Thermal management system of a vehicle and vehicle

Abstract

The application discloses a kind of thermal management system of vehicle and vehicle, the thermal management system of vehicle includes: compressor, the compressor is equipped with back gas port and exhaust port;First heat exchanger, the first end of the first heat exchanger is connected with the exhaust port;Heat accumulator, the heat accumulator includes first flow channel and second flow channel, and the first flow channel is connected with the second end of the first heat exchanger, and the first end of the second flow channel is connected with the back gas port;Evaporator, the first end of the evaporator is connected with the second end of the first flow channel, and the second end of the evaporator is connected with the second end of the second flow channel.The thermal management system of vehicle of the application can improve the temperature of refrigerant flowing back to the compressor from the back gas port, facilitate to reduce the power of the compressor, and can improve the refrigeration eoefficiency ratio, and is beneficial to enhance the refrigeration effect of passenger compartment.

Description

Technical Field

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

[0002] As users demand higher driving ranges for electric vehicles, the capacity and energy density of electric vehicle batteries are continuously increasing. The vehicle's thermal management system directly impacts battery life and overall driving range. Current technologies suffer from low cooling efficiency and poor cooling of the passenger compartment, thus increasing overall vehicle energy consumption and reducing driving range. 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 vehicle thermal management system that can reduce compressor power and enhance the cooling effect of the thermal management system.

[0004] A vehicle thermal management system according to an embodiment of the present invention includes: a compressor having a return port and an exhaust port; a first heat exchanger having a first end connected to the exhaust port; a regenerator including a first flow channel and a second flow channel for mutual heat exchange, the first end of the first flow channel being connected to a second end of the first heat exchanger, and the first end of the second flow channel being connected to the return port; and an evaporator having a first end connected to a second end of the first flow channel, and the second end of the evaporator being connected to a second end of the second flow channel.

[0005] According to an embodiment of the present invention, the vehicle thermal management system is equipped with a regenerator so that the refrigerant in the first flow channel can exchange heat with the refrigerant in the second flow channel, thereby increasing the temperature of the refrigerant flowing out of the second flow channel. This increases the temperature of the refrigerant returning to the compressor from the return port, which helps to reduce the power of the compressor. It also lowers the temperature of the refrigerant flowing from the first flow channel to the evaporator, thereby improving the cooling efficiency ratio, enhancing the cooling effect on the passenger compartment, reducing the overall vehicle energy consumption, and increasing the vehicle's driving range.

[0006] According to some embodiments of the present invention, a vehicle thermal management system further includes: a second heat exchanger connected to the return air port; a third heat exchanger connected to the second heat exchanger; and the exhaust port selectively connected to the third heat exchanger or the first heat exchanger.

[0007] According to some embodiments of the vehicle thermal management system of the present invention, a first end of the evaporator is connected to a first throttling element, the first throttling element is connected to a second end of the first flow channel, and a second end of the evaporator is connected to a second end of the second flow channel; a first end of the third heat exchanger is connected to a second throttling element, and the exhaust port is selectively connected to the third heat exchanger or the first end of the first heat exchanger; a first end of the second heat exchanger is connected to the second throttling element, and a second end of the second heat exchanger is connected to the return air port.

[0008] According to some embodiments of the present invention, a vehicle thermal management system includes a battery, and the thermal management system further includes: a battery heat exchanger, the battery heat exchanger including a third flow channel and a fourth flow channel for exchanging heat with each other, a first end of the third flow channel being connected to a second end of the first flow channel, and a second end of the third flow channel being connected to a second end of the second flow channel; and a first cooling plate for exchanging heat with the battery, the first cooling plate having a first heat exchange flow channel for circulating coolant, the two ends of the first heat exchange flow channel being respectively connected to the fourth flow channel to form a coolant circuit.

[0009] According to some embodiments of the vehicle thermal management system of the present invention, a third throttling element is connected between the first end of the third flow channel and the second end of the first flow channel.

[0010] According to some embodiments of the vehicle thermal management system of the present invention, there are multiple first cooling plates, and both ends of the first heat exchange channel of each first cooling plate are connected to the fourth channel to form a coolant circuit.

[0011] According to some embodiments of the vehicle thermal management system of the present invention, a plurality of first cooling plates are connected in parallel, and the thermal management system further includes a first control module, which is connected to a plurality of the coolant circuits to control at least one of the coolant circuits to be in a conductive state.

[0012] According to some embodiments of the vehicle thermal management system of the present invention, a first heater is further included for heating the coolant in the coolant circuit.

[0013] According to some embodiments of the vehicle thermal management system of the present invention, the regenerator may be selectively connected to at least one of the battery heat exchanger and the evaporator.

[0014] According to some embodiments of the vehicle thermal management system of the present invention, the exhaust port may be selectively connected to a first flow channel or a third flow channel of the regenerator, and the return air port may be selectively connected to a second flow channel or a third flow channel of the regenerator.

[0015] According to some embodiments of the vehicle thermal management system of the present invention, when the exhaust port is connected to the first flow channel of the regenerator and the return air port is connected to the second flow channel of the regenerator, the battery is cooled; when the exhaust port is connected to the second end of the third flow channel and the return air port is connected to the third flow channel, the battery is heated.

[0016] According to some embodiments of the present invention, a vehicle thermal management system includes a first control valve and a second control valve. The first control valve is connected between a first end of a first heat exchanger and the exhaust port, and the second control valve is disposed between the exhaust port and a second end of a third flow channel, so as to enable the exhaust port to selectively communicate with either the second flow channel or the third flow channel of the regenerator.

[0017] According to some embodiments of the present invention, the vehicle thermal management system further includes a second cooling plate for heat exchange with the battery, the second cooling plate having a second heat exchange channel connected in parallel with the third channel.

[0018] According to some embodiments of the vehicle thermal management system of the present invention, the second heat exchange channel and the fourth throttling element are connected in series, and the second heat exchange channel and the fourth throttling element connected in series are connected in parallel with the third channel and the third throttling element connected in series.

[0019] According to some embodiments of the vehicle thermal management system of the present invention, a first one-way valve is provided between the evaporator and the second flow channel, the first one-way valve being unidirectionally open in the direction from the evaporator to the regenerator.

[0020] According to some embodiments of the present invention, the vehicle thermal management system further includes a second cooling plate for heat exchange with the battery, the second cooling plate having a second heat exchange channel, the exhaust port being selectively connected to a first channel of the regenerator or a second heat exchange channel of the second cooling plate, and the return air port being selectively connected to a second channel of the regenerator or a second heat exchange channel.

[0021] According to some embodiments of the vehicle thermal management system of the present invention, when the second heat exchange channel is connected to the regenerator, it cools the battery; when the second heat exchange channel is connected to the exhaust port and the return port, it heats the battery.

[0022] According to some embodiments of the vehicle thermal management system of the present invention, a fourth throttling element is provided between the second heat exchange channel and the regenerator 30.

[0023] According to some embodiments of the present invention, the vehicle thermal management system further includes a coolant circuit for heat exchange with the vehicle's motor, the second heat exchanger includes a fifth flow channel and a sixth flow channel for heat exchange with each other, the two ends of the fifth flow channel are respectively connected to the third heat exchanger and the return air port, and the sixth flow channel is part of the coolant circuit.

[0024] According to some embodiments of the vehicle thermal management system of the present invention, the second throttling element is disposed between the third heat exchanger and the fifth flow channel.

[0025] The present invention also proposes a vehicle.

[0026] A vehicle according to an embodiment of the present invention includes: a battery; a thermal management system, wherein the thermal management system is the thermal management system of the vehicle described in any of the above embodiments, and a first cooling plate exchanges heat with the battery.

[0027] In vehicles according to some embodiments of the present invention, when there are multiple first cooling plates, the multiple first cooling plates are respectively located on opposite sidewalls of the battery.

[0028] According to some embodiments of the present invention, the thermal management system is the thermal management system described in any of the above embodiments, wherein the first cooling plate and the second cooling plate are respectively located on opposite sidewalls of the battery.

[0029] The thermal management system of the vehicle described above has the same advantages over the prior art, and will not be repeated here.

[0030] 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

[0031] 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:

[0032] Figure 1 This is a schematic diagram of a vehicle thermal management system according to some embodiments of the present invention;

[0033] Figure 2 yes Figure 1 A schematic diagram of the thermal management system in the process of cooling the battery;

[0034] Figure 3 yes Figure 1 The diagram shows the thermal management system in the middle when heating the battery;

[0035] Figure 4This is a schematic diagram of a vehicle thermal management system according to other embodiments of the present invention;

[0036] Figure 5 This is a schematic diagram of a vehicle according to some embodiments of the present invention.

[0037] Figure label:

[0038] 1000 vehicles

[0039] Thermal management system 100, battery 200,

[0040] Compressor 10, return port 11, exhaust port 12

[0041] Gas-liquid separator 13, variable diameter throttle valve 14, temperature sensor 15, temperature and pressure sensor 16

[0042] High-pressure filling port 17, low-pressure filling port 18, first control module 19,

[0043] First heat exchanger 21, second heat exchanger 22, fifth flow channel 221, sixth flow channel 222

[0044] Coolant circuit 223,

[0045] First water pump 2231, three-way valve 2232, power assembly 2233, first water tank 2234, motor radiator 2235.

[0046] Regenerator 30, first flow channel 31, second flow channel 32,

[0047] Evaporator 40,

[0048] First throttling element 51, third throttling element 52, fourth throttling element 53, second throttling element 54

[0049] First control valve 55, second control valve 56, third control valve 57, fourth control valve 58.

[0050] First check valve 591, second check valve 592, third check valve 593

[0051] Battery heat exchanger 60, third flow channel 61, fourth flow channel 62,

[0052] First cooling plate 71, first heat exchange channel 711

[0053] Second cooling plate 72, second heat exchange channel 721

[0054] First heater 80, second water pump 81, second water tank 82.

[0055] Third heat exchanger 90. Detailed Implementation

[0056] 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.

[0057] The following disclosure provides numerous different embodiments or examples for implementing various structures of the invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the invention. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. Additionally, examples of various specific processes and materials are provided in this invention; however, those skilled in the art will recognize the applicability of other processes and / or the use of other materials.

[0058] Below, refer to Figures 1-5 The present invention describes a thermal management system 100 for a vehicle according to an embodiment of the present invention.

[0059] The vehicle thermal management system 100 according to an embodiment of the present invention includes: a compressor 10, a first heat exchanger 21, a regenerator 30, and an evaporator 40.

[0060] Specifically, such as Figure 1 As shown, the compressor 10 is provided with a return port 11 and an exhaust port 12, and the first end of the first heat exchanger 21 (as shown) Figure 1 The left end of the first flow channel 31 is connected to the exhaust port 12. The regenerator 30 includes a first flow channel 31 and a second flow channel 32 that exchange heat with each other. The first end of the first flow channel 31 (e.g., the left end of the first flow channel 31) is connected to the exhaust port 12. Figure 1 The left end of the first heat exchanger 21 (as shown in the image) and the second end of the first heat exchanger 21 (as shown in the image) Figure 1 The right end of the middle) is connected, and the first end of the second flow channel 32 (such as the right end) is connected. Figure 1 The left end of the evaporator 40 is connected to the return air port 11, and the first end of the evaporator 40 (such as the left end of the evaporator 40) is connected to the return air port 11. Figure 1 The right end of the first flow channel 31 (as shown in the image) and the second end of the first flow channel 31 (as shown in the image) Figure 1 The right end of the evaporator 40 is connected to the second end of the evaporator 40 (e.g., the right end of the evaporator 40). Figure 1 The left end of the middle) and the second end of the second flow channel 32 (such as the left end ... Figure 1 (connected to the right end of the middle).

[0061] It is understandable that the compressor 10, the first heat exchanger 21, the evaporator 40, and the regenerator 30 constitute a refrigerant circulation loop, wherein the discharge port 12 of the compressor 10 is connected to the first end of the first heat exchanger 21 (e.g., Figure 1The left end of the first heat exchanger 21 is connected to the inlet of the first heat exchanger 21, and the second end of the first heat exchanger 21 is connected to the inlet of the first heat exchanger 21. Figure 1 The right end of the first heat exchanger 21 (i.e., the outlet of the first heat exchanger 21) is connected to the first flow channel 31 of the regenerator 30, and the second end of the first flow channel 31 (e.g., the outlet of the first heat exchanger 21) is connected to the first flow channel 30. Figure 1 The right end of the first flow channel 31 (i.e., the outlet of the first flow channel 31) is adapted to the first end of the evaporator 40 (e.g., the outlet of the first flow channel 31). Figure 1 The right end of the middle, i.e., the inlet of evaporator 40), the second end of evaporator 40 (such as... Figure 1 The left end of the middle, i.e., the outlet of the evaporator 40) and the second end of the second flow channel 32 (such as...) Figure 1 The right end of the middle) is connected, and the first end of the second flow channel 32 (such as the right end) is connected. Figure 1 The left end of the channel (i.e., the outlet of the second channel 32) is connected to the return air port 11.

[0062] Therefore, the compressor 10, the first heat exchanger 21, the evaporator 40 and the regenerator 30 form a refrigerant circulation loop, which facilitates the flow of refrigerant within the loop. The refrigerant in the first flow channel 31 can exchange heat with the refrigerant in the second flow channel 32, thereby increasing the temperature of the refrigerant flowing out of the second flow channel 32. This raises the temperature of the refrigerant returning to the compressor 10 from the return port 11, which helps reduce the power of the compressor 10. Conversely, it lowers the temperature of the refrigerant flowing out of the first flow channel 31, thereby reducing the temperature of the refrigerant circulating in the thermal management system 100 and improving the refrigeration efficiency ratio.

[0063] It should be noted that the refrigerant mentioned above can be a liquid refrigerant or a gaseous refrigerant, such as carbon dioxide. Of course, other refrigerants that meet the usage requirements can also be used, and no limitation is made here.

[0064] For example, when the thermal management system 100 is applied to a vehicle 1000 and used to cool the passenger compartment: the evaporator 40 can be an in-vehicle evaporator, and the refrigerant is discharged from the compressor 10 to the first heat exchanger. If the first heat exchanger is constructed as an external air cooler, and the first heat exchanger is used to convert the high-temperature, high-pressure refrigerant discharged from the compressor 10 into a medium-temperature, high-pressure refrigerant, the refrigerant then flows to the evaporator 40 via the first flow channel 31. At this time, the refrigerant flowing through the evaporator 40 exchanges heat with the airflow blown out by the HVAC (air conditioning system) blower. Then, the refrigerant flows back to the compressor 10 via the second flow channel 32. At the same time, the heat-exchanged airflow is blown towards the passenger compartment to cool the passenger compartment.

[0065] The refrigerant circulation loop is as follows: compressor 10—first heat exchanger 21—first flow channel 31—evaporator 40—second flow channel 32—compressor 10.

[0066] During the refrigerant circulation process described above, the refrigerant in the first flow channel 31 can exchange heat with the refrigerant in the second flow channel 32.

[0067] As a result, during the refrigerant circulation process, on the one hand, the temperature of the refrigerant flowing out of the first flow channel 31 is reduced to lower the temperature of the refrigerant circulating in the thermal management system 100, thereby improving the cooling efficiency ratio and enhancing the cooling effect on the passenger compartment. On the other hand, the temperature of the refrigerant flowing out of the second flow channel 32 is increased to raise the temperature of the refrigerant returning to the compressor 10 from the return port 11, which facilitates a reduction in the power of the compressor 10.

[0068] According to an embodiment of the present invention, the vehicle thermal management system 100 is equipped with a regenerator 30 so that the refrigerant in the first flow channel 31 can exchange heat with the refrigerant in the second flow channel 32, thereby increasing the temperature of the refrigerant flowing out of the second flow channel 32, which in turn increases the temperature of the refrigerant returning to the compressor 10 from the return port 11, thus reducing the power of the compressor 10. It also lowers the temperature of the refrigerant flowing from the first flow channel 31 to the evaporator 40, thereby improving the cooling efficiency ratio, enhancing the cooling effect on the passenger compartment, reducing the overall vehicle energy consumption, and increasing the driving range of the vehicle 1000.

[0069] In some embodiments, such as Figure 1 As shown, the vehicle's thermal management system 100 also includes a second heat exchanger 22 and a third heat exchanger 90.

[0070] The second heat exchanger 22 is connected to the return gas port 11, the third heat exchanger 90 is connected to the second heat exchanger 22, and the exhaust port 12 can be selectively connected to the third heat exchanger 90 or the first heat exchanger 21.

[0071] Therefore, by setting up a third heat exchanger 90 and a second heat exchanger 22, it is convenient to realize multiple functional modes of the thermal management system 100.

[0072] For example, the second heat exchanger 22 is used for heat exchange with the powertrain 2233 and / or the motor radiator 2235. When the ambient temperature is low and the passenger compartment needs to be heated, when the exhaust port 12 is connected to the third heat exchanger 90, the high-temperature and high-pressure refrigerant discharged by the compressor 10 flows through the third heat exchanger 90 and exchanges heat with the airflow blown out by the HVAC blower. At this time, the refrigerant releases a large amount of heat. The medium-temperature and high-pressure refrigerant after heat exchange is throttled and depressurized to a low-temperature and low-pressure state by the second throttling element 54, and then flows through the second heat exchanger 22 to absorb the waste heat of the high-power electrical components in the powertrain 2233 and the waste heat in the motor radiator 2235 to become a medium-temperature and low-pressure state, and then flows along the second end of the second heat exchanger 22. Figure 1 The refrigerant flows back to the compressor 10 at the right end to achieve refrigerant circulation. At the same time, the hot airflow after heat exchange in the HVAC enters the passenger compartment through the air duct and air outlet to heat the passenger compartment and meet the user's needs.

[0073] Therefore, by setting up a third heat exchanger 90 and a second heat exchanger 22, the refrigerant can exchange heat with the air flowing through the third heat exchanger 90 or the evaporator 40, thereby increasing the temperature of the air flowing into the interior space of the vehicle 1000, that is, achieving heating of the passenger compartment.

[0074] Furthermore, the first end of the evaporator 40 is connected to a first throttling element 51, the first throttling element 51 is connected to the second end of the first flow channel 31, and the second end of the evaporator 40 is connected to the second end of the second flow channel 32.

[0075] Therefore, by setting the first throttling element 51, the refrigerant flowing between the first end of the evaporator 40 and the second end of the first flow channel 31 can be throttled and depressurized.

[0076] Furthermore, the first end of the third heat exchanger 90 is connected to a second throttling element 54, and the exhaust port 12 can be selectively connected to the first end of the third heat exchanger 90 or the first heat exchanger 21. The air flowing through the third heat exchanger 90 or the evaporator 40 is suitable for flowing into the interior space of the vehicle 1000, and the first end of the second heat exchanger 22 (e.g., Figure 1 The left end of the second heat exchanger 22 is connected to the second throttling element 54, and the second end of the second heat exchanger 22 (such as the left end of the second heat exchanger 22) is connected to the second throttling element 54. Figure 1 The right end of the middle is connected to the return air port 11.

[0077] Therefore, by setting the second throttling element 54, the refrigerant flowing between the third heat exchanger 90 and the second heat exchanger 22 can be throttled and depressurized.

[0078] In some embodiments, such as Figure 1 As shown, the vehicle 1000 includes a battery 200, and the thermal management system 100 further includes a battery heat exchanger 60 and a first cooling plate 71 for exchanging heat with the battery 200.

[0079] Specifically, such as Figure 1 As shown, the battery heat exchanger 60 includes a third flow channel 61 and a fourth flow channel 62 that exchange heat with each other. The first end of the third flow channel 61 (e.g., Figure 1 The right end of the third flow channel 61 (i.e., the inlet of the third flow channel 61) is connected to the second end of the first flow channel 31, and the second end of the third flow channel 61 (as shown in the image) is connected to the second end of the first flow channel 31. Figure 1 The left end of the first cooling plate 71 (i.e., the outlet of the third flow channel 61) is connected to the second end of the second flow channel 32. The first cooling plate 71 is provided with a first heat exchange flow channel 711 for circulating coolant. The two ends of the first heat exchange flow channel 711 are respectively connected to the fourth flow channel 62 to form a coolant circuit.

[0080] It is understandable that the first cooling plate 71 is used to exchange heat with the battery 200, and the two ends of the first heat exchange channel 711 are respectively connected to the fourth channel 62 to form a coolant circuit, so as to facilitate the circulation of coolant in the coolant circuit to cool the battery 200.

[0081] It should be noted that the coolant can be water or ethylene glycol, and of course, other coolants are also possible, which are not limited here.

[0082] Preferably, a third throttling element 52 is connected between the first end of the third flow channel 61 and the second end of the first flow channel 31. This allows the third throttling element 52 to throttle and reduce pressure between the first end of the third flow channel 61 and the second end of the first flow channel 31.

[0083] Furthermore, the two ends of the third flow channel 61 are respectively connected to the second end of the first flow channel 31 (e.g., Figure 1 The right end of the first flow channel 31 (i.e., the outlet of the first flow channel 31) and the second end of the second flow channel 32 (e.g., the outlet of the first flow channel 31) Figure 1 The right end of the channel (i.e., the inlet of the second channel 32) is connected, thereby making the third channel 61 part of the refrigerant circulation loop.

[0084] When the battery 200 is actually cooled, the refrigerant discharged by the compressor 10 enters the third flow channel 61 through the first heat exchanger 21, the first flow channel 31, and the third throttling element 52. The third throttling element 52 can be configured as a two-way electronic valve. The high-temperature and high-pressure refrigerant discharged by the compressor 10 becomes a medium-temperature and high-pressure refrigerant after passing through the first heat exchanger 21. Then, when it passes through the third throttling element 52, it is throttled and depressurized into a low-temperature and low-pressure refrigerant, so that the temperature of the refrigerant entering the third flow channel 61 is relatively low.

[0085] The coolant circulates within the coolant circuit. When the coolant enters the fourth flow channel 62, the coolant in the fourth flow channel 62 exchanges heat with the coolant in the third flow channel 61, which has a lower temperature. This lowers the temperature of the coolant in the fourth flow channel 62, allowing it to flow to the first cooling plate 71. The coolant's low temperature is then used to cool the battery 200. After the heat exchange, the coolant can return to the compressor 10 via the second flow channel 32. This facilitates a reduction in the coolant temperature, ensuring better cooling performance, and also helps to increase the temperature of the coolant returning to the compressor 10.

[0086] For example, a second water tank 82 and a second water pump 81 are connected in the coolant circuit. The inlet of the second water tank 82 is connected to the first cooling plate 71, and the outlet of the second water tank 82 is connected to the second water pump 81. The second water pump 81 is located between the second water tank 82 and the battery heat exchanger 60. The second water tank 82 is used to store coolant, and the second water pump 81 is used to pump the coolant in the second water tank 82 into the fourth flow channel 62, and to ensure that the coolant flows along the fourth flow channel 62 to the first cooling plate 71. The first cooling plate 71 can be constructed as a liquid-cooled liquid-heat plate.

[0087] When the battery 200 is actually cooled, the third flow channel 61 and the fourth flow channel 62 can exchange heat with each other, which facilitates the heat exchange between the refrigerant in the third flow channel 61 and the coolant in the fourth flow channel 62. This makes it easier to reduce the temperature of the coolant, ensure that the coolant has a better cooling effect, and help to increase the temperature of the refrigerant returning to the compressor 10.

[0088] The first cooling plate 71 is constructed as a liquid-cooled and liquid-heated plate, which helps to solve the problem of poor oil return effect of the cooling plate when cooling the battery 200 in the refrigerant circulation loop.

[0089] It should be noted that the oil mentioned above in "oil return" refers to refrigeration oil. Refrigeration oil is used to cool the moving and stationary plates and the motor. A decrease in oil level will cause internal wear of the compressor 10, affecting the performance and service life of the compressor 10.

[0090] In the prior art, when the compressor 10 discharges refrigerant, some of the refrigerant oil in the compressor 10 will be carried into the circulation loop. In the prior art, the battery cold plate is directly connected to the refrigerant circulation loop. Furthermore, due to the complex internal structure and arrangement of the battery cold plate, it is difficult for the refrigerant oil to flow back to the compressor 10 with the refrigerant.

[0091] In this invention, since the first cooling plate 71 is constructed as a liquid-cooled and liquid-heated plate, and the coolant in the cooling liquid circuit exchanges heat with the refrigerant in the third flow channel 61 in the fourth flow channel 62 (the refrigerant does not flow through the third flow channel 61 of the first cooling plate 71), it will not affect the oil return of the compressor 10, thus solving the problem of difficult oil return of the compressor 10 in the prior art.

[0092] In some embodiments, such as Figure 4 As shown, there are multiple first cooling plates 71, and both ends of the first heat exchange channel 711 of each first cooling plate 71 are connected to the fourth channel 62 to form a coolant circuit.

[0093] Therefore, by setting multiple first cooling plates 71, the cooling effect on the battery 200 can be enhanced, and the cooling efficiency can be improved. These multiple first cooling plates 71 can be connected in series and / or in parallel. For example, multiple first cooling plates 71 connected in series allow for synchronous control, reducing control complexity. Alternatively, multiple first cooling plates 71 can be connected in parallel, allowing for individual control of each plate and preventing damage to one plate from affecting the others. Or, at least two first cooling plates 71 can be connected in series and at least two in parallel, meaning the multiple first cooling plates 71 have both series and parallel connections. This reduces control complexity and allows for individual control of the first cooling plates 71 on different flow paths.

[0094] Preferably, multiple first cooling plates 71 are connected in parallel, and the thermal management system 100 further includes a first control module 19, which is connected to multiple coolant circuits to control at least one coolant circuit to be in a conductive state.

[0095] For example, such as Figure 4 As shown, there are two first cooling plates 71 connected in parallel, and the first control module 19 is located at the connection between the two first cooling plates 71 and the coolant circuit. For example, the first control module 19 is configured as a three-way control valve. The three-way control valve is used to selectively control at least one of the two first cooling plates 71 to be connected to the coolant circuit, thereby controlling at least one coolant circuit to be in a conducting state.

[0096] Of course, the first cooling plate 71 may also have three or four, which is not limited here.

[0097] Therefore, by setting the first control module 19, the two first cooling plates 71 can be controlled separately, which is beneficial for controlling the operation of different first cooling plates 71 and for preventing the damage of one first cooling plate 71 from affecting the other first cooling plates 71.

[0098] In some embodiments, such as Figure 1 As shown, the vehicle's thermal management system 100 also includes a first heater 80 for heating the coolant in the coolant circuit.

[0099] For example, the first heater 80 is configured as a battery heater, which is connected to the coolant circuit and is used to heat the coolant in the coolant circuit, thereby increasing the temperature of the coolant in the coolant circuit and thus heating the battery 200.

[0100] In other embodiments, the heating of the battery 200 may also utilize the battery 200's self-heating, film heating, or waste heat from electric drive and control, etc., which are not limited here.

[0101] In some embodiments, the regenerator 30 may be selectively connected to at least one of the battery heat exchanger 60 and the evaporator 40.

[0102] For example, when the regenerator 30 is connected to the battery heat exchanger 60, it cools the battery 200; when the regenerator 30 is connected to the evaporator 40, it cools the vehicle's cabin.

[0103] In other words, when the battery 200 is cooled, the regenerator 30 is connected to the battery heat exchanger 60. At this time, the refrigerant circulation loop is: compressor 10—regenerator 30—battery heat exchanger 60—regenerator 30—compressor 10.

[0104] Therefore, the high-temperature and high-pressure refrigerant discharged by the compressor 10 can pass through the first heat exchanger 21 and the third throttling element 52 in sequence for pressure reduction and heat exchange, so that the temperature of the refrigerant entering the battery heat exchanger 60 is lower, which facilitates the absorption of heat from the battery 200 and thus reduces the temperature of the battery 200, thereby achieving cooling of the battery 200.

[0105] When the regenerator 30 is connected to the evaporator 40, it cools the vehicle's passenger compartment. At this time, the refrigerant circulation loop is: compressor 10—regenerator 30—evaporator 40—regenerator 30—compressor 10. Simultaneously, the airflow cooled by the evaporator 40 flows into the passenger compartment through the air duct and air outlet to cool the occupants.

[0106] In some embodiments, the exhaust port 12 may be selectively connected to the first flow channel 31 or the third flow channel 61 of the regenerator 30, and the return port 11 may be selectively connected to the second flow channel 32 or the third flow channel 61 of the regenerator 30.

[0107] This facilitates the heating or cooling of the battery.

[0108] Furthermore, when the exhaust port 12 is connected to the first flow channel 31 of the regenerator 30 and the return port 11 is connected to the first end of the second flow channel 32 of the regenerator 30, the battery 200 is cooled; when the exhaust port 12 is connected to the second end of the third flow channel 61 and the return port 11 is connected to the first end of the third flow channel 61, the battery 200 is heated.

[0109] It is understandable that when cooling battery 200, such as Figure 2 As shown in the figure, the solid arrows represent the flow direction of the refrigerant. At this time, the exhaust port 12 is connected to the first heat exchanger 21, and the return port 11 is connected to the first end of the second flow channel 32 (as shown in the figure). Figure 1The left end of the refrigerant is connected to the outlet of the second flow channel 32. The refrigerant circulation loop is: compressor 10—first flow channel 31—third throttling element 52—third flow channel 61—second flow channel 32—compressor 10.

[0110] Therefore, the high-temperature and high-pressure refrigerant discharged from the compressor 10 can pass through the first heat exchanger 21 and the third throttling element 52 in sequence for pressure reduction and heat exchange, so that the temperature of the refrigerant entering the third flow channel 61 is lower, which makes it easier to absorb the heat of the coolant in the fourth flow channel 62, thereby reducing the temperature of the coolant, ensuring that the coolant can have a better cooling effect, and also helping to increase the temperature of the refrigerant returning to the compressor 10.

[0111] When heating battery 200, such as Figure 3 As shown, the solid arrows in the diagram represent the flow direction of the refrigerant. At this time, the exhaust port 12 and the second end of the third flow channel 61 (as shown) Figure 1 (left end of the middle), return air port 11 and the first end of the third flow channel 61 (as shown in the image) Figure 1 The right end of the refrigerant is connected, and the refrigerant circulation loop is: compressor 10—third flow channel 61—compressor 10.

[0112] Therefore, the high-temperature and high-pressure refrigerant discharged by the compressor 10 can directly enter the third flow channel 61 to exchange heat with the coolant in the fourth flow channel 62, thereby increasing the temperature of the coolant in the coolant circuit, ensuring that the coolant can have a better cooling effect, and thus heating the battery 200.

[0113] In some embodiments, such as Figure 1 As shown, the vehicle's thermal management system 100 also includes a first control valve 55 and a second control valve 56.

[0114] The first control valve 55 is connected between the first end of the first heat exchanger 21 and the exhaust port 12, and the second control valve 56 is located between the exhaust port 12 and the second end of the third flow channel 61, so that the exhaust port 12 can be selectively connected to the second flow channel 31 or the third flow channel 61 of the regenerator 30.

[0115] Therefore, by setting the first control valve 55 and the second control valve 56, the refrigerant of the compressor 10 can be controlled to flow to the first heat exchanger 21 or the third flow channel 61, thereby realizing the battery cooling mode or the battery heating mode.

[0116] For example, both the first control valve 55 and the second control valve 56 can be configured as solenoid valves to allow for individual control of the battery cooling mode or the battery heating mode, thereby meeting the heat dissipation or heating requirements of the battery 200.

[0117] In some embodiments, such as Figure 1As shown, the vehicle's thermal management system 100 also includes a second cooling plate 72 for heat exchange with the battery 200.

[0118] The second cooling plate 72 is provided with a second heat exchange channel 721, which is connected in parallel with the third channel 61.

[0119] This allows the second cooling plate 72 and the first cooling plate 71 to be connected in parallel, which facilitates the simultaneous cooling or heating of the battery 200 through the second cooling plate 72 and the first cooling plate 71, thereby enhancing the heat dissipation or heating efficiency and capacity of the battery 200.

[0120] Furthermore, the second heat exchange channel 721 is connected in series with the fourth throttling element 53, and the series-connected second heat exchange channel 721 and fourth throttling element 53 are connected in parallel with the series-connected third channel 61 and third throttling element 52.

[0121] Therefore, by setting the second cooling plate 72, the second cooling plate 72 can exchange heat with the battery 200, that is, the second cooling plate 72 can cool or heat the battery 200. The second cooling plate 72 and the first cooling plate 71 are connected in parallel, which makes it easy to cool or heat the battery 200 simultaneously through the second cooling plate 72 and the first cooling plate 71, thereby enhancing the heat dissipation or heating efficiency and capacity of the battery 200.

[0122] For example, the second cooling plate 72 is constructed as a direct cooling and direct heating plate, and the second cooling plate 72 and the first cooling plate 71 can be located on opposite sides of the battery 200 respectively. Compared with the single-layer cooling plate structure in the prior art, the second cooling plate 72 and the first cooling plate 71 in the present invention form a double-layer cooling plate structure, and the temperature difference of the double-layer cooling plate structure is smaller, which is beneficial to enhance the heat dissipation or heating efficiency and capacity of the battery 200.

[0123] In some embodiments, such as Figure 1 As shown, a first one-way valve 591 is provided between the evaporator 40 and the second flow channel 32. The first one-way valve 591 is unidirectionally open in the direction from the evaporator 40 to the regenerator 30.

[0124] Therefore, by setting a one-way guide valve, the refrigerant can flow in one direction from the evaporator 40 to the regenerator 30, thereby avoiding the problem of refrigerant backflow from the regenerator 30 to the evaporator 40 and thus avoiding affecting other flow paths of the refrigerant.

[0125] In other embodiments, such as Figure 1 As shown, the vehicle's thermal management system 100 also includes a second cooling plate 72 for heat exchange with the battery 200.

[0126] Specifically, the second cooling plate 72 is provided with a second heat exchange channel 721, the exhaust port 12 can be selectively connected to the first channel 31 of the regenerator 30 or the second heat exchange channel 721 of the second cooling plate 72, and the return port 11 can be selectively connected to the second channel 32 or the second heat exchange channel 721 of the regenerator 30.

[0127] Therefore, by setting up a second cooling plate 72, the second cooling plate 72 can directly exchange heat with the battery 200. That is, the second cooling plate 72 can use refrigerant to directly cool or heat the battery 200, which simplifies the thermal management system 100 and helps to enhance the heat dissipation efficiency or heating efficiency of the battery 200.

[0128] Furthermore, when the second heat exchange channel 721 is connected to the regenerator 30, it cools the battery 200; when the second heat exchange channel 721 is connected to the exhaust port 12 and the return port 11, it heats the battery 200.

[0129] For example, the second cooling plate 72 is constructed as a direct cooling and direct heating plate, wherein the refrigerant flowing through the second cooling plate 72 is carbon dioxide.

[0130] When the battery 200 is cooled, the second heat exchange channel 721 is connected to the regenerator 30. At this time, the refrigerant circulation loop is: compressor 10—first control valve 55—first heat exchanger 21—first channel 31 of regenerator 30—fourth throttling element 53—second cooling plate 72—second channel 32 of regenerator 30—compressor 10.

[0131] Therefore, by setting the second cooling plate 72, the battery 200 can be cooled directly without the need for a separate liquid cooling circuit, which facilitates the simplification of the thermal management system 100.

[0132] When the battery 200 is heated, the second heat exchange channel 721 is connected to the exhaust port 12 and the return port 11. The high-temperature and high-pressure refrigerant in the compressor 10 flows out from the exhaust port 12 and flows through the second cooling plate 72 to heat the battery 200. Then, the medium-temperature and high-pressure refrigerant flowing out from the second cooling plate 72 flows back to the compressor 10. At this time, the second cooling plate 72 can directly heat the battery 200 through the refrigerant.

[0133] Therefore, by setting up the second cooling plate 72, the battery 200 can be heated directly without the need for a separate liquid cooling circuit, which facilitates the simplification of the thermal management system 100.

[0134] Furthermore, a fourth throttling element 53 is provided between the second heat exchange channel 721 and the regenerator 30. That is, the second heat exchange channel 721 and the fourth throttling element 53 are connected in series.

[0135] Therefore, by setting a fourth throttling element 53 between the second heat exchange channel 721 and the regenerator 30, the refrigerant flowing through the channel can be throttled and its pressure reduced.

[0136] The second throttling element 54 is disposed between the third heat exchanger 90 and the fifth flow channel 221. This allows the second throttling element 54 to throttle and reduce the pressure of the refrigerant flowing between the third heat exchanger 90 and the fifth flow channel 221.

[0137] In some embodiments, such as Figure 1 As shown, the vehicle's thermal management system 100 also includes a coolant circuit 223 for heat exchange with the motor of the vehicle 1000.

[0138] The second heat exchanger 22 includes a fifth flow channel 221 and a sixth flow channel 222 that exchange heat with each other. The two ends of the fifth flow channel 221 are connected to the third heat exchanger 90 and the return air port 11, respectively. The sixth flow channel 222 is part of the coolant circuit 223.

[0139] Therefore, the coolant in the sixth flow channel 222 can exchange heat with the refrigerant in the fifth flow channel 221, which facilitates the refrigerant to absorb the heat of the coolant in the sixth flow channel 222 to recover the waste heat of the motor. On the one hand, this facilitates the improvement of the motor's heat dissipation capacity, and on the other hand, it facilitates the absorption of the motor's waste heat. Furthermore, the waste heat of the motor is used to increase the temperature of the refrigerant flowing through the fifth flow channel 221, thereby increasing the temperature of the refrigerant returning to the compressor 10 and reducing the power of the compressor 10.

[0140] For example, the coolant circuit 223 is connected to a motor radiator 2235, a first water tank 2234, a three-way valve 2232, and a powertrain 2233. The motor radiator 2235 is adapted to exhaust towards the first water tank 2234, and the first water tank 2234 is adapted to replenish coolant into the coolant circuit 223. The three-way valve 2232 is used to control at least one of the flow paths of the motor radiator 2235 and the powertrain 2233 to be in a conductive state, thereby facilitating the control of the coolant flowing to the sixth flow channel 222 to recover the waste heat of the motor radiator 2235 and / or the powertrain 2233.

[0141] The fifth flow channel 221 and the sixth flow channel 222 can exchange heat with each other. Thus, by connecting the motor radiator 2235 and the powertrain 2233 in the coolant circuit 223, on the one hand, it is convenient to improve the heat dissipation capacity of the motor and / or powertrain 2233, and on the other hand, it is convenient to absorb the waste heat of the motor and / or powertrain 2233. The waste heat of the motor and / or powertrain 2233 is used to increase the temperature of the refrigerant flowing through the fifth flow channel 221, thereby increasing the temperature of the refrigerant returning to the compressor 10 and reducing the power of the compressor 10.

[0142] The following is in conjunction with the appendix Figure 1 -Appendix Figure 3 A thermal management system 100 according to an embodiment of the present invention is described below:

[0143] like Figure 1 As shown, the thermal management system 100 includes: a gas-liquid separator 13, a compressor 10, a temperature and pressure sensor 16, a third heat exchanger 90, a first heat exchanger 21, an external air cooler, an evaporator 40, a first throttling element 51, a third throttling element 52, a fourth throttling element 53, a second throttling element 54, a first control valve 55, a second control valve 56, a third control valve 57, a fourth control valve 58, a first check valve 591, a second check valve 592, a third check valve 593, and a variable... The thermal management system 100 includes a throttle valve 14, a second heat exchanger 22 (plate heat exchanger), a temperature sensor 15, a first cooling plate 71 (lower battery cooling plate), a second cooling plate 72 (upper battery direct cooling / heating plate), a battery heat exchanger 60, a first water pump 2231, a second water pump 81, a motor radiator 2235, a three-way valve 2232, a three-way control valve, a powertrain 2233, a first water tank 2234, and a second water tank 82. The system also includes a high-pressure charging port 17 and a low-pressure charging port 18.

[0144] The thermal management system 100 can be used to heat or cool the battery 200 and / or passenger compartment of the vehicle 1000. For example, the thermal management system 100 can cool the passenger compartment alone, or cool or heat the battery 200 while cooling the passenger compartment, or cool the battery 200 alone, or heat the passenger compartment alone, or heat or cool the battery 200 while heating the passenger compartment, or heat the battery 200 alone.

[0145] It should be noted that this thermal management system 100 has multiple operating modes, which are illustrated below with examples:

[0146] 1. When the thermal management system is cooling (100%):

[0147] 1.1 When only the passenger compartment is cooled: When the ambient temperature is high and the occupants in the passenger compartment need to cool down, the compressor 10 starts to work, and the refrigerant is compressed into a high temperature and high pressure state. It passes through the first control valve 55 to the first heat exchanger 21. The first control valve 55 is open, and the second control valve 56, the fourth control valve 58 and the second throttling element 54 are all closed. After a large amount of heat is exchanged by the first heat exchanger 21, the refrigerant becomes a medium temperature and high pressure state. After passing through the first flow channel 31 of the regenerator 30, it flows through the first throttling element 51. The first throttling element 51 is open, and the fourth throttling elements 53 and 2 and the third control valve 57 are all closed. The first throttling element 51 throttles and reduces the pressure of the refrigerant to a low temperature and low pressure state. Then, the airflow blown out by the HVAC blower in the evaporator 40 in the vehicle exchanges heat and absorbs heat to become a medium temperature and low pressure state. After flowing through the second flow channel 32 of the regenerator 30, it returns to the compressor 10. At this time, the airflow cooled by the evaporator in the vehicle flows into the passenger compartment through the air duct and air outlet to cool the occupants.

[0148] The refrigerant circulation loop is as follows: compressor 10—first control valve 55—first heat exchanger 21—first flow channel 31 of regenerator 30—first throttling element 51—evaporator 40—first check valve 591—second flow channel 32 of regenerator 30—compressor 10;

[0149] The coolant circulation loop is not working;

[0150] The circulation of the coolant circuit 223 is as follows: first water pump 2231 — second heat exchanger 22 — three-way valve 2232 — motor radiator 2235 — powertrain 2233 — first water pump 2231.

[0151] 1.2. When only battery 200 is used for cooling, such as Figure 2 As shown: When the battery temperature reaches the cooling activation trigger point and the passenger compartment has no cooling requirement, the first throttling element 51 in Scheme 1.1 is closed, and the second one-way valve 592, the third control valve 57, and the fourth throttling element 53 or the third throttling element 52 (or the fourth throttling element 53 or the third throttling element 52 are opened simultaneously) are opened. This allows the medium-temperature, high-pressure refrigerant flowing from the first heat exchanger 21 to pass through the first flow channel 31 of the regenerator 30, the second one-way valve 592, to the fourth throttling element 53 or the third throttling element 52, and then through the fourth throttling element 53 (or the third throttling element 52). The throttling element 52 (or simultaneously the fourth throttling element 53 and the third throttling element 52) ​​reduces the pressure to a low temperature and low pressure state. The second cooling plate 72 directly cools the battery 200. The first cooling plate 71 cools the battery 200 through the coolant circuit (the refrigerant transfers its cooling capacity to the coolant circuit through the battery heat exchanger 60). Subsequently, the refrigerant flowing out from the second cooling plate 72 merges with the refrigerant flowing out from the battery heat exchanger 60 and flows through the variable diameter throttling valve 14, the third control valve 57, and the second flow channel 32 of the regenerator 30, and then returns to the compressor 10.

[0152] The refrigerant circulation loop is as follows:

[0153] The second cooling plate 72 operates as follows: compressor 10—first control valve 55—first heat exchanger 21—first flow channel 31 of regenerator 30—second check valve 592—fourth throttling element 53—second cooling plate 72—variable diameter throttling valve 14—third control valve 57—second flow channel 32 of regenerator 30—compressor 10.

[0154] The first cooling plate 71 operates as follows: compressor 10, first control valve 55, first heat exchanger 21, first flow channel 31 of regenerator 30, second check valve 592, third throttling element 52, battery heat exchanger 60, variable diameter throttling valve 14, third control valve 57, second flow channel 32 of regenerator 30, compressor 10.

[0155] The second cooling plate 72 and the first cooling plate 71 work simultaneously:

[0156] Compressor 10—First control valve 55—First heat exchanger 21—First flow channel 31 of regenerator 30—Second check valve 592—Fourth throttling element 53—Battery 200—Second cooling plate 72—Variable caliber throttling valve 14—Third control valve 57—Second flow channel 32 of regenerator 30—Compressor 10;

[0157] Compressor 10—First control valve 55—First heat exchanger 21—First flow channel 31 of regenerator 30—Second check valve 592—Third throttling element 52—Battery heat exchanger 60—Variable diameter throttling valve 14—Third control valve 57—Second flow channel 32 of regenerator 30—Compressor 10.

[0158] The coolant circulation (when the first cooling plate 71 is working) is as follows:

[0159] Second water pump 81 — Battery heat exchanger 60 — First cooling plate 71 — Second water pump 81;

[0160] The circulation of the coolant circuit 223 is as follows: first water pump 2231 — second heat exchanger 22 — three-way valve 2232 — motor radiator 2235 — powertrain 2233 — first water pump 2231.

[0161] 1.3 When the passenger compartment and battery 200 are cooled simultaneously: When the passenger compartment temperature is high and cooling is required for the passenger, and the battery temperature reaches the cooling activation trigger point, the first throttling element 51 is opened simultaneously based on the scheme in 1.2 (cooling only battery 200). The refrigerant flows out from the first heat exchanger 21, passes through the first flow channel 31 of the regenerator 30, and is divided into two paths. One path flows through the first throttling element 51 and exchanges heat through the evaporator 40 to cool the passenger compartment. The other path flows through the second one-way valve 592, through the fourth throttling element 53 and / or the third throttling element 52, and then through the second cooling plate 72 and / or the battery heat exchanger 60 to cool the battery 200. Then, the refrigerant flowing through the second cooling plate 72 and / or the battery heat exchanger 60 merges and flows through the variable diameter throttling valve 14 and the third control valve 57, together with the refrigerant flowing through the first one-way valve 591, through the regenerator 30 and back to the compressor 10.

[0162] The circulation loop for this refrigerant is as follows:

[0163] The crew cabin cooling system is the same as 1.1, and the battery 200 cooling system is the same as 1.2.

[0164] The circulation of the coolant circuit in battery 200 is the same as in 1.2, and the circulation of the coolant circuit in 223 is the same as in 1.2.

[0165] 2. When the thermal management system is operating at 100% heating capacity:

[0166] 2.1 When only the passenger compartment is heated: When the ambient temperature is low, the compressor 10 starts to work, compressing the refrigerant to a high temperature and high pressure state. The high temperature and high pressure refrigerant flows through the third heat exchanger 90 (the first control valve 55 and the second control valve 56 are closed, and the fourth control valve 58 and the second throttling element 54 are open), and exchanges heat with the airflow blown out by the HVAC blower, releasing a large amount of heat. The medium temperature and high pressure refrigerant after heat exchange is throttled and depressurized to a low temperature and low pressure state through the second throttling element 54, and then flows through the second heat exchanger 22 to absorb the waste heat from the high-power electrical components in the powertrain 2233, becoming a medium temperature and low pressure state. It then flows back to the compressor 10 through the fourth control valve 58 and the gas-liquid separator 13. At this time, the hot airflow in the HVAC after heat exchange enters the passenger compartment through the air duct and air outlet to heat the passenger compartment.

[0167] The refrigerant circulation loop is as follows:

[0168] Compressor 10—Third heat exchanger 90—Second throttling element 54—Second heat exchanger 22—Fourth control valve 58—Gas-liquid separator 13—Compressor 10;

[0169] The thermal cycle of the coolant circuit is as follows: first water pump 2231 — second heat exchanger 22 — three-way valve 2232 — powertrain 2233 — first water pump 2231.

[0170] 2.2 Battery only, 200W heating:

[0171] It should be noted that the battery 200 can be heated by the first heater 80, or by electric drive and electric control heating, or by self-heating, or by film heating.

[0172] like Figure 3 As shown, when the ambient temperature is low, the compressor 10 starts working, compressing the refrigerant to a high-temperature, high-pressure state. The high-temperature, high-pressure refrigerant, after passing through the second control valve 56 and the variable-diameter throttling valve 14, flows through the second cooling plate 72, or the battery heat exchanger 60, or simultaneously through both, to heat the battery 200 according to its heating requirements. (The first control valve 55, the third control valve 57, and the second throttling element 54 are all closed; the second control valve 56 is open; and the fourth throttling element 53 and the third throttling element 52 are opened, or both are opened simultaneously.) The medium-temperature, high-pressure refrigerant flowing from the second cooling plate 72 or the battery heat exchanger 60 is throttled and depressurized to a low-temperature, low-pressure state by the fourth throttling element 53 and / or the third throttling element 52. Then it flows through the second heat exchanger 22, absorbing the waste heat from the high-power electrical components in the powertrain 2233, and becomes a medium-temperature, low-pressure gas. Then it passes through the fourth control valve 58 (the fourth control valve 58 is open), flows through the gas-liquid separator 13, and returns to the compressor 10. At this time, the second cooling plate 72 directly heats the battery 200 through the refrigerant; the first cooling plate 71 heats the battery 200 through the coolant circuit, and the heat source comes from the electric heater or the electric drive and electric control heating.

[0173] Refrigerant circulation loop:

[0174] The second cooling plate 72 is in operation (the fourth throttling element 53 is open, and the third throttling element 52 is closed): compressor 10—second control valve 56—variable diameter throttling valve 14—battery; second cooling plate 72—fourth throttling element 53—third check valve 593—second heat exchanger 22—fourth control valve 58—compressor 10.

[0175] The first cooling plate 71 is in operation (the fourth throttling element 53 is closed, and the third throttling element 52 is open): compressor 10—second control valve 56—variable diameter throttling valve 14—battery heat exchanger 60—third throttling element 52—third check valve 593—second heat exchanger 22—fourth control valve 58—compressor 10;

[0176] The second cooling plate 72 and the first cooling plate 71 work simultaneously (both the fourth throttling element 53 and the third throttling element 52 are open): compressor 10—second control valve 56—variable diameter throttling valve 14—battery; second cooling plate 72—fourth throttling element 53—third check valve 593—second heat exchanger 22—fourth control valve 58—compressor 10;

[0177] Compressor 10—Second control valve 56—Variable caliber throttle valve 14—Battery heat exchanger 60—Third throttle element 52—Third check valve 593—Second heat exchanger 22—Fourth control valve 58—Compressor 10;

[0178] When the first cooling plate 71 is working, the circulation of the coolant circuit is as follows: second water pump 81—battery heat exchanger 60—first cooling plate 71—second water pump 81;

[0179] The thermal cycle of the coolant circuit 223 is as follows: first water pump 2231 — second heat exchanger 22 — three-way valve 2232 — powertrain 2233 — first water pump 2231.

[0180] 2.3 The crew cabin and battery 200 can be heated simultaneously.

[0181] When the ambient temperature is low, based on scheme 2.2 (battery 200 heating only), the second throttling element 54 is opened simultaneously. The high-temperature and high-pressure gaseous refrigerant passes through the third heat exchanger 90 to become medium-temperature and high-pressure refrigerant. It is then throttled and depressurized by the second throttling element 54 to become low-temperature and low-pressure, and mixes with the refrigerant flowing out of the third one-way valve 593. Then it flows through the second heat exchanger 22, absorbs the waste heat from the high-power electrical components in the powertrain 2233, and becomes medium-temperature and low-pressure gaseous. It then passes through the fourth control valve 58, flows through the gas-liquid separator 13, and returns to the compressor 10.

[0182] The circulation loop for this refrigerant is as follows:

[0183] The crew compartment heating is the same as in 2.1, and the battery 200 heating is the same as in 2.2;

[0184] The circulation of the coolant circuit is the same as in 2.1; the thermal circulation of the coolant circuit 223 is the same as in 2.2.

[0185] The present invention also proposes a vehicle 1000.

[0186] like Figure 5 As shown, a vehicle 1000 according to an embodiment of the present invention includes a battery 200 and a thermal management system 100.

[0187] According to the vehicle 1000 of the present invention, the thermal management system 100 is the thermal management system 100 of any of the above embodiments of the vehicle, and the first cooling plate 71 exchanges heat with the battery 200.

[0188] It is understandable that the first cooling plate 71 is used to exchange heat with the battery 200, and the two ends of the first heat exchange channel 711 are respectively connected to the fourth channel 62 to form a coolant circuit, so as to facilitate the circulation of coolant in the coolant circuit to achieve cooling or heating of the battery 200.

[0189] For example, when the battery 200 is actually cooled, the refrigerant discharged from the compressor 10 enters the third flow channel 61 through the first heat exchanger 21, the first flow channel 31, and the third throttling element 52. When the first cooling plate 71 exchanges heat with the battery 200 and the coolant enters the fourth flow channel 62, the coolant in the fourth flow channel 62 exchanges heat with the cooler refrigerant in the third flow channel 61, thereby reducing the temperature of the coolant in the fourth flow channel 62. This allows the coolant in the fourth flow channel 62 to flow to the first cooling plate 71, and then use the low temperature of the coolant to cool the battery 200. After the heat exchange, the refrigerant can flow back to the compressor 10 through the second flow channel 32. This facilitates the reduction of the coolant temperature, ensures that the coolant has a better cooling effect, and helps to increase the temperature of the refrigerant flowing back to the compressor 10.

[0190] In some embodiments, when there are multiple first cooling plates 71, the multiple first cooling plates 71 are respectively located on opposite sidewalls of the battery 200.

[0191] Therefore, by setting multiple first cooling plates 71, the cooling effect on the battery 200 can be enhanced, and the cooling efficiency can be improved.

[0192] For example, there are two first cooling plates 71, and the two first cooling plates 71 are respectively located on the upper and lower side walls, or the left and right side walls, or the front and rear side walls of the battery 200. That is, the two first cooling plates 71 are respectively located on opposite sides of the battery 200, which helps to enhance the heat dissipation or heating efficiency and capacity of the battery 200.

[0193] In other embodiments, the first cooling plate 71 and the second cooling plate 72 are located on opposite sidewalls of the battery 200.

[0194] Therefore, by setting the second cooling plate 72 and the first cooling plate 71 respectively on opposite sides of the battery 200, compared with the single-layer cooling plate structure in the prior art, the second cooling plate 72 and the first cooling plate 71 in the present invention form a double-layer cooling plate structure, and the temperature difference of the double-layer cooling plate structure is smaller, which is beneficial to enhancing the heat dissipation or heating capacity of the battery 200.

[0195] Of course, the first cooling plate 71 and the second cooling plate 72 can also be arranged above or below the battery 200 at the same time, without limitation.

[0196] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0197] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0198] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0199] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0200] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," 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 present invention. In this specification, the 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. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0201] 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 (100) for a vehicle, characterized in that, include: A compressor (10) is provided with a return port (11) and an exhaust port (12); The first heat exchanger (21) is connected at its first end to the exhaust port (12); The regenerator (30) includes a first flow channel (31) and a second flow channel (32) that exchange heat with each other. The first end of the first flow channel (31) is connected to the second end of the first heat exchanger (21), and the first end of the second flow channel (32) is connected to the return gas port (11). Evaporator (40), the first end of which is connected to the second end of the first flow channel (31), and the second end of which is connected to the second end of the second flow channel (32); The vehicle (1000) includes a battery (200), and the thermal management system (100) further includes: a battery heat exchanger (60), the battery heat exchanger (60) includes a third flow channel (61) and a fourth flow channel (62) for exchanging heat with each other, the first end of the third flow channel (61) is connected to the second end of the first flow channel (31), and the second end of the third flow channel (61) is connected to the second end of the second flow channel (32); a first cooling plate (71) for exchanging heat with the battery (200), the first cooling plate (71) is provided with a first heat exchange flow channel (711) for circulating coolant, and the two ends of the first heat exchange flow channel (711) are respectively connected to the fourth flow channel (62) to form a coolant circuit.

2. The vehicle thermal management system (100) according to claim 1, characterized in that, Also includes: The second heat exchanger (22) is connected to the return air port (11). A third heat exchanger (90) is connected to the second heat exchanger (22), and the exhaust port (12) is selectively connected to the third heat exchanger (90) or the first heat exchanger (21).

3. The vehicle thermal management system (100) according to claim 2, characterized in that, The first end of the evaporator (40) is connected to a first throttling element (51), the first throttling element (51) is connected to the second end of the first flow channel (31), and the second end of the evaporator (40) is connected to the second end of the second flow channel (32). The first end of the third heat exchanger (90) is connected to a second throttling element (54), and the exhaust port (12) can be selectively connected to the first end of the third heat exchanger (90) or the first heat exchanger (21). The first end of the second heat exchanger (22) is connected to the second throttling element (54), and the second end of the second heat exchanger (22) is connected to the return air port (11).

4. The vehicle thermal management system (100) according to claim 1, characterized in that, A third throttling element (52) is connected between the first end of the third flow channel (61) and the second end of the first flow channel (31).

5. The vehicle thermal management system (100) according to claim 1, characterized in that, There are multiple first cooling plates (71), and both ends of the first heat exchange channel (711) of each first cooling plate (71) are connected to the fourth channel (62) to form a coolant circuit.

6. The vehicle thermal management system (100) according to claim 5, characterized in that, Multiple first cooling plates (71) are connected in parallel, and the thermal management system (100) further includes a first control module (19), which is connected to multiple coolant circuits to control at least one coolant circuit to be in a conductive state.

7. The vehicle thermal management system (100) according to claim 1, characterized in that, It also includes a first heater (80) for heating the coolant in the coolant circuit.

8. The vehicle thermal management system (100) according to claim 1, characterized in that, The regenerator (30) may be selectively connected to at least one of the battery heat exchanger (60) and the evaporator (40).

9. The vehicle thermal management system (100) according to claim 1, characterized in that, The exhaust port (12) may be selectively connected to the first flow channel (31) or the third flow channel (61) of the regenerator (30), and the return port (11) may be selectively connected to the second flow channel (32) or the third flow channel (61) of the regenerator (30).

10. The vehicle thermal management system (100) according to claim 9, characterized in that, When the exhaust port (12) is connected to the first flow channel (31) of the regenerator (30) and the return port (11) is connected to the second flow channel (32) of the regenerator (30), the battery (200) is cooled. When the exhaust port (12) is connected to the second end of the third flow channel (61) and the return port (11) is connected to the third flow channel (61), the battery (200) is heated.

11. The vehicle thermal management system (100) according to claim 10, characterized in that, It includes a first control valve (55) and a second control valve (56). The first control valve (55) is connected between the first end of the first heat exchanger (21) and the exhaust port (12). The second control valve (56) is located between the exhaust port (12) and the second end of the third flow channel (61) so that the exhaust port (12) can be selectively connected to the second flow channel (32) or the third flow channel (61) of the regenerator (30).

12. The vehicle thermal management system (100) according to claim 4, characterized in that, It also includes a second cooling plate (72) for heat exchange with the battery (200), the second cooling plate (72) having a second heat exchange channel (721) connected in parallel with the third channel (61).

13. The vehicle thermal management system (100) according to claim 12, characterized in that, The second heat exchange channel (721) is connected in series with the fourth throttling element (53), and the second heat exchange channel (721) and the fourth throttling element (53) connected in series are connected in parallel with the third channel (61) and the third throttling element (52) connected in series.

14. The vehicle thermal management system (100) according to claim 1, characterized in that, A first one-way valve (591) is provided between the evaporator (40) and the second flow channel (32), and the first one-way valve (591) is unidirectionally open in the direction from the evaporator (40) to the regenerator (30).

15. The vehicle thermal management system (100) according to claim 1, characterized in that, It also includes a second cooling plate (72) for heat exchange with the battery (200), the second cooling plate (72) having a second heat exchange channel (721), the exhaust port (12) being selectively connected to the first channel (31) of the regenerator (30) or the second heat exchange channel (721) of the second cooling plate (72), and the return air port (11) being selectively connected to the second channel (32) of the regenerator (30) or the second heat exchange channel (721).

16. The vehicle thermal management system (100) according to claim 15, characterized in that, When the second heat exchange channel (721) is connected to the regenerator (30), it cools the battery (200); When the second heat exchange channel (721) is connected to the exhaust port (12) and the return port (11), it heats the battery (200).

17. The vehicle thermal management system (100) according to claim 16, characterized in that, A fourth throttling element (53) is provided between the second heat exchange channel (721) and the regenerator (30).

18. The vehicle thermal management system (100) according to claim 3, characterized in that, It also includes a coolant circuit (223) for heat exchange with the motor of the vehicle (1000), the second heat exchanger (22) includes a fifth flow channel (221) and a sixth flow channel (222) for heat exchange with each other, the two ends of the fifth flow channel (221) are connected to the third heat exchanger (90) and the return air port (11) respectively, and the sixth flow channel (222) is part of the coolant circuit (223).

19. The vehicle thermal management system (100) according to claim 18, characterized in that, The second throttling element (54) is disposed between the third heat exchanger (90) and the fifth flow channel (221).

20. A vehicle (1000), characterized in that, include: Battery (200); A thermal management system (100), wherein the thermal management system (100) is a vehicle thermal management system (100) according to any one of claims 1-19, wherein the first cooling plate (71) exchanges heat with the battery (200).

21. The vehicle (1000) according to claim 20, characterized in that, When there are multiple first cooling plates (71), the multiple first cooling plates (71) are respectively located on opposite sidewalls of the battery (200).

22. The vehicle (1000) according to claim 20, characterized in that, The thermal management system (100) is the thermal management system (100) according to claim 12 or 15, wherein the first cooling plate (71) and the second cooling plate (72) are respectively located on opposite sidewalls of the battery (200).

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