in parallel with the heat exchange pipeline, and the fourth switching pipeline can be selectively connected or disconnected between the outlet of the heating pipeline and the battery direct cooling plate.

3. The thermal management system according to claim 1, characterized in that: The heat pump module includes a fifth switching pipeline, which is connected in parallel with the heating pipeline, and the fifth switching pipeline can be selectively connected or disconnected between the outlet of the compressor and the inlet of the heat exchange pipeline.

4. The thermal management system according to claim 1, characterized in that: The heating pipeline includes: a front heating branch and a rear heating branch arranged in parallel, and the cabin condenser module includes: a front inner condenser and a rear inner condenser, the front inner condenser is arranged in the front heating branch, and the rear inner condenser is arranged in the rear heating branch.

5. The thermal management system according to claim 4, characterized in that: At least one of the front heating branch and the rear heating branch can be selectively connected in series or disconnected between the compressor and the heat exchange pipeline.

6. The thermal management system according to claim 1, characterized in that: The refrigeration pipeline includes: a front refrigeration branch and a rear refrigeration branch arranged in parallel, and the cabin evaporator module includes: a front inner evaporator and a rear inner evaporator, the front inner evaporator is arranged in the front refrigeration branch, and the rear inner evaporator is arranged in the rear refrigeration branch.

7. The thermal management system according to claim 6, characterized in that: The refrigeration pipeline also includes: a refrigeration main flow path, which is respectively connected to the front refrigeration branch and the rear refrigeration branch and can be selectively connected to or disconnected from the heat exchange pipeline.

8. The thermal management system according to claim 1, characterized in that: The control valve group is switchable between the first state, the second state, the third state, the fourth state, the fifth state and the sixth state; When the control valve group is in the fifth state, the radiator water circuit, the first heat exchange passage and the electric assembly water circuit are connected in series; When the control valve group is in the sixth state, the radiator water circuit, the engine water circuit, the first heat exchange passage, and the electric assembly water circuit are connected in series.

9. The thermal management system according to claim 1, characterized in that: The control valve group is switchable between the first state, the second state, the third state, the fourth state, the seventh state and the eighth state; When the control valve group is in the seventh state, the electric assembly water circuit is connected in parallel with the first heat exchange passage and then connected in series with the radiator water circuit; When the control valve group is in the eighth state, the electric assembly water circuit is connected in parallel with the first heat exchange passage and then connected in series with the radiator water circuit and the engine water circuit.

10. The thermal management system according to claim 1, characterized in that: The engine waterway is also provided with: A heater core is connected in series with the engine.

11. The thermal management system according to claim 1, characterized in that: The vehicle thermal management system further comprises: An engine waterway, wherein an engine is arranged on the engine waterway; A control valve group, the control valve group comprising: A four-way valve, the four-way valve having a first valve port, a second valve port, a third valve port and a fourth valve port, the first valve port being connected to one end of the radiator waterway, the second valve port being connected to one end of the engine waterway, and the third valve port being connected to the other end of the engine waterway; A three-way valve, the three-way valve having a fifth valve port, a sixth valve port and a seventh valve port, the fourth valve port and the fifth valve port being connected to one end of the first heat exchange passage, and the seventh valve port being connected to one end of the electric assembly water circuit; A ninth two-way valve, wherein the ninth two-way valve has an eighth valve port and a ninth valve port, the sixth valve port, the eighth valve port and the other end of the first heat exchange passage are interconnected, and the ninth valve port, the other end of the electric assembly water circuit and the other end of the radiator water circuit are interconnected.

12. The thermal management system according to claim 1, characterized in that: The radiator water circuit includes a radiator branch and a direct-connection branch. The radiator is arranged on the radiator branch. The radiator branch is connected in parallel with the direct-connection branch. The radiator branch and the direct-connection branch can be selectively connected or closed.

13. The thermal management system according to claim 1, characterized in that: A heater is connected between the radiator water channel and the electric assembly water channel.

14. A vehicle, characterized in that: Comprising a thermal management system according to any one of claims 1-13.

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