Heat management system for a vehicle and vehicle having the same

Abstract

The application discloses a heat management system for a vehicle and a vehicle with the same. The first system of the heat management system for the vehicle comprises a compressor with a suction port and a discharge port, a first reversing valve with one valve port communicated with a first throttling element and another valve port communicated with the suction port of the compressor, an inner heat exchanger communicated with another valve port of a second reversing valve, and a battery heat exchanger connected with the last valve port of the first reversing valve and the inner heat exchanger. The heat management system for the vehicle has less components, higher energy utilization, more optional modes and higher comfort.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a thermal management system for vehicles and a vehicle having the same. Background Technology

[0002] To improve battery charging and discharging efficiency, a suitable operating temperature is required; excessively high or low temperatures will significantly impact performance and range. Related technologies include setting up independent cooling channels to cool the battery, and some vehicles integrate battery temperature control with the air conditioning system, such as using the air conditioning system to exchange heat with the coolant flowing through the battery to cool or heat it. These methods are structurally complex and have low cooling efficiency, failing to meet the battery's temperature requirements. Some solutions incorporate battery cooling into the vehicle's air conditioning circulation system, but the temperature control modes achievable are limited. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a thermal management system for vehicles that integrates the battery temperature control system into the vehicle's air conditioning circulation system and can achieve more temperature control modes to meet diverse needs within the vehicle.

[0004] The present invention also aims to provide a vehicle having the above-described thermal management system for vehicles.

[0005] A thermal management system for a vehicle according to an embodiment of the present invention includes a first system, the first system comprising: a compressor having an intake port and an exhaust port; an external heat exchanger, one end of which is selectively connected to the exhaust port via a refrigerant line; a first throttling element, one end of which is connected to the other end of the external heat exchanger via a refrigerant line; and a first reversing valve including a first valve port, a second valve port, a third valve port, and a fourth valve port, the first valve port being switchably connected to one of the second valve port and the fourth valve port, the third valve port being... The first valve port is switchably connected to another of the second and fourth valve ports. The first valve port is connected to the other end of the first throttling element via a refrigerant line. The third valve port is selectively connected to the intake port via a refrigerant line. An internal heat exchanger is provided, with one end connected to the second valve port via a refrigerant line. The internal heat exchanger is used for heat exchange with the vehicle's passenger compartment. A battery heat exchanger is provided, with one end selectively connected to the other end of the internal heat exchanger via a refrigerant line. The other end of the battery heat exchanger is selectively connected to the fourth valve port via a refrigerant line.

[0006] According to an embodiment of the vehicle thermal management system of the present invention, the battery heat exchanger can be integrated into the vehicle's air conditioning circulation system. Compared to setting up a separate cooling system for the battery, the present application solution is not only lower in cost but also uses fewer components. When the internal heat exchanger cools the passenger compartment, the battery heat exchanger can also cool the battery. In some solutions, the internal heat exchanger can heat the passenger compartment, and in this case, the battery heat exchanger can also heat the battery. Thus, the cooling and heating status of the battery can be flexibly adjusted according to the operation of the air conditioning circulation system. By controlling the first reversing valve, the distribution ratio of heat and cold between the internal heat exchanger and the battery heat exchanger can be adjusted. This ratio adjustment method cannot be achieved by simply controlling the compressor frequency. Compared to most other connection methods, the present application solution uses fewer components and has higher energy efficiency. Multiple selectable modes can meet various passenger needs, making it more comfortable to use.

[0007] A vehicle according to an embodiment of the present invention includes a passenger compartment, a battery, and a thermal management system as described in the above embodiments, wherein the internal heat exchanger is used for heat exchange with the passenger compartment, and the battery heat exchanger is used for heat exchange with the battery.

[0008] According to an embodiment of the present invention, the vehicle, by setting up the above-described thermal management system for the vehicle, can simultaneously cool the passenger compartment and the battery using the flow path of the first system, and the distribution of cooling capacity can be adjusted by controlling the first reversing valve. When a second system is provided, multiple heat sources can be used to achieve heating of the heater core, effectively utilizing heat, leveraging the advantages of integration, and achieving economic and energy-saving goals.

[0009] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0010] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0011] Figure 1 This is a schematic diagram of the structure of a thermal management system for a vehicle according to an embodiment of the present invention;

[0012] Figure 2 This is an operational diagram of the first system in the first basic flow path according to another embodiment of the present invention;

[0013] Figure 3 This is an operational diagram of the first system in the second basic flow path according to another embodiment of the present invention;

[0014] Figure 4 This is an operational diagram of the first system in the third basic flow path according to another embodiment of the present invention;

[0015] Figure 5 This is an operational diagram of the first system in the fourth basic flow path according to another embodiment of the present invention;

[0016] Figure 6 This is a diagram showing the operation of the first system in flow path 1 in one embodiment;

[0017] Figure 7 This is a diagram showing the operation of the first system in flow path 2 in one embodiment;

[0018] Figure 8 This is a diagram showing the operation of the first system in flow path 3 in one embodiment;

[0019] Figure 9 This is a diagram showing the operation of the first system in flow path 4 in one embodiment;

[0020] Figure 10 This is a diagram showing the operation of the first system in flow path 5 in one embodiment;

[0021] Figure 11 This is a diagram showing the operation of the first system in flow path 6 in one embodiment;

[0022] Figure 12 This is a diagram showing the operation of the first system in flow path 7 in one embodiment;

[0023] Figure 13 This is a diagram showing the operation of the first system in flow path 8 in one embodiment;

[0024] Figure 14 This is a schematic diagram of the structure of a thermal management system for a vehicle according to another embodiment of the present invention;

[0025] Figure 15 This is a schematic diagram of the structure of a thermal management system for a vehicle according to another embodiment of the present invention;

[0026] Figure 16 yes Figure 15 The thermal management system for a vehicle in the illustrated embodiment operates in the second system flow path 9.

[0027] Figure 17 yes Figure 15 The thermal management system for a vehicle in the illustrated embodiment operates in the second system in flow path 10.

[0028] Figure 18 This is a schematic diagram of a vehicle according to an embodiment of the present invention.

[0029] Figure label:

[0030] Vehicle 1000, Thermal Management System 100

[0031] First System 101

[0032] Compressor 1, Inlet 1a, Outlet 1b

[0033] Second directional valve 2, fifth valve port A, sixth valve port B, seventh valve port C, eighth valve port D

[0034] 3. External heat exchanger; 4. External fan; 5. First throttling element.

[0035] First directional valve 6, first valve port L, second valve port K, third valve port J, fourth valve port M.

[0036] 7. Internal heat exchanger; 8. Internal fan.

[0037] Select flow path S1, first branch S11, second branch S12.

[0038] Third switch valve 9

[0039] Second throttling element 10, battery heat exchanger 11, second switching valve 12, first switching valve 13

[0040] Heat exchanger 14, first heat exchange channel 141, second heat exchange channel 142

[0041] Switching branch S2

[0042] Second System 102

[0043] 15. Warm air core, 16. Electric heater, 17. First drive pump

[0044] Third directional valve 18, ninth valve port E, tenth valve port F, eleventh valve port G, twelfth valve port H

[0045] Heat absorption flow path S3

[0046] Engine cooling jacket 19, second drive pump 20. Detailed Implementation

[0047] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0048] A thermal management system 100 for a vehicle according to an embodiment of the present invention will now be described with reference to the accompanying drawings.

[0049] Reference Figure 1According to an embodiment of the present invention, a thermal management system 100 for a vehicle includes a first system 101. The first system 101 includes: a compressor 1, an external heat exchanger 3, a first throttling element 5, a first reversing valve 6, an internal heat exchanger 7, and a battery heat exchanger 11. The compressor 1 has an intake port 1a and an exhaust port 1b.

[0050] Reference Figure 1 One end of the external heat exchanger 3 is optionally connected to the exhaust port 1b of the compressor 1 via a refrigerant pipeline, and one end of the first throttling element 5 is connected to the other end of the external heat exchanger 3 via a refrigerant pipeline.

[0051] The first reversing valve 6 includes a first valve port L, a second valve port K, a third valve port J, and a fourth valve port M. The first valve port L can be switched to be connected to one of the second valve port K and the fourth valve port M, and the third valve port J can be switched to be connected to the other of the second valve port K and the fourth valve port M. The first valve port L is connected to the other end of the first throttling element 5 through a refrigerant pipeline, and the third valve port J can be selectively connected to the suction port 1a of the compressor 1 through a refrigerant pipeline.

[0052] One end of the internal heat exchanger 7 is connected to the second valve port K via a refrigerant line, and the internal heat exchanger 7 is used for heat exchange with the vehicle's passenger compartment. One end of the battery heat exchanger 11 is optionally connected to the other end of the internal heat exchanger 7 via a refrigerant line, and the other end of the battery heat exchanger 11 is optionally connected to the fourth valve port M via a refrigerant line.

[0053] It is understandable that the compressor 1, external heat exchanger 3, first throttling element 5, and internal heat exchanger 7 are the main components of a traditional in-vehicle air conditioning circulation system. The present application combines the battery heat exchanger 11 with the in-vehicle air conditioning circulation system and adds a first reversing valve 6 to adjust the distribution ratio of heat and cold between the internal heat exchanger 7 and the battery heat exchanger 11.

[0054] Among them, such as Figure 1 As shown, in this vehicle air conditioning circulation system of the present application, the upstream and downstream positional relationship of the external heat exchanger 3 and the internal heat exchanger 7 in the refrigerant flow path can be unique, that is, the refrigerant flows into the external heat exchanger 3 first and then into the internal heat exchanger 7. For example... Figures 2-5 As shown, the upstream and downstream positions of the external heat exchanger 3 and the internal heat exchanger 7 in the refrigerant flow path can be switched, such as... Figure 2 and Figure 3 The refrigerant first flows into the external heat exchanger 3 and then into the internal heat exchanger 7, for example... Figure 4 and Figure 5 The refrigerant first flows into the inner heat exchanger 7 and then into the outer heat exchanger 3. This application's solution is not limited to any particular type of in-vehicle air conditioning circulation system.

[0055] According to the vehicle thermal management system 100 of the present invention, the battery heat exchanger 11 can be integrated into the vehicle's air conditioning circulation system. Compared with setting up a separate cooling system for the battery, the present application's solution is not only lower in cost but also uses fewer components. When the internal heat exchanger 7 cools the passenger compartment, the battery heat exchanger 11 can also cool the battery. In some solutions, the internal heat exchanger 7 can heat the passenger compartment, at which point the battery heat exchanger 11 can also heat the battery. Thus, the cooling and heating status of the battery can be flexibly adjusted according to the operation of the air conditioning circulation system.

[0056] In this application, the upstream and downstream positions of the battery heat exchanger 11 and the internal heat exchanger 7 in the refrigerant flow path can be switched by controlling the first reversing valve 6, allowing the cooling or heating generated by the system to be proportionally distributed between the internal heat exchanger 7 and the battery heat exchanger 11. This proportional adjustment method cannot be achieved simply by controlling the frequency of the compressor 1. Compared to most other connection methods, this application's solution uses fewer components and has higher energy efficiency. It also offers a variety of selectable modes to meet diverse passenger needs and provide greater comfort.

[0057] Specifically, such as Figure 1 As shown, when the upstream and downstream positional relationship of the external heat exchanger 3 and the internal heat exchanger 7 in the refrigerant flow path of the vehicle air conditioning circulation system can be unique, the first system 101 of the thermal management system 100 can have two basic flow paths by adjusting the first reversing valve 6.

[0058] In some solutions, such as Figures 2-5 As shown, the first system 101 further includes a second reversing valve 2, which includes a fifth valve port A, a sixth valve port B, a seventh valve port C, and an eighth valve port D. The fifth valve port A is switchably connected to one of the sixth valve port B and the eighth valve port D, and the seventh valve port C is switchably connected to the other of the sixth valve port B and the eighth valve port D. The fifth valve port A is connected to the discharge port 1b of the compressor 1 via a refrigerant line, and the seventh valve port C is connected to the suction port 1a of the compressor 1 via a refrigerant line. The sixth valve port B is connected to one end of the external heat exchanger 3 via a refrigerant line, and the eighth valve port D is connected to the third valve port J via a refrigerant line.

[0059] Therefore, when compressor 1 is operating and the second reversing valve 2 is in the open state, compressor 1 compresses the refrigerant and discharges it. The discharged high-temperature gaseous refrigerant is discharged through one passage of the second reversing valve 2. After one cycle, the low-temperature gaseous refrigerant flows back through the other passage of the second reversing valve 2, and is then drawn back by the compressor 1's suction port 1a, and so on. At this time, by setting the second reversing valve 2 and the first reversing valve 6, the first system 101 of the thermal management system 100 can have four basic flow paths.

[0060] like Figure 2As shown, in the first basic flow path, the fifth valve port A of the second reversing valve 2 is connected to the sixth valve port B, and the seventh valve port C is connected to the eighth valve port D. In the first basic flow path, the first valve port L of the first reversing valve 6 is connected to the second valve port K, and the third valve port J is connected to the fourth valve port M. The high-temperature gas refrigerant discharged from the compressor 1 passes sequentially through the fifth valve port A and the sixth valve port B of the second reversing valve 2, then through the external heat exchanger 3 and the first throttling element 5, then through the first valve port L and the second valve port K of the first reversing valve 6, then through the internal heat exchanger 7 and the battery heat exchanger 11, then through the fourth valve port M and the third valve port J of the first reversing valve 6, then through the eighth valve port D and the seventh valve port C of the second reversing valve 2, and finally returns to the compressor 1.

[0061] like Figure 3 As shown, in the second basic flow path, the fifth valve port A of the second reversing valve 2 is connected to the sixth valve port B, and the seventh valve port C is connected to the eighth valve port D. In the second basic flow path, the first valve port L of the first reversing valve 6 is connected to the fourth valve port M, and the second valve port K is connected to the third valve port J. The high-temperature gas refrigerant discharged from the compressor 1 passes sequentially through the fifth valve port A and the sixth valve port B of the second reversing valve 2, then through the external heat exchanger 3 and the first throttling element 5, then through the first valve port L and the fourth valve port M of the first reversing valve 6, then through the battery heat exchanger 11 and the internal heat exchanger 7, then through the second valve port K and the third valve port J of the first reversing valve 6, then through the eighth valve port D and the seventh valve port C of the second reversing valve 2, and finally returns to the compressor 1.

[0062] like Figure 4 As shown, in the third basic flow path, the fifth valve port A of the second reversing valve 2 is connected to the eighth valve port D, and the seventh valve port C is connected to the sixth valve port B. In the third basic flow path, the first valve port L of the first reversing valve 6 is connected to the second valve port K, and the third valve port J is connected to the fourth valve port M. The high-temperature gas refrigerant discharged from the compressor 1 passes sequentially through the fifth valve port A and the eighth valve port D of the second reversing valve 2, then through the third valve port J and the fourth valve port M of the first reversing valve 6, then through the battery heat exchanger 11 and the internal heat exchanger 7, then through the second valve port K and the first valve port L of the first reversing valve 6, then through the first throttling element 5 and the external heat exchanger 3, then through the sixth valve port B and the seventh valve port C of the second reversing valve 2, and finally returns to the compressor 1.

[0063] like Figure 5As shown, in the fourth basic flow path, the fifth valve port A of the second reversing valve 2 is connected to the eighth valve port D, and the seventh valve port C is connected to the sixth valve port B. In the fourth basic flow path, the first valve port L of the first reversing valve 6 is connected to the fourth valve port M, and the second valve port K is connected to the third valve port J. The high-temperature gas refrigerant discharged from the compressor 1 passes sequentially through the fifth valve port A and the eighth valve port D of the second reversing valve 2, then through the third valve port J and the second valve port K of the first reversing valve 6, then through the internal heat exchanger 7 and the battery heat exchanger 11, then through the fourth valve port M and the first valve port L of the first reversing valve 6, then through the first throttling element 5 and the external heat exchanger 3, then through the sixth valve port B and the seventh valve port C of the second reversing valve 2, and finally returns to the compressor 1.

[0064] It is understandable that in the in-vehicle air conditioning circulation system structure of the first system 101, the upstream and downstream positional relationship of the external heat exchanger 3 and the internal heat exchanger 7 in the refrigerant flow path is unique, such as... Figure 1 The structure shown indicates that the first system 101, which regulates the first directional valve 6, has two basic flow paths, one of which is connected to... Figure 2 The first basic flow path shown is largely the same; the other flow path is similar. Figure 3 The second basic flow path shown is largely the same. It can be seen that when the first reversing valve 6 is adjusted, the flow direction of the refrigerant in the inner heat exchanger 7 and the battery heat exchanger 11 can be switched, and the ratio of heat and cold released by the refrigerant between the inner heat exchanger 7 and the battery heat exchanger 11 can also be adjusted. For simplicity, the following explanation will use the example of the first system 101 including the second reversing valve 2, which allows the upstream and downstream positions of the outer heat exchanger 3 and the inner heat exchanger 7 in the refrigerant flow path to be switched. Compared to the scheme where the upstream and downstream relationship of the outer heat exchanger 3 and the inner heat exchanger 7 is unique, when the upstream and downstream positions of the outer heat exchanger 3 and the inner heat exchanger 7 in the refrigerant flow path can be switched, the first system 101 can obtain more basic flow paths and more control modes.

[0065] For ease of description, the flow path where the battery heat exchanger 11 is located is referred to as the selective flow path S1 in this application. It can be understood that the refrigerant discharged by the compressor 1 is not only at high pressure but also at high temperature. Therefore, the heat exchanger into which the high-temperature and high-pressure refrigerant first enters is usually used to release heat. By adjusting the direction of the second reversing valve 2 and the first reversing valve 6, it is possible to control whether the high-temperature and high-pressure refrigerant first enters the external heat exchanger 3 or the internal heat exchanger 7, or the selective flow path S1.

[0066] After throttling, the refrigerant not only has a lower pressure but also a lower temperature. Therefore, the heat exchanger that the low-temperature, low-pressure refrigerant first enters is usually used to absorb heat. By adjusting the direction of the second reversing valve 2 and the first reversing valve 6, it is possible to control whether the low-temperature, low-pressure refrigerant flows to the external heat exchanger 3 or the internal heat exchanger 7, or to select the flow path S1.

[0067] In this application, there are various ways to select whether the battery heat exchanger 11 is integrated into the air conditioning circulation system. For example, in some embodiments, such as Figures 2-5 As shown, the selected flow path S1 includes a first branch S11 and a second branch S12 connected in parallel and switchable. When the first branch S11 is on and S12 is off, the battery heat exchanger 11 is independent of the air conditioning circulation system; when the first branch S11 is off and S12 is on, the battery heat exchanger 11 is connected to the air conditioning circulation system. By selecting the selected flow path S1 alone, it is possible to choose whether the battery heat exchanger 11 is integrated into the vehicle's air conditioning circulation system, becoming part of the vehicle's thermal management system 100. Based on this, the vehicle's thermal management system 100 can have more operating modes.

[0068] In the first basic flow path, when the first branch S11 is selected to be turned on, the first system 101 of the vehicle's thermal management system 100 can obtain flow path 1, such as... Figure 6 As shown. In the first basic flow path, when the second branch S12 is selected to be turned on, the first system 101 of the vehicle's thermal management system 100 can obtain flow path 2, as shown. Figure 7 As shown.

[0069] In the second basic flow path, when the first branch S11 is selected to be turned on, the first system 101 of the thermal management system 100 can obtain flow path 3, such as Figure 8 As shown. In the second basic flow path, when the second branch S12 is selected to be turned on, the first system 101 of the thermal management system 100 can obtain flow path 4, as shown. Figure 9 As shown.

[0070] In the third basic flow path, when the first branch S11 is selected to be turned on, the first system 101 of the thermal management system 100 can obtain flow path 5, such as... Figure 10 As shown. In the third basic flow path, when the second branch S12 is selected to be turned on, the first system 101 of the thermal management system 100 can obtain flow path 6, as shown. Figure 11 As shown.

[0071] In the fourth basic flow path, when the first branch S11 is selected to be turned on, the first system 101 of the thermal management system 100 can obtain flow path 7, such as... Figure 12 As shown. In the fourth basic flow path, when the second branch S12 is selected to be turned on, the first system 101 of the thermal management system 100 can obtain flow path 8, as shown. Figure 13 As shown.

[0072] In the aforementioned flow paths 1-8, each flow path can enable the first system 101 of the thermal management system 100 to obtain at least one control mode. When two flow paths can obtain the same control mode, the thermal management system 100 can be set to operate according to only one specific flow path when entering that control mode, or it can randomly select either of the two flow paths to operate, without any restrictions.

[0073] When certain components in the flow path are controllable and adjustable, the flow path can even have two or more control modes.

[0074] For example, in some designs, the opening degree of the first throttling element 5 is not adjustable. In other designs, the opening degree of the first throttling element 5 is adjustable, and the throttling opening degree of the first throttling element 5 can be adjusted according to different modes. Optionally, the first throttling element 5 is a capillary tube, an electronic expansion valve, etc.

[0075] In some designs, a second throttling element 10 is connected in series on the second branch S12, allowing the refrigerant to be throttled again before entering or after exiting the battery heat exchanger 11, thereby adjusting the ratio of cooling or heating obtained by the battery heat exchanger 11 to that obtained by other heat exchangers. Optionally, when a second switching valve 12 and a second throttling element 10 are also connected in series on the second branch S12, the second throttling element 10 is connected between the battery heat exchanger 11 and the inner heat exchanger 7, and the second switching valve 12 is connected between the battery heat exchanger 11 and the fourth valve port M. Optionally, when the second throttling element 10 is provided, its throttling opening can be either fixed or adjustable, such as a capillary tube or an electronic expansion valve, thereby further increasing the number of control modes.

[0076] In some embodiments, the first system 101 further includes an internal fan 8 for driving airflow through the internal heat exchanger 7, which can improve the heat exchange efficiency of the internal heat exchanger 7. In some solutions, when the internal fan 8 is off, the internal heat exchanger 7 has a significantly reduced heat exchange with the surrounding space, and it can even be considered that the internal heat exchanger 7 does not exchange heat with the cabin. Therefore, more control modes can be obtained by combining it with other components.

[0077] In some designs, the first system 101 also includes an external fan 4 for driving airflow through the external heat exchanger 3, which can improve the heat exchange efficiency of the external heat exchanger 3. In other designs, when the external fan 4 is off, the heat exchange between the external heat exchanger 3 and the surrounding space is greatly reduced, or even non-existent. Therefore, more control modes can be obtained by combining it with other components.

[0078] In some embodiments, flow path 1 can enable the thermal management system 100 to have a cabin-only cooling mode. When the first system 101 is in cabin-only cooling mode, one end of the external heat exchanger 3 is connected to the exhaust port 1b through a refrigerant pipeline, the third valve port J is connected to the intake port 1a through a refrigerant pipeline, the first branch S11 is open and the second branch S12 is not open.

[0079] like Figure 6 The diagram illustrates a cabin-only cooling mode. The high-temperature refrigerant discharged from compressor 1 passes sequentially through the fifth port A and sixth port B of the second reversing valve 2, entering the external heat exchanger 3 where it releases heat to the outside air. The refrigerant then enters the first throttling element 5, which maintains its throttling function, reducing pressure to form a low-temperature refrigerant. This low-temperature refrigerant then passes through the first port L and second port K of the first reversing valve 6 into the internal heat exchanger 7, thereby absorbing heat and cooling the cabin. The refrigerant, after absorbing heat, flows from the first branch S11, then through the fourth port M and third port J of the first reversing valve 6, then through the eighth port D and seventh port C of the second reversing valve 2, finally returning to compressor 1. This cabin-only cooling mode allows for independent cooling of the cabin. For example… Figure 8 As shown, flow path 1 enables the thermal management system 100 to have a cabin-only cooling mode. In some thermal management systems 100, when the cabin-only cooling mode is activated, it only operates according to flow path 1; in other thermal management systems 100, when the cabin-only cooling mode is activated, it will select to operate according to either flow path 1 or flow path 3 based on other conditions.

[0080] When the first system 101 also includes an internal fan 8 and an external fan 4, in the cabin single-cooling mode, both the internal fan 8 and the external fan 4 can be turned on to improve the cooling efficiency of the cabin.

[0081] In some embodiments, the operating mode of the first system 101 further includes a battery-only cooling first mode. When the first system 101 is in the battery-only cooling first mode, one end of the external heat exchanger 3 is connected to the exhaust port 1b through a refrigerant pipe, the third valve port J is connected to the intake port 1a through a refrigerant pipe, the first throttling element 5 throttles, the first valve port L is connected to the fourth valve port M and the third valve port J is connected to the second valve port K, the external fan 4 is turned on and the internal fan 8 is turned off.

[0082] In some embodiments, the first system 101 operates in a battery-only cooling second mode. When the first system 101 is in the battery-only cooling second mode, one end of the external heat exchanger 3 is connected to the exhaust port 1b via a refrigerant pipe, the third valve port J is connected to the intake port 1a via a refrigerant pipe, at least one of the first throttling element 5 and the second throttling element 10 throttles the air so that one end of the battery heat exchanger 11 is connected to the second valve port K via a refrigerant pipe and the internal heat exchanger 7, the other end of the battery heat exchanger 11 is connected to the fourth valve port M via a refrigerant pipe, the first valve port L is connected to the second valve port K, the fourth valve port M is connected to the third valve port J, the external fan 4 is turned on and the internal fan 8 is turned off.

[0083] In some embodiments, the operating mode of the first system 101 includes a cabin cooling battery heating first mode. When the first system 101 is in the cabin cooling battery heating first mode, one end of the external heat exchanger 3 is connected to the exhaust port 1b through a refrigerant pipeline, the third valve port J is connected to the intake port 1a through a refrigerant pipeline, the first throttling element 5 is fully open without throttling, the second throttling element 10 throttles, the first valve port L is connected to the fourth valve port M, the second valve port K is connected to the third valve port J, the external fan 4 is closed, and the internal fan 8 is turned on.

[0084] In some embodiments, the operating mode of the first system 101 includes a cabin heating and battery cooling first mode. When the first system 101 is in the cabin heating and battery cooling first mode, one end of the external heat exchanger 3 is connected to the exhaust port 1b through a refrigerant pipeline, the third valve port J is connected to the intake port 1a through a refrigerant pipeline, the first throttling element 5 is fully open without throttling, the second throttling element 10 throttles, the first valve port L is connected to the second valve port K, the fourth valve port M is connected to the third valve port J, the external fan 4 is closed, and the internal fan 8 is turned on.

[0085] In some embodiments, the operating mode of the first system 101 includes a battery-only heating first mode. When the first system 101 is in the battery-only heating first mode, the fifth valve port A is connected to the eighth valve port D, the sixth valve port B is connected to the seventh valve port C, the first valve port L is connected to the fourth valve port M, the second valve port K is connected to the third valve port J, the external fan 4 is turned on while the internal fan 8 is turned off, the first throttling element 5 throttles while the second throttling element 10 is fully open and does not throttle.

[0086] In some embodiments, the operating mode of the first system 101 includes a battery-only heating second mode. When the first system 101 is in the battery-only heating second mode, the fifth valve port A is connected to the eighth valve port D, the sixth valve port B is connected to the seventh valve port C, the third valve port J is connected to the fourth valve port M, the second valve port K is connected to the first valve port L, the external fan 4 is turned on while the internal fan 8 is turned off, and at least one of the first throttling element 5 and the second throttling element 10 is throttled.

[0087] In some embodiments, the operating mode of the first system 101 includes a cabin cooling battery heating second mode. When the first system 101 is in the cabin cooling battery heating second mode, the fifth valve port A is connected to the eighth valve port D, the sixth valve port B is connected to the seventh valve port C, the third valve port J is connected to the fourth valve port M, the second valve port K is connected to the first valve port L, the second throttling element 10 throttles, and the internal fan 8 is turned on.

[0088] In some embodiments, the operating mode of the first system 101 includes a cabin heating and battery cooling second mode. When the first system 101 is in the cabin heating and battery cooling second mode, the fifth valve port A is connected to the eighth valve port D, the sixth valve port B is connected to the seventh valve port C, the first valve port L is connected to the fourth valve port M, the second valve port K is connected to the third valve port J, the second throttling element 10 throttles, and the internal fan 8 is turned on.

[0089] In some specific embodiments, flow path 2 enables the thermal management system 100 to have a dual-cooling mode for the cabin and battery. When the first system 101 is in the dual-cooling mode for the cabin and battery, one end of the external heat exchanger 3 is connected to the exhaust port 1b through a refrigerant pipeline, and the third valve port J is connected to the intake port 1a through a refrigerant pipeline. The first reversing valve 6 can be switched to connect the first valve port L with the second valve port K and the third valve port J with the fourth valve port M, or switch to connect the first valve port L with the fourth valve port M and the third valve port J with the second valve port K, so that the cooling capacity is adjustable between the cabin and the battery.

[0090] For example Figure 7 In a dual-cooling mode for the cabin battery, the fifth port A of the second reversing valve 2 is connected to the sixth port B, and the seventh port C is connected to the eighth port D. The first port L of the first reversing valve 6 is connected to the second port K, and the third port J is connected to the fourth port M. The first switching valve 13 is closed and the second switching valve 12 is open. In this dual-cooling mode for the cabin battery obtained in flow path 2, the high-temperature gaseous refrigerant discharged from the compressor 1 passes sequentially through the fifth port A and the sixth port B of the second reversing valve 2, and enters the external heat exchanger 3, where it releases heat to the outside air. Then, the refrigerant enters the first throttling element 5, which performs a primary throttling function, reducing the pressure and forming a low-temperature refrigerant. The low-temperature refrigerant enters the internal heat exchanger 7 through the first valve port L and the second valve port K of the first reversing valve 6, thereby absorbing heat and cooling the cabin. Then, the refrigerant enters the battery heat exchanger 11 through the second branch S12 to absorb heat again. Afterward, the refrigerant passes through the fourth valve port M and the third valve port J of the first reversing valve 6, then through the eighth valve port D and the seventh valve port C of the second reversing valve 2, and finally returns to the compressor 1. This dual-cooling mode for the cabin and battery provides dual cooling for both.

[0091] Specifically, such as Figure 7As shown, when a second throttling element 10 is connected in series on the second branch S12, and both the internal fan 8 and the external fan 4 are turned on in flow path 2, both the first throttling element 5 and the second throttling element 10 throttle, allowing both the cabin and the battery to be cooled. The second throttling element 10 can even achieve deep throttling, ensuring that the battery heat exchanger 11 receives sufficient cooling. This dual-cooling mode for the cabin and battery can be called the battery priority sub-mode.

[0092] In some specific embodiments, such as Figure 9 As shown, flow path 4 enables the thermal management system 100 to have another dual-cooling mode for the cabin battery, and some may even have other control modes. In flow path 4, the fifth valve port A of the second reversing valve 2 is connected to the sixth valve port B, and the seventh valve port C is connected to the eighth valve port D. The first valve port L of the first reversing valve 2 is connected to the fourth valve port M, the third valve port J is connected to the second valve port K, the first switching valve 13 is closed and the second switching valve 12 is open. The high-temperature gas refrigerant discharged from the compressor 1 passes sequentially through the fifth valve port A and the sixth valve port B of the second reversing valve 2, and enters the external heat exchanger 3, where it releases heat to the outside air. Then the refrigerant enters the first throttling element 5, which performs a primary throttling function, reducing the pressure and forming a low-temperature refrigerant. The low-temperature refrigerant enters the second branch S12 through the first valve port L and the fourth valve port M of the first reversing valve 6. It absorbs heat through the battery heat exchanger 11 and the internal heat exchanger 7. Then, the refrigerant passes through the second valve port K and the third valve port J of the first reversing valve 6, then through the eighth valve port D and the seventh valve port C of the second reversing valve 2, and finally returns to the compressor 1. This dual-cooling mode for the cabin and battery provides dual cooling for both.

[0093] Optionally, such as Figure 9 As shown, when a second throttling element 10 is connected in series on the second branch S12, and both the internal fan 8 and the external fan 4 are turned on in flow path 2, both the first throttling element 5 and the second throttling element 10 throttle, allowing both the cabin and the battery to be cooled. The second throttling element 10 can even achieve deep throttling, ensuring sufficient cooling for the cabin. This dual-cooling mode for the cabin and battery can be called the cabin-priority sub-mode.

[0094] For example Figure 9 As shown, when there is no second throttling element 10 on the second branch S12 or the second throttling element 10 is fully open and not throttling, when the internal fan 8 is closed and the external fan 4 is open in the flow path 2, the closing of the internal fan 8 makes the heat exchange of the internal heat exchanger 7 small or even negligible. At this time, it can be regarded as the cabin not receiving heat exchange. This mode can be called battery single cooling mode.

[0095] For example Figure 9As shown, when a second throttling element 10 is connected in series on the second branch S12, the internal fan 8 is on and the external fan 4 is off in flow path 2. The first throttling element 5 is fully open and not throttling, while the second throttling element 10 maintains throttling. This flow path 4 can achieve a cabin cooling battery heating mode. In this cabin cooling battery heating mode, the high-temperature gaseous refrigerant discharged by the compressor 1 passes sequentially through the fifth valve port A and the sixth valve port B of the second reversing valve 2 and enters the external heat exchanger 3. Since the external fan 4 is off, the heat exchange of the external heat exchanger 3 is small or even negligible. The refrigerant passes through the fully open first throttling element 5, and then through the first valve port L and the fourth valve port M of the first reversing valve 6. The high-temperature and high-pressure refrigerant enters the second branch S12 and releases heat in the battery heat exchanger 11, thus heating the battery. Afterwards, the refrigerant is throttled into a low-temperature, low-pressure refrigerant by the second throttling element 10, and then enters the internal heat exchanger 7 to absorb heat. The internal fan 8 is turned on to ensure the heat exchange capacity of the internal heat exchanger 7. Then, the refrigerant passes through the second valve port K and the third valve port J of the first reversing valve 6, through the eighth valve port D and the seventh valve port C of the second reversing valve 2, and finally returns to the compressor 1. In the cabin cooling and battery heating mode, the cabin is cooled while the battery is heated.

[0096] In some embodiments, the operating mode of the first system 101 includes a cabin-only heating mode; when the first system 101 is in the cabin-only heating mode, the fifth valve port A is connected to the eighth valve port D, the sixth valve port B is connected to the seventh valve port C, the first branch S11 is open and the second branch S12 is not open.

[0097] like Figure 10 The flow path 5 shown enables the thermal management system 100 to have a cabin-only heating mode. In the cabin-only heating mode, the high-temperature gaseous refrigerant discharged from the compressor 1 passes sequentially through the fifth valve port A and the eighth valve port D of the second reversing valve 2, through the third valve port J and the fourth valve port M of the first reversing valve 6, and enters the internal heat exchanger 7 through the first branch S11 to release heat. After releasing heat, the refrigerant passes through the second valve port K and the first valve port L of the first reversing valve 6, and then is throttled and depressurized by the first throttling element 5 to form a low-temperature refrigerant. The low-temperature refrigerant absorbs heat through the external heat exchanger 3, and finally returns to the compressor 1 through the sixth valve port B and the seventh valve port C of the second reversing valve 2. The cabin-only heating mode can provide separate heating for the cabin. For example... Figure 12 As shown, flow path 7 can also enable the thermal management system 100 to have a cabin-only thermal mode. In some thermal management systems 100, when the cabin-only thermal mode is activated, it only operates according to flow path 5; in other thermal management systems 100, when the cabin-only thermal mode is activated, it will select to operate according to either flow path 5 or flow path 7 based on other conditions.

[0098] When the first system 101 also includes an internal fan 8 and an external fan 4, in the cabin single heating mode, both the internal fan 8 and the external fan 4 can be turned on to enhance the heating efficiency of the cabin.

[0099] In some embodiments, the operating mode of the first system 101 includes a dual-heating mode for the cabin battery. When the first system 101 is in the dual-heating mode for the cabin battery, the fifth valve port A is connected to the eighth valve port D, the sixth valve port B is connected to the seventh valve port C, and the first reversing valve 6 can be switched to connect the first valve port L to the second valve port K and the third valve port J to the fourth valve port M, or switch to connect the first valve port L to the fourth valve port M and the third valve port J to the second valve port K, so that the heat distribution between the cabin and the battery is adjustable.

[0100] like Figure 11 As shown, flow path 11 illustrates a dual-heating mode for the cabin battery in the thermal management system 100. In this mode, the fifth valve port A is connected to the eighth valve port D, the sixth valve port B is connected to the seventh valve port C, the first valve port L is connected to the second valve port K, and the third valve port J is connected to the fourth valve port M. The first switching valve 13 is closed, and the second switching valve 12 is open. The high-temperature refrigerant discharged from the compressor 1 passes sequentially through the fifth valve port A and the eighth valve port D of the second reversing valve 2, and through the third valve port J and the fourth valve port M of the first reversing valve 6, before entering the second branch S12. The high-temperature, high-pressure refrigerant releases heat in the battery heat exchanger 11 and then enters the inner heat exchanger 7 for further heat release. After heat release, the refrigerant passes through the second valve port K and the first valve port L of the first reversing valve 6, and then is throttled and depressurized by the first throttling element 5 to form a low-temperature refrigerant. The low-temperature refrigerant absorbs heat through the outer heat exchanger 3 and finally returns to the compressor 1 through the sixth valve port B and the seventh valve port C of the second reversing valve 2. The cabin and battery have a dual heating mode, which provides dual heating for both the cabin and the battery.

[0101] In this embodiment, the second throttling element 10 may not be connected in series on the second branch S12. Alternatively, as... Figure 11 As shown, a second throttling element 10 is also connected in series on the second branch S12. In the dual-thermal mode of the cabin battery, the second throttling element 10 is in a fully open, non-throttling state.

[0102] When the first system 101 also includes an internal fan 8 and an external fan 4, both the internal fan 8 and the external fan 4 are turned on in the dual-heating mode of the cabin battery, and both the cabin and the battery can be effectively heated.

[0103] In some embodiments, such as Figure 13As shown, flow path 8 can also enable the thermal management system 100 to have another dual-heating mode for the cabin and battery, and some can even have other control modes. In flow path 8, the fifth valve port A is connected to the eighth valve port D, the sixth valve port B is connected to the seventh valve port C, the first valve port L is connected to the fourth valve port M, the second valve port K is connected to the third valve port J, the first switching valve 13 is closed and the second switching valve 12 is open. The high-temperature gas refrigerant discharged from the compressor 1 passes sequentially through the second reversing valve 2 and the first reversing valve 6, is heated by the internal heat exchanger 7, and then enters the second branch S12, and is further heated by the battery heat exchanger 11. After being heated, the refrigerant passes through the first reversing valve 6, the first throttling element 5, and the external heat exchanger 3, and then returns to the compressor 1 through the sixth valve port B and the seventh valve port C of the second reversing valve 2. This dual-heating mode for the cabin and battery can also form dual heating for the cabin and battery.

[0104] Furthermore, such as Figure 13 As shown, when a second throttling element 10 is connected in series on the second branch S12, and when both the internal fan 8 and the external fan 4 in flow path 2 can be opened and closed, and the throttling openings of both the first throttling element 5 and the second throttling element 10 are adjustable, flow path 8 can also achieve a cabin heating and battery cooling mode. In the cabin heating and battery cooling mode, the first switching valve 13 is closed, the second switching valve 12 is open, the external fan 4 is closed, the internal fan 8 is open, the first throttling element 5 is fully open without throttling, and the second throttling element 10 throttles. The high-temperature gas refrigerant discharged from the compressor 1 passes sequentially through the second reversing valve 2 and the first reversing valve 6, and releases heat through the internal heat exchanger 7. The opening of the internal fan 8 improves the heat exchange efficiency of the internal heat exchanger 7. Then, after cooling, the refrigerant enters the second branch S12, where it is throttled and cooled and depressurized by the second throttling element 10. The refrigerant then absorbs heat through the battery heat exchanger 11, thereby reducing the battery temperature. After releasing heat, the refrigerant flows through the first reversing valve 6, the first throttling element 5, and the external heat exchanger 3. Since the second throttling element 10 is fully open and not throttling, and the external fan 4 is closed, the heat exchange at the second throttling element 10 and the external heat exchanger 3 is negligible. Afterward, the refrigerant returns to the compressor 1 through the sixth valve port B and the seventh valve port C of the second reversing valve 2. In the cabin heating and battery cooling mode, the cabin can be heated while the battery is cooled.

[0105] Furthermore, such as Figure 13As shown, flow path 8 can also achieve a single-heat battery mode. In this mode, the first switching valve 13 is closed, the second switching valve 12 is open, the external fan 4 is on while the internal fan 8 is off, the first throttling element 5 throttles while the second throttling element 10 is fully open. The high-temperature refrigerant discharged from the compressor 1 flows sequentially through the second reversing valve 2 and the first reversing valve 6, then through the internal heat exchanger 7. Since the internal fan 8 is off, the heat exchange of the refrigerant at the internal heat exchanger 7 is negligible. Then, the high-temperature, high-pressure refrigerant enters the second branch S12. Since the second throttling element 10 is fully open, it has little impact on the refrigerant. The high-temperature, high-pressure refrigerant enters the battery heat exchanger 11 and releases heat, thereby increasing the battery temperature. After releasing heat, the refrigerant flows through the first reversing valve 6, and is throttled and depressurized by the first throttling element 5 to form a low-temperature refrigerant. The low-temperature refrigerant absorbs heat through the external heat exchanger 3, and then returns to the compressor 1 through the sixth valve port B and the seventh valve port C of the second reversing valve 2. The battery-only heating mode allows for individual heating of the battery.

[0106] In summary, the first system 101 of this application integrates the cabin temperature control and battery temperature control systems into one. Compared to setting up a separate temperature control system for the battery, the solution of this application is not only lower in cost, but also allows for flexible adjustment of whether the battery is being cooled or heated. Moreover, when the battery needs to be heated or cooled, the amount of heat or cold received by the battery can be regulated by adjusting the flow path of the refrigerant.

[0107] The internal heat exchanger 7 is used to regulate the temperature inside the passenger compartment. When the first branch S11 is open and S12 is closed, the second reversing valve 2 controls whether the internal heat exchanger 7 is in cooling or heating mode. When the first branch S11 is closed and S12 is open, the second reversing valve 2 and the first reversing valve 6 control the heat distribution ratio between the internal heat exchanger 7 and the battery heat exchanger 11 when both need heating. Similarly, the cooling distribution ratio between the internal heat exchanger 7 and the battery heat exchanger 11 can be adjusted when both need cooling. This regulation method cannot be achieved simply by controlling the frequency of the compressor 1; however, through other connection methods, the solution uses fewer components and has higher energy efficiency. Because there are multiple selectable modes, it can meet various passenger needs, making the user experience more comfortable.

[0108] This solution can improve battery performance and extend battery life. The system has a simple structure and can meet the heating and cooling needs of the thermal management system 100 under different operating conditions in a more economical and energy-efficient manner.

[0109] It should be noted that the designations of the external heat exchanger 3 and the internal heat exchanger 7 mentioned in this application do not refer to the fact that the external heat exchanger 3 is located outside the vehicle while the internal heat exchanger 7 is located inside the vehicle. In this application, the internal heat exchanger 7 is used to regulate the temperature of the passenger compartment, and the external heat exchanger 3 is used to exchange heat between the thermal management system 100 and the outside air. The specific locations of the external heat exchanger 3 and the internal heat exchanger 7 on the vehicle are not limited.

[0110] In some specific embodiments, the cooling or heating energy released by the internal heat exchanger 7 is provided to the cabin through the air duct system, thereby achieving the effect of cooling or heating the cabin by blowing cool air. Of course, this application does not exclude the possibility that in some solutions, the internal heat exchanger 7 is directly installed in the cabin without the need for an air duct system.

[0111] When setting up an air duct system, it should be noted that the specific composition of the air duct system is not limited. For example, it may include air ducts, fans for circulating air through the air ducts, and hot / cold dampers for controlling the opening and closing of the air ducts. The air ducts are suitable for delivering air into the passenger cabin through air vents. In addition, the location where the air duct system blows air into the passenger cabin is not limited and can be determined according to the location of the air vents. For example, it may blow air onto the windows, the upper body or face of the front (or rear) passengers, the lower body or feet of the front (or rear) passengers, etc. There are no restrictions here.

[0112] It should also be noted that the battery heat exchanger 11 is used to regulate the temperature of the vehicle battery pack, and the relative relationship between the battery heat exchanger 11 and the battery pack is not limited. For example, the battery heat exchanger 11 can be part of the battery pack, that is, the battery pack includes the battery pack body and the battery heat exchanger 11, and the battery heat exchanger 11 regulates the temperature of the battery pack body. Alternatively, the battery heat exchanger 11 and the battery pack can be two separate components that work together for heat transfer, so that the battery heat exchanger 11 can also regulate the temperature of the battery pack.

[0113] In some solutions of this application, a second throttling element 10 is provided on the second branch S12. When the opening of the second throttling element 10 is adjustable, the opening of the second throttling element 10 can be used to adjust the cooling capacity distribution ratio of the internal heat exchanger 7 and the battery heat exchanger 11, and can also adjust whether the internal heat exchanger 7 and the battery heat exchanger 11 are in a cooling state or a heating state, so as to facilitate the combination of more control modes.

[0114] In some designs, the opening of the first throttling element 5 is also adjustable. When the second reversing valve 2 and the first reversing valve 6 are controlled to be in the conducting state, more control modes can be combined between the internal heat exchanger 7 and the battery heat exchanger 11, which will be detailed below.

[0115] In some embodiments, such as Figure 14As shown, the thermal management system 100 also includes a second system 102, which includes a first drive pump 17, a heater core 15, and a heat absorption flow path S3 connected sequentially through a circulation pipeline. When the first drive pump 17 is turned on, the flowing medium in the second system 102 can circulate between the heater core 15 and the heat absorption flow path S3 through the circulation pipeline, driven by the first drive pump 17. The flowing medium absorbs heat in the heat absorption flow path S3, and releases heat at the heater core 14, thereby forming warm air. In some designs, the heater core 14 is used to blow warm air or warm and humid airflow to devices such as windows and heat exchangers to reduce fogging or frost.

[0116] Specifically, the thermal management system 100 further includes a heat exchanger 14, which has a first heat exchange channel 141 and a second heat exchange channel 142 for mutual heat exchange. The first heat exchange channel 141 is located on the refrigerant pipeline between the compressor 1 and the seventh valve port C of the first system 101, and the second heat exchange channel 142 is located on the heat absorption flow path S3 of the second system 102. With this configuration, the flowing medium of the second system 102 can enter the second heat exchange channel 142 of the heat exchanger 14, while the refrigerant of the first system 101 enters the first heat exchange channel 141 of the heat exchanger 14 before entering the compressor 1. The refrigerant of the first system 101 can absorb heat, increasing its enthalpy and reducing the power loss of the compressor 1. The warm air core 15 of the second system 102 can absorb heat from the heat exchanger 14 using the flowing medium, fully utilizing the heat of the first system 101 and reducing the energy loss of the second system 102. This solution saves energy consumption in the thermal management system 100.

[0117] Specifically, such as Figure 14 As shown, the first system 101 also includes a switching branch S2, which is equipped with a third switching valve 9. The two ends of the switching branch S2 are respectively connected to the suction port 1a of the compressor 1 and the seventh valve port C. The switching branch S2 allows the system to select whether to couple the first system 101 and the second system 102 according to the requirements.

[0118] For example, when the compressor 1 is overloaded and the refrigerant flow is insufficient, the third switching valve 9 can be closed so that the refrigerant at the second reversing valve 2 can return directly to the compressor 1 from the switching branch S2.

[0119] In some designs, the thermal management system 100 is configured such that when the second system 102 is running, the third switching valve 9 is shut off, i.e., the switching branch S2 is disconnected. At this time, the refrigerant in the first system 101 returns to the compressor 1 from the heat exchanger 14, and the flowing medium in the second system 102 absorbs heat from the heat exchanger 14. When the second system 102 stops running, the third switching valve 9 is opened, i.e., the switching branch S2 is connected. At this time, the refrigerant in the first system 101 returns to the compressor 1 from the switching branch S2, while the flowing medium in the second system 102 stops flowing.

[0120] In some specific embodiments, such as Figure 15 As shown, the second system 102 also includes a third reversing valve 18 and an engine cooling jacket 19. The third reversing valve 18 includes a ninth valve port E, a tenth valve port F, an eleventh valve port G, and a twelfth valve port H. The ninth valve port E is switchably connected to one of the tenth valve port F and the twelfth valve port H, and the eleventh valve port G is switchably connected to the other of the tenth valve port F and the twelfth valve port H. The ninth valve port E is connected to the heat absorption flow path S3, and the tenth valve port F is connected to the first drive pump 17 via a circulation pipeline. The engine cooling jacket 19 is connected to the eleventh valve port G and the twelfth valve port H via circulation pipelines. This configuration allows the second system 102 to be integrated with the engine cooling system. The heater core 15 can absorb engine heat, and the engine can utilize the second system 102 for cooling, achieving a more economical and energy-efficient circulation system.

[0121] Furthermore, such as Figure 15 As shown, the second system 102 also includes a second drive pump 20, which is located on the circulation line between the engine cooling jacket 19 and the third reversing valve 18. This provides more power, allowing the flow medium within the engine cooling jacket 19 to flow more smoothly within the second system 102.

[0122] Optionally, such as Figure 14 and Figure 15 As shown, the second system 102 also includes an electric heater 16, which is located on the circulation pipeline between the first drive pump 17 and the heater core 15. The electric heater 16 is located upstream of the heater core 15, and the heat absorption flow path S3 is located downstream of the heater core 15. The electric heater 16 can supplement the insufficient heat in the second system 102. For example, when the heat of the first system 101 and the engine cooling jacket 19 is insufficient, the electric heater 16 can be used to directly supplement the heat.

[0123] In this application, when a second system 102 is provided, the flow paths of the second system 102 can be combined with the eight flow paths of the first system 101. Each flow path of the second system 102 can enable the thermal management system 100 to obtain at least one control mode for the second system 102.

[0124] When the second system 102 has multiple flow paths, each flow path of the first system 101 can be combined with multiple flow paths of the second system 102. Therefore, the multiple control modes of the first system 101 and the multiple control modes of the second system 102 can be arranged and combined to create more mode combinations.

[0125] by Figure 15 Taking the structure of the second system 102 as an example, the second system 102 includes: a heater core 15, an electric heater 16, a first drive pump 17, a third reversing valve 18, a heat absorption flow path S3, an engine cooling jacket 19, and a second drive pump 20. Figure 16 As shown, when the ninth valve port E and the tenth valve port F of the third directional valve 18 are connected, and the eleventh valve port G and the twelfth valve port H are connected, the second system 102 can obtain flow path 9. Figure 17 As shown, when the ninth valve port E and the twelfth valve port H of the third reversing valve 18 are connected, and the eleventh valve port G and the tenth valve port F are connected, the second system 102 can obtain the flow path 10.

[0126] like Figure 16 As shown, flow path 9 enables the second system 102 to operate in electric heating mode. In electric heating mode, the first drive pump 17 is turned on, the second drive pump 20 is turned off, and the electric heater 16 is turned on. The flow medium in the second system 102 circulates under the drive of the first drive pump 17. The flow medium receives heat from the heat exchanger 14 and the electric heater 16 of the first system 101, and releases heat in the heating core 15, thereby achieving a rapid heating effect.

[0127] like Figure 17 As shown, flow path 10 enables the second system 102 to operate in engine hot air mode. In engine hot air mode, the first drive pump 17 is off, the second drive pump 20 is on, and the electric heater 16 is off. The flow medium in the second system 102 circulates under the drive of the second drive pump 20. The flow medium receives heat from the heat exchanger 14 and engine cooling jacket 19 of the first system 101, and releases heat in the heater core 15, thereby achieving a rapid heating effect.

[0128] like Figure 17 As shown, flow path 10 enables the second system 102 to achieve a dual-heater mode. In dual-heater mode, the first drive pump 17 is off, the second drive pump 20 is on, and the electric heater 16 is on. The flow medium in the second system 102 circulates under the drive of the second drive pump 20. The flow medium receives heat from the heat exchanger 14, engine cooling jacket 19, and electric heater 16 of the first system 101, and releases heat in the heater core 15, thereby further achieving a rapid heating effect.

[0129] In one specific embodiment of the present invention, such as Figure 15In the illustrated embodiment, the first system 101 has eight flow paths (i.e., flow paths 1 to 8), which can provide at least nine control modes. The second system 102 has two flow paths (i.e., flow paths 9 to 10), which can provide at least three warm air modes. When both the first system 101 and the second system 102 are operating, the control modes of the first system 101 and the warm air modes of the second system 102 can be combined to obtain more mode combinations.

[0130] The thermal management system 100 of this invention is an integrated solution combining a heat pump system, battery thermal management, and engine cooling system. It realizes an integrated control system for cabin and battery thermal management, achieving a more economical and energy-efficient circulation system.

[0131] The thermal management system 100 of the present invention can realize multiple functions such as individual battery cooling, individual cabin cooling, battery cooling priority, and cabin cooling priority when the system has a cooling demand, through the control of the second reversing valve 2 and the first reversing valve 6, thereby realizing a more economical and energy-saving refrigerant circulation system.

[0132] The thermal management system 100 of this invention can control the energy distribution of multiple heat sources, including air source, electric heat source, and engine waste heat, by controlling each valve body when the system has a heating demand, thereby making more efficient use of the heat from each heat source.

[0133] The thermal management system 100 of this invention controls the passenger compartment and battery when they have different cooling and heating modes, meeting the diverse needs of thermal management during vehicle use. The internal heat exchanger 7 and the external heat exchanger 3 in this invention are both dual-purpose.

[0134] The thermal management system 100 of the present invention uses a combination of the second reversing valve 2 and the first reversing valve 6 to couple the internal heat exchanger 7, the external heat exchanger 3, the battery heat exchanger 11 and the circulating water circuit, with various coupling methods.

[0135] This invention's thermal management system 100 performs well even in hybrid vehicles with long driving ranges. It uses fewer valves, resulting in a significant cost advantage. Heating can utilize waste heat from the engine, further saving energy. The combined use of multiple heat sources and their integration achieves a more economical and energy-efficient result.

[0136] The vehicle 1000 according to an embodiment of the present invention includes the thermal management system 100 described in the above embodiment.

[0137] According to an embodiment of the present invention, the vehicle 1000, by setting the aforementioned thermal management system 100, can obtain multiple control modes using the multiple flow paths of the first system 101, thereby meeting various thermal management needs of the passenger compartment and battery. When the second system 102 is provided, multiple heat sources can be used to heat the heater core 15, effectively utilizing heat, leveraging integrated advantages, and achieving economic and energy-saving goals.

[0138] Other components of the vehicle 1000 according to embodiments of the present invention, such as the structure and operation of the engine and differential, are known to those skilled in the art and will not be described in detail here.

[0139] In the description of this specification, references to terms such as "embodiment," "example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0140] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system for vehicles, characterized in that, The first system includes: The compressor has an intake port and an exhaust port; An external heat exchanger, one end of which is optionally connected to the exhaust port via a refrigerant pipeline; The first throttling element has one end connected to the other end of the external heat exchanger via a refrigerant pipe; A first reversing valve, comprising a first valve port, a second valve port, a third valve port, and a fourth valve port, wherein the first valve port is switchably connected to one of the second valve port and the fourth valve port, and the third valve port is switchably connected to the other of the second valve port and the fourth valve port; the first valve port is connected to the other end of the first throttling element via a refrigerant line, and the third valve port is selectively connected to the suction port via a refrigerant line. An internal heat exchanger, one end of which is connected to the second valve port via a refrigerant pipeline, is used for heat exchange with the passenger compartment of the vehicle. A battery heat exchanger, one end of which is optionally connected to the other end of the inner heat exchanger via a refrigerant pipeline, and the other end of which is optionally connected to the fourth valve port via a refrigerant pipeline.

2. The thermal management system for a vehicle according to claim 1, characterized in that, The first system operates in a dual-cooling mode for the cabin and battery. When the first system is in dual-cooling mode, one end of the external heat exchanger is connected to the exhaust port via a refrigerant pipeline, and the third valve port is connected to the intake port via a refrigerant pipeline. The first reversing valve can be switched to a configuration where the first valve port is connected to the second valve port and the third valve port is connected to the fourth valve port, or to a configuration where the first valve port is connected to the fourth valve port and the third valve port is connected to the second valve port, so that the cooling capacity is adjustable between the cabin and the battery.

3. The thermal management system for a vehicle according to claim 1, characterized in that, The first system further includes: a second reversing valve, the second reversing valve including a fifth valve port, a sixth valve port, a seventh valve port and an eighth valve port, the fifth valve port being switchably connected to one of the sixth valve port and the eighth valve port, the seventh valve port being switchably connected to the other of the sixth valve port and the eighth valve port, the fifth valve port being connected to the exhaust port through a refrigerant pipeline, the sixth valve port being connected to one end of the external heat exchanger through a refrigerant pipeline, the seventh valve port being connected to the intake port through a refrigerant pipeline, and the eighth valve port being connected to the third valve port through a refrigerant pipeline.

4. The thermal management system for a vehicle according to claim 3, characterized in that, The first system operates in a dual-heating mode for the cabin and battery. When the first system is in dual-heating mode for the cabin and battery, the fifth valve port is connected to the eighth valve port, the sixth valve port is connected to the seventh valve port, and the first reversing valve can be switched to connect the first valve port to the second valve port and the third valve port to the fourth valve port, or switch to connect the first valve port to the fourth valve port and the third valve port to the second valve port, so that the heat distribution between the cabin and the battery is adjustable.

5. The thermal management system for a vehicle according to claim 1, characterized in that, The first system further includes a flow selection path, one end of which is connected to the internal heat exchanger and the other end of which is connected to the fourth valve port. The flow selection path includes a first branch and a second branch connected in parallel and switchable, and the battery heat exchanger is connected in series on the second branch.

6. The thermal management system for a vehicle according to claim 5, characterized in that, The first system operates in a cabin-only cooling mode. When the first system is in cabin-only cooling mode, one end of the external heat exchanger is connected to the exhaust port through a refrigerant pipeline, the third valve port is connected to the intake port through a refrigerant pipeline, the first branch is open and the second branch is closed.

7. The thermal management system for a vehicle according to claim 5 or 6, characterized in that, A first switching valve is connected in series on the first branch, and a second switching valve is also connected in series on the second branch.

8. The thermal management system for a vehicle according to claim 7, characterized in that, The first system further includes a second reversing valve, which includes a fifth valve port, a sixth valve port, a seventh valve port, and an eighth valve port. The fifth valve port is switchably connected to one of the sixth valve port and the eighth valve port, and the seventh valve port is switchably connected to the other of the sixth valve port and the eighth valve port. The fifth valve port is connected to the exhaust port via a refrigerant pipeline, the sixth valve port is connected to one end of the external heat exchanger via a refrigerant pipeline, the seventh valve port is connected to the intake port via a refrigerant pipeline, and the eighth valve port is connected to the third valve port via a refrigerant pipeline. The first system operates in a cabin-only thermal mode. When the first system is in cabin-only thermal mode, the fifth valve port is connected to the eighth valve port, the sixth valve port is connected to the seventh valve port, the first branch is conductive, and the second branch is not conductive.

9. The thermal management system for a vehicle according to claim 7, characterized in that, A second throttling element is also connected in series on the second branch. The second throttling element is connected between the battery heat exchanger and the internal heat exchanger. The first throttling element and the second throttling element are throttling elements with adjustable opening.

10. The thermal management system for a vehicle according to claim 1, characterized in that, The first system also includes: An internal fan, which drives air to flow through the internal heat exchanger; An external fan is used to drive airflow through the external heat exchanger; A second throttling element is connected between the battery heat exchanger and the internal heat exchanger; The first throttling element and the second throttling element are both throttling elements with adjustable opening.

11. The thermal management system for a vehicle according to claim 10, characterized in that, The operating modes of the first system also include: battery-only cooling first mode; when the first system is in battery-only cooling first mode, one end of the external heat exchanger is connected to the exhaust port through a refrigerant pipeline, the third valve port is connected to the intake port through a refrigerant pipeline, the first throttling element throttles, the first valve port is connected to the fourth valve port and the third valve port is connected to the second valve port, the external fan is turned on and the internal fan is turned off; And / or, the operating mode of the first system includes a battery-only cooling second mode; when the first system is in the battery-only cooling second mode, one end of the external heat exchanger is connected to the exhaust port through a refrigerant pipeline, the third valve port is connected to the intake port through a refrigerant pipeline, at least one of the first throttling element and the second throttling element throttles so that one end of the battery heat exchanger is connected to the second valve port through a refrigerant pipeline and the internal heat exchanger, the other end of the battery heat exchanger is connected to the fourth valve port through a refrigerant pipeline, the first valve port is connected to the second valve port, the fourth valve port is connected to the third valve port, the external fan is turned on and the internal fan is turned off; And / or, the operating mode of the first system includes a cabin cooling battery heating first mode; when the first system is in the cabin cooling battery heating first mode, one end of the external heat exchanger is connected to the exhaust port through a refrigerant pipeline, the third valve port is connected to the intake port through a refrigerant pipeline, the first throttling element is fully open and not throttling, the second throttling element throttles, the first valve port is connected to the fourth valve port, the second valve port is connected to the third valve port, the external fan is closed, and the internal fan is turned on; And / or, the operating mode of the first system includes a cabin heating and battery cooling first mode; when the first system is in the cabin heating and battery cooling first mode, one end of the external heat exchanger is connected to the exhaust port through a refrigerant pipeline, the third valve port is connected to the intake port through a refrigerant pipeline, the first throttling element is fully open and not throttling, the second throttling element throttles, the first valve port is connected to the second valve port, the fourth valve port is connected to the third valve port, the external fan is closed, and the internal fan is turned on.

12. The thermal management system for a vehicle according to claim 11, characterized in that, The first system further includes a second reversing valve, which includes a fifth valve port, a sixth valve port, a seventh valve port, and an eighth valve port. The fifth valve port is switchably connected to one of the sixth valve port and the eighth valve port, and the seventh valve port is switchably connected to the other of the sixth valve port and the eighth valve port. The fifth valve port is connected to the exhaust port via a refrigerant pipeline, the sixth valve port is connected to one end of the external heat exchanger via a refrigerant pipeline, the seventh valve port is connected to the intake port via a refrigerant pipeline, and the eighth valve port is connected to the third valve port via a refrigerant pipeline. The first system operates in a single battery heating mode. When the first system is in the single battery heating mode, the fifth valve port is connected to the eighth valve port, the sixth valve port is connected to the seventh valve port, the first valve port is connected to the fourth valve port, the second valve port is connected to the third valve port, the external fan is turned on while the internal fan is turned off, the first throttling element throttles while the second throttling element is fully open and does not throttle. And / or, the operating mode of the first system includes a battery-only heating second mode; when the first system is in the battery-only heating second mode, the fifth valve port is connected to the eighth valve port, the sixth valve port is connected to the seventh valve port, the third valve port is connected to the fourth valve port, the second valve port is connected to the first valve port, the external fan is turned on and the internal fan is turned off, and at least one of the first throttling element and the second throttling element is throttled; And / or, the operating mode of the first system includes a cabin cooling battery heating second mode; when the first system is in the cabin cooling battery heating second mode, the fifth valve port is connected to the eighth valve port, the sixth valve port is connected to the seventh valve port, the third valve port is connected to the fourth valve port, the second valve port is connected to the first valve port, the second throttling element throttles, and the internal fan is turned on. And / or, the operating mode of the first system includes a cabin heating and battery cooling second mode; when the first system is in the cabin heating and battery cooling second mode, the fifth valve port is connected to the eighth valve port, the sixth valve port is connected to the seventh valve port, the first valve port is connected to the fourth valve port, the second valve port is connected to the third valve port, the second throttling element throttles, and the internal fan is turned on.

13. The thermal management system for a vehicle according to claim 1, characterized in that, The battery heat exchanger is a direct-cooling heat exchanger, which is installed on the battery of the vehicle.

14. The thermal management system for a vehicle according to claim 1, characterized in that, The thermal management system further includes a second system, which includes: a first drive pump, a warm air core, and a heat absorption flow path connected in sequence through a circulation pipeline; The thermal management system further includes a heat exchanger, which has a first heat exchange channel and a second heat exchange channel that exchange heat with each other; the first heat exchange channel is connected in series on the refrigerant pipeline of the compressor connected to the suction port, and the second heat exchange channel is connected in series on the heat absorption flow path of the second system.

15. The thermal management system for a vehicle according to claim 14, characterized in that, The second system further includes an electric heater, which is disposed on the circulation pipeline between the first drive pump and the warm air core, the electric heater being located upstream of the warm air core, and the heat absorption flow path being located downstream of the warm air core.

16. The thermal management system for a vehicle according to claim 14, characterized in that, The first system further includes: a switching branch, wherein a third switching valve is provided on the switching branch, and the switching branch is connected in parallel with the first heat exchange channel of the heat exchanger.

17. The thermal management system for a vehicle according to claim 14, characterized in that, The second system also includes: The third reversing valve includes a ninth valve port, a tenth valve port, an eleventh valve port, and a twelfth valve port. The ninth valve port is switchably connected to one of the tenth valve port and the twelfth valve port, and the eleventh valve port is switchably connected to the other of the tenth valve port and the twelfth valve port. The ninth valve port is connected to the heat absorption flow path, and the tenth valve port is connected to the first drive pump through a circulation pipeline. An engine cooling jacket is connected to the eleventh valve port and the twelfth valve port respectively via a circulation pipeline.

18. The thermal management system for a vehicle according to claim 17, characterized in that, The second system also includes: The second drive pump is located on the circulation line between the engine cooling jacket and the third reversing valve.

19. The thermal management system for a vehicle according to claim 18, characterized in that, The second system further includes: an electric heater, which is disposed on the circulation pipeline between the first drive pump and the warm air core, the electric heater being located upstream of the warm air core, and the heat absorption flow path being located downstream of the warm air core; The second system includes an electric heating mode; when the second system is in the electric heating mode, the ninth valve port is connected to the tenth valve port, the eleventh valve port is connected to the twelfth valve port, the first drive pump is turned on, the second drive pump is turned off, and the electric heater is turned on. And / or, the second system includes an engine heating mode; when the second system is in the engine heating mode, the ninth valve port is connected to the twelfth valve port, the tenth valve port is connected to the eleventh valve port, the first drive pump is turned off, the second drive pump is turned on, and the electric heater is turned off; And / or, the second system includes a dual-heater warm air mode; when the second system is in the dual-heater warm air mode, the ninth valve port is connected to the twelfth valve port, the tenth valve port is connected to the eleventh valve port, the first drive pump is turned off, the second drive pump is turned on, and the electric heater is turned on.

20. A vehicle, characterized in that, The system includes a cabin, a battery, and a thermal management system according to any one of claims 1-19, wherein the internal heat exchanger is used for heat exchange with the cabin, and the battery heat exchanger is used for heat exchange with the battery.

Images