Automobile thermal management system and automobile

Abstract

The application provides an automobile thermal management system and an automobile. The automobile thermal management system comprises a compressor, a condenser, a cooler and a battery assembly. The compressor, the condenser and the cooler are sequentially communicated and form a first heat exchange circuit. The first heat exchange circuit is filled with a first heat exchange medium. The cooler is communicated with the battery assembly and forms a second heat exchange circuit. The second heat exchange circuit is filled with a second heat exchange medium. The cooler is used for heat exchange of the first heat exchange medium and the second heat exchange medium, so that the second heat exchange medium cools the battery assembly. The first heat exchange medium is refrigeration medium, and the second heat exchange medium is cooling medium. The battery cooling function can be realized, the service life of the battery assembly is prolonged, and the failure risk is reduced.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more particularly to an automotive thermal management system and an automotive. Background Technology

[0002] With the rapid development of the automotive industry and people's increasing demand for low energy consumption, high efficiency, and environmental protection, automotive heat exchange technology is also constantly innovating and developing. To ensure the efficient and reliable operation of vehicles, thermal management systems are extremely important. In related technologies, battery components generate heat, and if this heat cannot be dissipated in a timely manner, it will affect the lifespan of the battery components. Summary of the Invention

[0003] This application provides an automotive thermal management system and an automotive vehicle for achieving battery cooling.

[0004] This application provides an automotive thermal management system, including a compressor, a condenser, a cooler, and a battery assembly. The compressor, the condenser, and the cooler are sequentially connected to form a first heat exchange circuit, which is filled with a first heat exchange medium. The cooler is connected to the battery assembly to form a second heat exchange circuit, which is filled with a second heat exchange medium. The cooler is used to exchange heat between the first heat exchange medium and the second heat exchange medium, so that the second heat exchange medium cools the battery assembly. The first heat exchange medium is a refrigerant, and the second heat exchange medium is a cooling medium.

[0005] Optionally, the vehicle thermal management system further includes a motor assembly, the condenser is connected to the motor assembly to form a third heat exchange circuit, the third heat exchange circuit is filled with a third heat exchange medium, and the condenser is used to exchange heat between the first heat exchange medium and the third heat exchange medium, so that the third heat exchange medium cools the motor assembly; wherein the third heat exchange medium is a cooling medium.

[0006] Optionally, the vehicle thermal management system further includes a first power component and a second power component, both of which are located in the third heat exchange circuit; the vehicle thermal management system also includes an adjustment branch connected between the first power component and the second power component.

[0007] Optionally, the regulating branch includes a regulating pipeline and a regulating valve disposed on the regulating pipeline. The regulating pipeline is connected between the first power assembly and the second power assembly, and the regulating valve is used to control the on / off state of the regulating pipeline.

[0008] Optionally, the vehicle thermal management system further includes a first power component, which is disposed in the third heat exchange circuit and located upstream of the condenser.

[0009] Optionally, the vehicle thermal management system further includes a second power assembly, which is disposed in the third heat exchange circuit and located upstream of the motor assembly.

[0010] Optionally, the vehicle thermal management system further includes a gas-liquid separator located in the second heat exchange circuit.

[0011] Optionally, the vehicle thermal management system further includes a radiator disposed in the third heat exchange circuit.

[0012] Optionally, the vehicle thermal management system further includes a gas-liquid separator and a radiator; the vehicle thermal management system further includes a second power component; the vehicle thermal management system further includes an expansion tank and a water injection line connected to the expansion tank, the expansion tank being connected to the gas-liquid separator, the radiator and the second power component through the water injection line.

[0013] Optionally, the vehicle thermal management system further includes a third power component located in the second heat exchange circuit and connected to the gas-liquid separator.

[0014] Optionally, the automotive thermal management system further includes an evaporator, and the compressor, the condenser and the evaporator are connected to form a fourth heat exchange circuit, wherein the fourth heat exchange circuit is filled with a fourth heat exchange medium; wherein the fourth heat exchange medium is a refrigerant.

[0015] Optionally, the automotive thermal management system further includes a first solenoid valve, which is disposed in the first heat exchange circuit and located upstream of the cooler.

[0016] Optionally, the automotive thermal management system further includes a second solenoid valve, which is located in the fourth heat exchange circuit and upstream of the evaporator.

[0017] Optionally, the vehicle thermal management system further includes a fan located around the evaporator; and both the fan and the evaporator are located inside the passenger compartment of the vehicle.

[0018] This application also provides a vehicle, including: a vehicle thermal management system as described in any of the above embodiments.

[0019] This application discloses an automotive thermal management system and an automobile. The cooler of the automotive thermal management system is connected to the battery pack and exchanges heat between a first heat exchange medium and a second heat exchange medium, thereby cooling the battery pack through the second heat exchange medium. This achieves the battery cooling function, extends the battery pack's lifespan, and reduces the risk of failure.

[0020] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0022] Figure 1 The diagram shown is a schematic block diagram of one state of the automotive thermal management system of this application.

[0023] Figure 2 The diagram shown is a schematic block diagram of another state of the automotive thermal management system of this application.

[0024] Figure 3 As shown Figure 2 The diagram shown represents another state of the automotive thermal management system.

[0025] Figure 4 As shown Figure 3 The diagram shown is a block diagram illustrating the control principle of an automotive thermal management system. Detailed Implementation

[0026] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0027] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to limit the application. Unless otherwise defined, the technical or scientific terms used in this application should be understood in their ordinary sense by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in this application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms "a" or "one," etc., do not indicate a quantity limitation, but rather indicate the presence of at least one. "A plurality" or "several" indicates two or more. Unless otherwise indicated, the terms "front," "rear," "lower," and / or "upper," etc., are for ease of description only and are not limited to a location or spatial orientation. The terms "comprising" or "including," etc., mean that the elements or objects preceding "comprising" or "including" encompass the elements or objects listed following "comprising" or "including" and their equivalents, and do not exclude other elements or objects. The terms "connected," "linked," etc., are not limited to physical or mechanical connections and can include electrical connections, whether direct or indirect.

[0028] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0029] This application provides an automotive thermal management system and an automotive vehicle. The automotive thermal management system 1 includes a compressor, a condenser, a cooler, and a battery pack. The compressor, condenser, and cooler are sequentially connected to form a first heat exchange circuit, which is filled with a first heat exchange medium. The cooler is connected to the battery pack to form a second heat exchange circuit, which is filled with a second heat exchange medium. The cooler is used to exchange heat between the first and second heat exchange media, so that the second heat exchange medium cools the battery pack. The first heat exchange medium is a refrigerant, and the second heat exchange medium is a cooling medium.

[0030] This application describes an automotive thermal management system and an automobile. The cooler of the automotive thermal management system is connected to the battery pack and exchanges heat between a first heat exchange medium and a second heat exchange medium. The second heat exchange medium cools the battery pack, thereby achieving battery cooling, extending the battery pack's lifespan, and reducing the risk of failure.

[0031] A car includes a thermal management system. A car has multiple operating modes. These operating modes include one or more combinations of the following: air conditioning heating mode, battery heating mode, battery preheating mode, air conditioning cooling mode, battery cooling mode, motor cooling mode, and dehumidification mode. The automotive thermal management system is used to control the operation of one or more of these operating modes.

[0032] Figure 1 The diagram shown is a schematic block diagram of one state of the automotive thermal management system of this application. Figure 1 As shown, the automotive thermal management system 1 includes a compressor 101, a condenser 102, a cooler 103, an evaporator 104, a battery assembly 105, and a motor assembly 106. Figure 1 In the embodiment shown, the vehicle thermal management system 1 is used to implement air conditioning cooling mode, battery cooling mode, and motor cooling mode.

[0033] exist Figure 1In the illustrated embodiment, the automotive thermal management system 1 includes a compressor 101, a condenser 102, a cooler 103, and a battery assembly 105. The compressor 101, condenser 102, and cooler 103 are sequentially connected to form a first heat exchange circuit 11, which is filled with a first heat exchange medium, which is a refrigerant. The cooler 103 is connected to the battery assembly 105 to form a second heat exchange circuit 12, which is filled with a second heat exchange medium, which is a cooling medium. The cooler 103 is used to exchange heat between the first and second heat exchange media, allowing the second heat exchange medium to cool the battery assembly 105, thus achieving the battery cooling function. In this embodiment, the cooler 103 can be a water-cooled cooler. After the compressor 101 compresses the first heat exchange medium (refrigerant), it outputs a high-temperature, high-pressure gas. This gas passes through the condenser 102, where it condenses and dissipates heat, outputting a high-temperature, high-pressure refrigerant liquid. One of the liquids then passes through cooler 103, which acts as an evaporator, absorbing heat and cooling the liquid to output a low-temperature, low-pressure liquid that flows into compressor 101. The second heat exchange medium (cooling medium) in cooler 103 exchanges heat with the first heat exchange medium (low-temperature, low-pressure refrigerant), lowering the temperature of the second heat exchange medium (cooling medium) and thus cooling the battery assembly. This achieves the battery cooling function, extends the battery assembly's lifespan, and reduces the risk of failure.

[0034] exist Figure 1 In the illustrated embodiment, the condenser 102 is connected to the motor assembly 106 to form a third heat exchange circuit 13. The third heat exchange circuit 13 is filled with a third heat exchange medium, which is a cooling medium. The condenser 102 is used to exchange heat between the first and third heat exchange media, allowing the third heat exchange medium to cool the motor assembly 106, thus achieving the motor cooling function. Figure 1In the illustrated embodiment, compressor 101, condenser 102, and evaporator 104 are connected to form a fourth heat exchange circuit 14. The fourth heat exchange circuit 14 is filled with a fourth heat exchange medium, which is a refrigerant. In this embodiment, condenser 102 can be a water-cooled condenser. After compressor 101 compresses the first heat exchange medium (refrigerant), it outputs high-temperature, high-pressure gas. This gas passes through condenser 102, where it condenses and dissipates heat, outputting a high-temperature, high-pressure refrigerant liquid. The gas then splits into two paths. One path passes through evaporator 104, where it absorbs heat and cools down, outputting low-temperature, low-pressure refrigerant gas, which then flows into compressor 101, thus achieving the air conditioning cooling function and cooling the cabin 2. The other path passes through cooler 103, which acts as a second evaporator, absorbing heat and cooling down, outputting a low-temperature, low-pressure liquid, which then flows into compressor 101. By setting up two refrigeration circuits, the utilization rate of the refrigerant is high, resulting in better cooling performance. In the above process, cooler 103 can act as a second evaporator, absorbing heat and cooling down. The battery assembly 105 and the cooler 103 form a second heat exchange circuit 12, using a second heat exchange medium within the second heat exchange circuit 12 to cool the battery assembly 105. During this process, the third heat exchange medium (cooling medium) within the condenser 102 becomes liquid. During vehicle operation, the motor assembly 106 is constantly in operation and generates a large amount of heat. Since the temperature of the third heat exchange medium (cooling medium) is lower than its temperature, the motor assembly 106 can be cooled using the third heat exchange medium (cooling medium), thus achieving the motor cooling function.

[0035] exist Figure 1In the illustrated embodiment, the vehicle thermal management system 1 further includes a first power assembly 107, a second power assembly 108, and a third power assembly 109. The first power assembly 107 is located in the third heat exchange circuit 13 and upstream of the condenser 102. In this embodiment, the first power assembly 107 may be a heater pump. The first power assembly 107 provides driving force to circulate the third heat exchange medium (cooling medium) within the third heat exchange circuit 13, ensuring a uniform temperature of the third heat exchange medium (cooling medium) within the third heat exchange circuit 13. The second power assembly 108 is located in the third heat exchange circuit 13 and upstream of the motor assembly 106. In this embodiment, the second power assembly 108 may be a motor pump. The second power assembly 108 provides driving force to circulate the third heat exchange medium (cooling medium) within the third heat exchange circuit 13, ensuring a uniform temperature of the third heat exchange medium (cooling medium) within the third heat exchange circuit 13. The third power assembly 109 is located in the second heat exchange circuit 12 and upstream of the battery assembly 105. In this embodiment, the third power component 109 can be a battery water pump. The third power component 109 can provide driving force to circulate the second heat exchange medium (cooling medium) within the second heat exchange circuit 12, thereby ensuring a uniform temperature of the second heat exchange medium (cooling medium) within the second heat exchange circuit 12.

[0036] exist Figure 1 In the illustrated embodiment, the vehicle thermal management system 1 further includes an adjustment branch 110 connected between the first power assembly 107 and the second power assembly 108. The adjustment branch 110, located between the first power assembly 107 and the second power assembly 108, is used to adjust the amount of the third heat exchange medium (cooling medium) within the third heat exchange circuit 13, particularly to adjust the flow rate of the third heat exchange medium (cooling medium) required for heat dissipation by the condenser 102.

[0037] exist Figure 1In the illustrated embodiment, the regulating branch 110 includes a regulating pipe 111 and a regulating valve 112 disposed on the regulating pipe 111. The regulating pipe 111 is connected between the first power assembly 107 and the second power assembly 108, and the regulating valve 112 is used to control the opening and closing of the regulating pipe 111. In this embodiment, the regulating valve 112 can be an adjustable proportional two-way valve connected between the first power assembly 107 and the third power assembly 109. This configuration is used to regulate the flow rate of the third heat exchange medium (cooling medium) required for heat dissipation of the condenser 102, thereby addressing the issue of the flow rate requirement of the third heat exchange medium (cooling medium) for heat dissipation of the condenser 102 during the super-fast charging of the large battery capacity of the battery assembly 105. When the battery assembly 105 is super-fast charging, the regulating valve 112 can provide a large flow rate of the third heat exchange medium (cooling medium) to the condenser 102, meeting the heat dissipation requirements of the battery assembly 105 during super-fast charging. In this embodiment, the flow rate difference requirement of the third heat exchange medium (cooling medium) in the third heat exchange circuit 13 formed by the condenser 102 and the motor assembly 106 can also be solved. The regulating valve 112 can adjust the ratio to meet the flow rate matching requirements of the two circuits.

[0038] exist Figure 1 In the illustrated embodiment, the automotive thermal management system 1 further includes a gas-liquid separator 113, disposed in the second heat exchange circuit 12. The gas-liquid separator 113 is used to separate gas and liquid within the water circuit of the automotive thermal management system 1, reducing pressure loss and preventing foam formation. Figure 1 In the illustrated embodiment, the vehicle thermal management system 1 further includes a radiator 114 disposed in the third heat exchange circuit 13. The radiator 114 is used for heat dissipation.

[0039] exist Figure 1 In the illustrated embodiment, the vehicle thermal management system 1 further includes an expansion tank 115 and a water injection pipe 116 connected to the expansion tank 115. The expansion tank 115 is connected to the gas-liquid separator 113, the radiator 114, and the second power assembly 108 via the water injection pipe 116. The expansion tank 115 automatically regulates and balances the water pressure in the vehicle thermal management system 1 to ensure its normal operation and safety. Figure 1 In the embodiment shown, the third power component 109 is located in the second heat exchange circuit 12 and is connected to the gas-liquid separator 113.

[0040] exist Figure 1In the illustrated embodiment, the automotive thermal management system 1 further includes a first solenoid valve 117, which is located in the first heat exchange circuit 11 and upstream of the cooler 103. The first solenoid valve 117 is used to control the on / off state of the first heat exchange circuit 11, that is, to control whether the compressor 101, condenser 102, and cooler 103 are connected. By setting the first solenoid valve 117, it is possible to select whether the cooler 103 is connected.

[0041] exist Figure 1 In the illustrated embodiment, the automotive thermal management system 1 further includes a second solenoid valve 118, which is located in the fourth heat exchange circuit 14 and upstream of the evaporator 104. The second solenoid valve 118 is used to control the on / off state of the fourth heat exchange circuit 14, that is, to control whether the compressor 101, condenser 102, and evaporator 104 are connected. By providing the second solenoid valve 118, it is possible to select whether the evaporator 104 is connected.

[0042] exist Figure 1 In the illustrated embodiment, the vehicle thermal management system 1 further includes a fan 119 disposed around the evaporator 104. Both the fan 119 and the evaporator 104 are located within the vehicle's passenger compartment 2. By arranging the fan 119 around the evaporator 104, the speed and volume of airflow can be increased, thereby improving the heat exchange efficiency of the evaporator 104.

[0043] exist Figure 1 In the illustrated embodiment, the automotive thermal management system 1 further includes a multi-way valve 120. In this embodiment, the multi-way valve 120 can be a nine-way valve. This nine-way valve allows switching between multiple water circuit modes, providing more heat sources for the system heating. For example, the cooler 103 can absorb heat from the motor assembly 106 or from the battery assembly 105. The automotive thermal management system 1 can also be used to implement air conditioning heating, battery preheating, battery heating, and motor cooling functions. By setting the multi-way valve 120, different functional modes can be selected according to actual needs, meeting the requirements of various usage scenarios.

[0044] Figure 2 The diagram shown is a schematic block diagram of another state of the automotive thermal management system 1 of this application. Figure 3 As shown Figure 2 The diagram shows another state of the automotive thermal management system 1. Combined with... Figure 2 and Figure 3 As shown, the automotive thermal management system 1 also includes a heating assembly 121 and a heater core 122. Figure 2 and Figure 3 In the illustrated embodiment, the vehicle thermal management system 1 is also used to implement air conditioning heating mode, battery preheating mode, battery heating mode, and motor cooling mode.

[0045] exist Figure 2 and Figure 3 In the illustrated embodiment, the condenser 102 and the battery assembly 105 are connected to form a fifth heat exchange circuit 15. The fifth heat exchange circuit 15 is filled with a fifth heat exchange medium, which is a cooling medium. The condenser 102 is used to exchange heat between the first heat exchange medium and the fifth heat exchange medium, and heats the fifth heat exchange medium through the heating component 121, thereby heating the battery assembly 105. In this embodiment, the condenser 102 can be a water-cooled condenser. After the compressor 101 compresses the first heat exchange medium (refrigeration medium), it outputs a high-temperature, high-pressure gas. After passing through the condenser 102, the condenser 102 condenses and dissipates heat, outputting a high-temperature, high-pressure refrigerant liquid. At this time, the heat of the first heat exchange medium (refrigeration medium) is carried away by the fifth heat exchange medium (cooling medium), causing the temperature of the fifth heat exchange medium (cooling medium) to rise. The fifth heat exchange medium (cooling medium) circulates within the fifth heat exchange circuit 15 to heat the battery assembly 105, thus realizing the battery heating function.

[0046] exist Figure 2 and Figure 3 In the illustrated embodiment, the vehicle thermal management system 1 further includes a preheating control valve 123 and a preheating branch 124. The preheating control valve 123 is located in the fifth heat exchange circuit 15 and can control the on / off state of the fifth heat exchange circuit 15. The preheating branch 124 is connected to the battery assembly 105. In this embodiment, the battery assembly 105 includes multiple battery cells (not shown). Temperature unevenness may occur between the multiple battery cells. When the temperature difference between the multiple battery cells exceeds a temperature difference threshold, the preheating control valve 123 is controlled to disconnect the battery assembly 105 from the fifth heat exchange circuit 15, and the preheating branch 124 is controlled to connect the battery assembly 105 to the preheating branch 124, forming a battery preheating circuit 16 (e.g., ...). Figure 3 As shown, multiple battery cells are preheated through the battery preheating circuit 16, thus achieving the battery preheating function. In this embodiment, the temperature difference between the multiple battery cells cannot exceed 8° to 10°. This temperature difference threshold can be 8°, 9°, or 10°, and is not limited in this application.

[0047] The automotive thermal management system 1, by setting a preheating control valve 123 and a preheating branch 124, connects the preheating control valve 123 to the fifth heat exchange circuit 15 and the preheating branch 124 to the battery assembly 105. When the temperature difference between multiple cells in the battery assembly 105 exceeds a temperature difference threshold, the preheating control valve 123 is controlled to disconnect the battery assembly 105 from the fifth heat exchange circuit 15, and the preheating branch 124 is controlled to connect the battery assembly 105 to the preheating branch 124, forming a battery preheating circuit 16. Multiple cells are preheated through this battery preheating circuit 16. This configuration ensures uniform temperature among the multiple cells in the battery assembly 105, extends the service life of the battery assembly 105, increases the battery capacity and output power of the battery assembly 105, reduces the risk of battery failure, extends the service life of the entire vehicle, improves the overall vehicle performance and driving range, and reduces the risk of vehicle failure, thereby reducing maintenance costs.

[0048] Figure 4 As shown Figure 3 The diagram shown illustrates the control principle block diagram of an automotive thermal management system. (Combined with...) Figures 2 to 3 As shown, the preheating control valve 123 can be an electronically controlled valve. The automotive thermal management system 1 also includes a controller 125 connected to the preheating control valve 123. Figure 2 and Figure 4 In the illustrated embodiment, the vehicle thermal management system 1 further includes a first battery temperature sensor 126 and a second battery temperature sensor 127. A controller 125 is connected to both the first and second battery temperature sensors 126 and 127, respectively. The first and second battery temperature sensors 126 are located upstream and downstream of the battery assembly 105, respectively. The first battery temperature sensor 126 detects the temperature of the fifth heat exchange medium (cooling medium) entering the battery assembly 105 and outputs a first battery signal. The second battery temperature sensor 127 detects the temperature of the fifth heat exchange medium (cooling medium) flowing out of the battery assembly 105 and outputs a second battery signal. The controller 125 determines the temperature difference between multiple battery cells based on the first and second battery signals, and controls the preheating control valve 123 and the preheating branch 124 when the temperature difference between the multiple battery cells exceeds a temperature difference threshold. During this process, the controller 125 determines the temperature difference between the cells located at the beginning and end of the plurality of cells based on the first battery signal and the second battery signal. When the temperature difference between the cells located at the beginning and end of the plurality of cells exceeds 8°, 9° or 10°, the controller controls the preheating control valve 123 to disconnect the battery assembly 105 from the fifth heat exchange circuit 15, and controls the preheating branch 124 to connect the battery assembly 105 with the preheating branch 124 to form a battery preheating circuit 16. The plurality of cells are preheated through the battery preheating circuit 16, so that the temperature between the plurality of cells of the battery assembly 105 is uniform. This extends the service life of the battery assembly 105, increases the battery capacity and output power of the battery assembly 105, and reduces the risk of battery failure.

[0049] exist Figure 2 and Figure 3 In the illustrated embodiment, the heater core 122 is disposed in the fifth heat exchange circuit 15 and located in the passenger compartment 2 of the vehicle. By placing the heater core 122 in the fifth heat exchange circuit 15, the fifth heat exchange medium (cooling medium) after its temperature has increased can be used to heat the heater core 122. Furthermore, by arranging the heater core 122 in the passenger compartment 2 of the vehicle, if the passenger compartment requires heating, the heater core 122 can be used to heat the passenger compartment 2, thus realizing the air conditioning heating function.

[0050] exist Figures 2 to 3 In the illustrated embodiment, the preheating control valve 123 includes a first control terminal 1231, a second control terminal 1232, and a third control terminal 1233. The first control terminal 1231 is connected to the condenser 102, the second control terminal 1232 is connected to the heater core 122, and the third control terminal 1233 is connected to the battery assembly 105. In some embodiments, when the temperature difference between multiple battery cells exceeds a temperature difference threshold, the controller 125 controls the third control terminal 1233 to close and controls the preheating branch 124 to connect with the multiple battery cells to form a battery preheating circuit 16. In some embodiments, the controller 125 controls the second control terminal 1232 to close, and controls the heater core 122 to stop heating.

[0051] exist Figures 2 to 3 In the illustrated embodiment, the preheating branch 124 includes a preheating pipe 128 and a preheating switch valve 129 disposed on the preheating pipe 128. The preheating switch valve 129 may be an electronic switch valve connected to the controller 125. When the temperature difference between multiple cells exceeds a temperature difference threshold, the controller 125 controls the third control terminal 1233 to close and controls the preheating switch valve 129 to open, so that multiple cells of the battery assembly 105 are connected to the preheating branch 124 to form a battery preheating circuit 16 (e.g., ...). Figure 3 (As shown). By using the preheating control valve 123 in conjunction with the preheating switch valve 129, multiple cells of the battery assembly 105 can form a battery preheating circuit 16 with the preheating branch 124, so as to ensure uniform temperature among the multiple cells of the battery assembly 105, extend its service life, improve its battery capacity and output power, and reduce the risk of battery failure.

[0052] In some embodiments, the preheating control valve 123 includes a three-way valve. In some embodiments, the preheating switch valve 129 includes a one-way valve. By using the three-way valve and the one-way valve in combination, multiple cells of the battery assembly 105 and the preheating branch 124 can form a battery preheating circuit 16, which is simple in structure and easy to operate.

[0053] exist Figure 2 and Figure 3In the embodiment shown, the heating component 121 is disposed in the fifth heat exchange circuit 15, and the heating component 121 is used to heat the fifth heat exchange medium in the fifth heat exchange circuit 15. By setting the heating component 121, the temperature of the fifth heat exchange medium in the fifth heat exchange circuit 15 is increased, which serves to heat the heater core 122, thereby increasing the temperature of the cabin 2, and also serves to heat the battery assembly 105.

[0054] exist Figure 2 and Figure 3 In the illustrated embodiment, the cooler 103 is connected to the motor assembly 106 and forms a sixth heat exchange circuit 17. The sixth heat exchange circuit 17 is filled with a third heat exchange medium, which is a cooling medium. The cooler 103 is used to exchange heat between the first and third heat exchange media, allowing the third heat exchange medium to cool the motor assembly 106. In this embodiment, the cooler 103 can be a water-cooled cooler. After the compressor 101 compresses the first heat exchange medium (refrigeration medium), it outputs a high-temperature, high-pressure gas. This gas passes through the condenser 102, where it condenses and dissipates heat, outputting a high-temperature, high-pressure refrigerant liquid. This liquid then passes through the cooler 103, which acts as an evaporator, absorbing heat and cooling down to output a low-temperature, low-pressure liquid. During vehicle operation, the motor assembly 106 is constantly in operation, generating a large amount of heat. The first heat exchange medium (low-temperature, low-pressure refrigerant liquid) output by the cooler 103 exchanges heat with the third heat exchange medium (cooling medium). The temperature of the third heat exchange medium (cooling medium) decreases, which can cool the motor assembly 106, thereby realizing the motor cooling function, extending the service life of the motor assembly 106, and reducing the failure risk of the motor assembly 106.

[0055] This configuration, through the first heat exchange circuit 11, the fifth heat exchange circuit 15, and the sixth heat exchange circuit 17, not only heats the heating core 122 of the passenger cabin 2, but also preheats the battery assembly 105. It also keeps the battery assembly 105 heated as long as the temperature difference between the multiple cells of the battery assembly 105 does not exceed the temperature difference threshold, and cools the motor assembly 106. This extends the service life of the vehicle, improves the overall vehicle performance and driving range, reduces the risk of vehicle failure, and thus lowers maintenance costs.

[0056] exist Figure 2 and Figure 3 In the illustrated embodiment, the first power component 107 is also disposed in the fifth heat exchange circuit 15 and located upstream of the condenser 102. In this embodiment, the first power component 107 may be a heater pump. The first power component 107 can provide driving force to circulate the fifth heat exchange medium (cooling medium) within the fifth heat exchange circuit 15, thereby ensuring a uniform temperature of the fifth heat exchange medium (cooling medium) within the fifth heat exchange circuit 15.

[0057] exist Figure 2 and Figure 3 In the illustrated embodiment, the second power component 108 is also provided in the sixth heat exchange circuit 17. In this embodiment, the second power component 108 can be a motor-driven water pump. The second power component 108 can provide driving force to circulate the third heat exchange medium (cooling medium) within the sixth heat exchange circuit 17, thereby ensuring a uniform temperature of the third heat exchange medium (cooling medium) within the sixth heat exchange circuit 17.

[0058] exist Figure 2 and Figure 3 In the illustrated embodiment, the third power component 109 is also disposed in the fifth heat exchange circuit 15 and located upstream of the battery assembly 105. In this embodiment, the third power component 109 can be a battery water pump. The third power component 109 can provide driving force, which on the one hand can cause the fifth heat exchange medium (cooling medium) to circulate within the fifth heat exchange circuit 15, making the temperature of the fifth heat exchange medium (cooling medium) within the fifth heat exchange circuit 15 uniform, and on the other hand can make the temperature of the fifth heat exchange medium (cooling medium) within the battery preheating circuit 16 uniform, thereby making the temperature uniform among the multiple cells of the battery assembly 105.

[0059] exist Figure 2 In the illustrated embodiment, when the temperature difference between the multiple cells of the battery assembly 105 does not exceed the temperature difference threshold, the preheating branch 124 is disconnected, and the first control terminal 1231, the second control terminal 1232, and the third control terminal 1233 of the preheating control valve 123 are all turned on. At this time, the battery assembly 105 is connected to the condenser 102 and is heated by the fifth heat exchange medium (cooling medium) in the fifth heat exchange circuit 15. The heater core 122 is also connected to the condenser 102 and is heated by the fifth heat exchange medium (cooling medium) in the fifth heat exchange circuit 15.

[0060] Figure 3 In the illustrated embodiment, when the temperature difference between multiple cells of the battery assembly 105 exceeds a temperature difference threshold, the preheating switch valve 129 is activated, and the third control terminal 1233 of the preheating control valve 123 is deactivated. At this time, the battery assembly 105 is connected to the preheating branch 124, forming a battery preheating circuit 16. The multiple cells of the battery assembly 105 are preheated through the battery preheating circuit 16, thus realizing the battery preheating function. Simultaneously, the heater core 122 is connected to the condenser 102 and is heated by the fifth heat exchange medium (cooling medium) in the fifth heat exchange circuit 15.

[0061] exist Figures 2 to 3In the illustrated embodiment, immediately after the vehicle thermal management system 1 is started, the first control terminal 1231, the second control terminal 1232, and the third control terminal 1233 of the preheating control valve 123 are all turned on, and the preheating switch valve 129 is turned off. At this time, the battery assembly 105 begins to heat through the fifth heat exchange circuit 15. After a preset heating period, and when the temperature difference between multiple cells of the battery assembly 105 is detected to exceed the temperature difference threshold, the preheating switch valve 129 is turned on, and the third control terminal 1233 of the preheating control valve 123 is turned off. At this time, the battery assembly 105 is connected to the preheating branch 124, forming a battery preheating circuit 16. The multiple cells of the battery assembly 105 are preheated through the battery preheating circuit 16. Simultaneously, the heater core 122 is connected to the condenser 102 and is heated by the fifth heat exchange medium (cooling medium) in the fifth heat exchange circuit 15. After a period of preheating, when the temperature difference between the multiple cells of the battery pack 105 is uniform and does not exceed the temperature difference threshold, the preheating switch valve 129 is disconnected, and the third control terminal 1233 of the preheating control valve 123 is turned on. At this time, the battery pack 105 is reconnected to the condenser 102 and heated by the fifth heat exchange medium (cooling medium) in the fifth heat exchange circuit 15. Simultaneously, the heater core 122 is also connected to the condenser 102 and heated by the fifth heat exchange medium (cooling medium) in the fifth heat exchange circuit 15. This ensures uniform temperature among the multiple cells of the battery pack 105, extends the service life of the battery pack 105, increases the battery capacity and output power of the battery pack 105, reduces the risk of battery failure, extends the service life of the entire vehicle, improves vehicle performance and range, reduces the risk of vehicle failure, and lowers maintenance costs.

[0062] exist Figure 2 and Figure 3In the illustrated embodiment, compressor 101 includes a compressor inlet 1011 and a compressor outlet 1012. The automotive thermal management system 1 also includes a bypass branch 130, which connects the compressor 101's inlet and outlet. The bypass branch 130 connects the compressor inlet 1011 and the compressor outlet 1012. When the ambient temperature reaches a low-temperature threshold, the bypass branch 130 connects the compressor inlet 1011 and the compressor outlet 1012 to start the compressor 101. When the ambient temperature is low, the refrigerant is often in a liquid or subcooled state, resulting in reduced fluidity and vaporization capacity, thus decreasing the compressor 101's starting efficiency. Therefore, by providing a bypass branch 130 between the compressor 101's inlet and outlet, the high-temperature, high-pressure gas from the compressor outlet 1012 is led to the compressor inlet 1011 through this bypass branch 130, effectively helping the compressor 101 start in low-temperature environments. This allows for a rapid increase in the compressor 101's speed at extremely low temperatures, providing greater heat to the automotive thermal management system 1. This ensures that the compressor 101 can start at extremely low temperatures of -35℃ and achieve an energy output of 8-10KW. In this embodiment, a dryer can also be added after the condenser 102 to enable superheat control in the bypass branch 130 of the automotive thermal management system 1, effectively reducing the risk of liquid slugging in the compressor 101.

[0063] exist Figures 2 to 4 In the illustrated embodiment, the bypass branch 130 includes a bypass pipe 131 and a bypass switching valve 132 disposed on the bypass pipe 131. The bypass pipe 131 is connected between the inlet and outlet of the compressor 101. The bypass pipe 131 is connected between the compressor inlet 1011 and the compressor outlet 1012. The bypass switching valve 132 is used to control the on / off state of the bypass pipe 131, thereby controlling the on / off state of the compressor inlet 101 and the compressor outlet 1012. In this embodiment, the bypass switching valve 132 includes an electronic switching valve. The controller 125 includes a control port 1251, which is connected to the bypass switching valve 132 and controls the bypass switching valve 132 through the control port 1251. When the ambient temperature reaches the low-temperature threshold, the controller 125 controls the bypass switch valve 132 to open via the control port 1251, connecting the bypass line 131 to the compressor inlet 1011 and the compressor outlet 1012. This allows the high-temperature, high-pressure gas from the compressor outlet 1012 to be led to the compressor inlet 1011 through the bypass branch 130, effectively helping the compressor 101 start in low-temperature environments and rapidly increasing its speed at extremely low temperatures, thus providing greater heat to the automotive thermal management system 1.

[0064] exist Figures 2 to 4In the illustrated embodiment, the vehicle thermal management system 1 further includes an external temperature sensor 133 (such as...). Figure 4 As shown, the system is located outside the vehicle. An ambient temperature sensor 133 detects the ambient temperature and outputs an ambient temperature electrical signal. The controller 125 includes a first detection port 1252, which is connected to the ambient temperature sensor 133. The controller 125 detects the ambient temperature electrical signal through the first detection port 1252 and controls the opening and closing of the bypass valve 132 based on this signal. This allows for a simple control method, determining whether to open the bypass valve 132 based on the ambient temperature.

[0065] In some embodiments, when the controller 125 detects an external temperature signal via the first detection port 1252, indicating that the external temperature is below a temperature threshold, it controls the bypass switch valve 132 to open via the first control port, connecting the bypass pipeline between the compressor inlet 1011 and the compressor outlet 1012. In this embodiment, the temperature threshold can be -10°C, -15°C, -20°C, -25°C, -30°C, or -35°C, and is not limited thereto. For example, when the controller 125 detects an external temperature below -10°C, it indicates that the compressor 101 may experience slow startup or fail to start. Therefore, the controller opens the bypass switch valve 132, connecting the bypass pipeline 131 between the compressor inlet 1011 and the compressor outlet 1012. In some embodiments, when the controller 125 detects through the first detection port 1252 that the ambient temperature signal indicates the ambient temperature is higher than a temperature threshold, it means the compressor 101 can start normally. Therefore, the controller 125 controls the bypass switch valve 132 to close through the first control port, disconnecting the compressor inlet 1011 from the compressor outlet 1012. This configuration, based on the ambient temperature, effectively helps the compressor 101 start quickly in low-temperature environments below -10°C when it is determined that the compressor 101 may experience slow or inability to start, ensuring the compressor 101 operates well and normally, and improving the compressor 101's starting efficiency and service life.

[0066] exist Figures 2 to 4In the illustrated embodiment, the automotive thermal management system 1 further includes an inlet pressure sensor 134 and an outlet pressure sensor 135. The inlet pressure sensor 134 is located at the compressor inlet 1011 and is used to detect the gas pressure at the compressor inlet 1011 and output an inlet pressure electrical signal. The outlet pressure sensor 135 is located at the compressor outlet 1012 and is used to detect the gas pressure at the compressor outlet 1012 and output an outlet pressure electrical signal. The controller 125 includes a second detection port 1253, which is connected to the inlet pressure sensor 134 and the outlet pressure sensor 135, respectively. The controller 125 detects the inlet pressure electrical signal and the outlet pressure electrical signal through the second detection port 1253, and controls the opening degree of the bypass switching valve 132 according to the inlet pressure electrical signal and the outlet pressure electrical signal to control the flow rate of the refrigerant in the bypass pipeline 131. This embodiment controls the opening of the bypass valve 132 based on the pressure difference between the compressor inlet 1011 and the compressor outlet 1012, thereby controlling the flow rate of the refrigerant in the bypass line 131 and thus controlling the gas temperature at the compressor outlet 1012. In some embodiments, the controller 125 is configured to increase the opening of the bypass valve 132 when the pressure difference between the compressor inlet 1011 and the compressor outlet 1012 is large, based on the inlet pressure signal and the outlet pressure signal. In some embodiments, the controller 125 is configured to decrease the opening of the bypass valve 132 and maintain the initial opening when the pressure difference between the compressor inlet 1011 and the compressor outlet 1012 is small, based on the inlet pressure signal and the outlet pressure signal. Such precise control of the opening of the bypass valve 132 to control the flow rate of the refrigerant in the bypass line 131, thereby controlling the gas temperature at the compressor outlet 1012, facilitates rapid start-up of the compressor 101.

[0067] exist Figure 2 and Figure 3 In the illustrated embodiment, when the bypass branch 130 is open, the cooler 103 can absorb heat from the environment or utilize waste heat from electrical appliances, thereby improving the heating efficiency of the bypass branch 130. This ensures that when the bypass branch 130 is open, the COP (Coefficient of Performance) > 1. COP represents the ratio of the heat output by the compressor 101 to the electrical energy input; the higher the COP, the higher the efficiency of the compressor 101. If the compressor 101 can provide more heat, it can provide more heat to the first heat exchange medium (refrigeration medium), raising the temperature of the fifth heat exchange medium (cooling medium) in the condenser 102. This ensures a higher temperature for the fifth heat exchange medium (cooling medium) filling the fifth heat exchange circuit 15, allowing the heating component 121 to be eliminated or omitted, thus reducing costs.

[0068] In the above scheme, when the ambient temperature is below -10℃, the vehicle thermal management system 1 heats the passenger compartment 2 by heating the cooling medium through the condenser 102, and then releasing heat to the passenger compartment 2 through the heater core 122 in the air conditioning unit. The heat source can be the low-temperature heating of the compressor 101, heating by the heating element 121, or heat absorption from the environment, the motor assembly 106, or the battery assembly 105. Furthermore, by using the multi-way valve 120 (nine-way valve) and the preheating control valve 123, the cooler 103 can absorb heat from the condenser 102, enabling the compressor 101 to operate normally at extremely low temperatures without using the bypass branch 130. This embodiment can also utilize the heating element 121 to heat the cooling medium, which solves the problem of insufficient capacity of the bypass branch 130 of the compressor 101 when the condenser 102 water temperature is low, thus ensuring the stable operation of the entire vehicle thermal management system 1.

[0069] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0070] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. An automotive thermal management system, characterized by, The automobile thermal management system comprises a compressor, a condenser, a cooler and a battery assembly, the compressor, the condenser and the cooler are sequentially communicated and form a first heat exchange loop, the first heat exchange loop is filled with a first heat exchange medium; the cooler is communicated with the battery assembly and forms a second heat exchange loop, the second heat exchange loop is filled with a second heat exchange medium, the cooler is used for heat exchange between the first heat exchange medium and the second heat exchange medium, so that the second heat exchange medium cools the battery assembly; wherein the first heat exchange medium is refrigeration medium, and the second heat exchange medium is cooling medium; The automobile thermal management system further comprises a motor assembly, the condenser is communicated with the motor assembly and forms a third heat exchange loop, the third heat exchange loop is filled with a third heat exchange medium, and the condenser is used for heat exchange between the first heat exchange medium and the third heat exchange medium, so that the third heat exchange medium cools the motor assembly; wherein the third heat exchange medium is cooling medium; The automobile thermal management system further comprises a first power assembly and a second power assembly, the first power assembly and the second power assembly are arranged in the third heat exchange loop, the first power assembly is located upstream of the condenser, and the second power assembly is located upstream of the motor assembly; the automobile thermal management system further comprises an adjusting branch connected between the first power assembly and the second power assembly; The automobile thermal management system further comprises an evaporator, the compressor, the condenser and the evaporator are communicated and form a fourth heat exchange loop, and the fourth heat exchange loop is filled with a fourth heat exchange medium; wherein the fourth heat exchange medium is refrigeration medium.

2. The automotive thermal management system of claim 1, wherein, The adjusting branch comprises an adjusting pipeline and an adjusting valve arranged in the adjusting pipeline, the adjusting pipeline is connected between the first power assembly and the second power assembly, and the adjusting valve is used for controlling the opening and closing of the adjusting pipeline.

3. The automotive thermal management system of claim 1, wherein, The automobile thermal management system further comprises a gas-liquid separator arranged in the second heat exchange loop; and / or The automobile thermal management system further comprises a radiator arranged in the third heat exchange loop.

4. The automotive thermal management system of claim 3, wherein, The automobile thermal management system further comprises a gas-liquid separator and a radiator; The automobile thermal management system further comprises a second power assembly; the automobile thermal management system further comprises an expansion water kettle and a water injection pipeline connected with the expansion water kettle, the expansion water kettle is communicated with the gas-liquid separator, the radiator and the second power assembly through the water injection pipeline; and / or The automobile thermal management system further comprises a third power assembly arranged in the second heat exchange loop and communicated with the gas-liquid separator.

5. The automotive thermal management system of claim 1, wherein, The automobile thermal management system further comprises a first electromagnetic valve arranged in the first heat exchange loop and located upstream of the cooler; and / or The automobile thermal management system further comprises a second electromagnetic valve arranged in the fourth heat exchange loop and located upstream of the evaporator; and / or The automobile thermal management system further comprises a fan arranged around the evaporator; and the fan and the evaporator are located in a passenger compartment of an automobile.

6. An automobile characterized by comprising: The automobile thermal management system comprises: The automobile thermal management system according to any one of claims 1 to 5.

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