Thermal management system of vehicle and vehicle

Abstract

The application discloses a thermal management system of a vehicle and the vehicle, wherein the vehicle comprises a vehicle cabin and a battery, the thermal management system comprises a cooling liquid circulation loop and a refrigerant circulation loop, the cooling liquid circulation loop comprises a heat exchange flow path and a first cooling liquid flow path connected with each other, the refrigerant circulation loop comprises a battery cooling subsystem and a first refrigerant flow path connected with each other, the battery cooling subsystem comprises a plurality of heat exchange branches connected in parallel, each heat exchange branch is adapted to exchange heat with the battery, and the first refrigerant flow path and the first cooling liquid flow path exchange heat. The thermal management system of the vehicle in the embodiment of the application can adjust the temperature of the battery, ensure the heat exchange efficiency of the battery, and be beneficial to ensuring the working performance of the battery and improving the use safety of the vehicle.

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] In the prior art, in order to improve vehicle comfort and safety, a thermal management system is usually installed in the vehicle to heat and cool the cabin and battery.

[0003] However, existing thermal management systems have low heat exchange efficiency and energy loss during battery heat exchange, which limits the battery charging current, reduces the charging speed, and lowers the safety of battery use. Summary of the Invention

[0004] 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 improve battery heat exchange efficiency, thus solving the technical problem of low battery heat exchange efficiency in the prior art.

[0005] The present invention also aims to provide a vehicle having the above-described thermal management system.

[0006] According to an embodiment of the present invention, a vehicle thermal management system includes a vehicle compartment and a battery. The thermal management system includes: a coolant circulation loop, the coolant circulation loop including a heat exchange path and a first coolant path connected together; and a refrigerant circulation loop, the refrigerant circulation loop including a battery cooling subsystem and a first refrigerant path connected together, the battery cooling subsystem including a plurality of heat exchange branches connected in parallel, each heat exchange branch being adapted to exchange heat with the battery, and the first refrigerant path and the first coolant path exchanging heat.

[0007] According to an embodiment of the present invention, the vehicle thermal management system sets up multiple parallel heat exchange branches, each of which is configured to exchange heat with the battery. This enables the thermal management system to adjust the battery temperature. Simultaneously, by connecting the first refrigerant flow path to the battery cooling subsystem and exchanging heat between the first refrigerant flow path and the first coolant flow path, the system can directly utilize a refrigerant at a suitable temperature to exchange heat with the battery, eliminating the need for other heat exchange media. This improves battery heat exchange efficiency, ensures battery performance, extends battery life, and enhances battery safety.

[0008] In some embodiments, the heat exchange path is adapted to adjust the temperature inside the vehicle compartment.

[0009] In some embodiments, the heat exchange path is located in at least one of the vehicle roof, the vehicle chassis, and the vehicle door.

[0010] In some embodiments, the heat exchange path is provided in the battery to facilitate heat exchange with the battery.

[0011] In some embodiments, the battery includes a first region and a second region, the first region being configured to correspond to the terminal region of the battery, and the second region being configured to correspond to the non-terminal region of the battery, the first region having at least one heat exchange branch, and the second region having at least one heat exchange branch.

[0012] In some embodiments, the coolant circulation loop includes a first radiator that exchanges heat with the refrigerant circulation loop, the first radiator being adapted to exchange heat with the vehicle's electronic control module, and the first radiator being connected to or disconnected from the heat exchange flow path.

[0013] In some embodiments, the coolant circulation loop further includes a second radiator, which is connected to or disconnected from the heat exchange flow path, and is adapted to exchange heat with the electronic components of the vehicle.

[0014] In some embodiments, the vehicle includes an airflow duct communicating with the vehicle compartment, and the thermal management system further includes a first heat exchange section and a heater, the first heat exchange section and the heater being disposed in the airflow duct, the first heat exchange section and the heater being used to regulate the temperature of the air flowing through the airflow duct.

[0015] In some embodiments, the refrigerant circulation loop includes multiple independent refrigerant loops, each of the refrigerant loops including a compressor, the heat exchange branch and the first refrigerant flow path connected in series, and each of the refrigerant loops also includes a second heat exchange section that exchanges heat with the external environment.

[0016] The vehicle according to an embodiment of the present invention includes the aforementioned thermal management system.

[0017] According to embodiments of the present invention, by employing the aforementioned thermal management system, the vehicle's safety can be effectively improved, thereby enhancing the user experience, increasing the vehicle's range, and extending its service life.

[0018] Additional aspects and advantages of the invention will become apparent from the description which follows, or may be learned by practice of the invention. Attached Figure Description

[0019] 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:

[0020] Figure 1 This is a schematic diagram of a thermal management system according to some embodiments of the present invention.

[0021] Figure 2 This is a schematic diagram of the refrigerant circulation loop in some embodiments of the present invention.

[0022] Figure 3 This is a schematic diagram of the first refrigerant circuit according to some embodiments of the present invention.

[0023] Figure 4 This is a schematic diagram of the second refrigerant circuit according to some embodiments of the present invention.

[0024] Figure 5 This is a schematic diagram of the coolant circulation loop in some embodiments of the present invention.

[0025] Figure 6 This is a schematic diagram illustrating the activation of the first cooling mode in the thermal management system of some embodiments of the present invention.

[0026] Figure 7 This is a schematic diagram illustrating the activation of a second cooling mode in the thermal management system of some embodiments of the present invention.

[0027] Figure 8 This is a schematic diagram illustrating the activation of a third cooling mode in the thermal management system of some embodiments of the present invention.

[0028] Figure 9 This is a schematic diagram of the thermal management system of some embodiments of the present invention activating the first heating mode.

[0029] Figure 10 This is a schematic diagram illustrating the activation of a second heating mode in the thermal management system of some embodiments of the present invention.

[0030] Figure 11 This is a schematic diagram illustrating the activation of a third heating mode in the thermal management system of some embodiments of the present invention.

[0031] Figure 12 This is a schematic diagram illustrating the activation of the first cooling / heating mode in the thermal management system of some embodiments of the present invention.

[0032] Figure 13 This is a schematic diagram illustrating the activation of a second cooling / heating mode in the thermal management system of some embodiments of the present invention.

[0033] Figure 14 This is a schematic diagram illustrating the activation of the first defrosting mode in the thermal management system of some embodiments of the present invention.

[0034] Figure 15 This is a schematic diagram illustrating the activation of the second defrosting mode in the thermal management system of some embodiments of the present invention.

[0035] Figure label:

[0036] 1000. Thermal management system;

[0037] 100. Coolant circulation loop;

[0038] 110. Heat exchange flow path; 120. First coolant flow path;

[0039] 130. First radiator; 140. Second radiator;

[0040] 150. Water tank; 160. Water pump;

[0041] 200. Refrigerant circulation loop;

[0042] 210. Battery cooling subsystem;

[0043] 211. Heat exchange branch; 212. First heat exchange plate; 213. Second heat exchange plate;

[0044] 220. First refrigerant flow path;

[0045] 230. Refrigerant circuit;

[0046] 231. Compressor; 2311. Air inlet; 2312. Exhaust outlet;

[0047] 232. Commutation assembly;

[0048] 233. Second heat exchange section; 2331. Air intake grille;

[0049] 234. First switching module;

[0050] 235. First heat exchange section;

[0051] 236. First refrigerant circuit; 237. Second refrigerant circuit;

[0052] 300, Second switching module; 400, First fan; 500, Heater;

[0053] 610. First electronic expansion valve; 620. Second electronic expansion valve; 630. Third electronic expansion valve;

[0054] 710. Third switching module; 720. Fourth switching module;

[0055] 730. Fifth switching module; 740. Sixth switching module;

[0056] 800. Second fan;

[0057] 900. Heat exchanger assembly; 910. First heat exchanger; 920. Second heat exchanger;

[0058] 2000, battery. Detailed Implementation

[0059] 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.

[0060] 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.

[0061] The thermal management system 1000 of a vehicle according to an embodiment of the present invention is described below with reference to the accompanying drawings.

[0062] The vehicle includes a cabin and a battery 2000, which provides power to the vehicle so that it can operate normally.

[0063] In some examples, the battery 2000 can serve as the operating power source for the vehicle, which may also include a controller and a motor. The controller controls the battery 2000 to supply power to the motor, for example, for the vehicle's power needs during startup, navigation, and driving.

[0064] In other examples, the battery 2000 can serve not only as the vehicle's operating power source but also as its driving power source, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle.

[0065] like Figure 1 As shown, a vehicle thermal management system 1000 according to an embodiment of the present invention includes: a coolant circulation loop 100 and a refrigerant circulation loop 200.

[0066] Among them, such as Figure 1 and Figure 5 As shown, the coolant circulation loop 100 includes a heat exchange flow path 110 and a first coolant flow path 120, which are connected. This allows the coolant to circulate between the heat exchange flow path 110 and the first coolant flow path 120, facilitating the transfer of coolant from the first coolant flow path 120 to the heat exchange flow path 110, thereby adjusting the coolant temperature within the heat exchange flow path 110.

[0067] It should be noted that the heat exchange flow path 110 and the first coolant flow path 120 mentioned above can be understood as different parts of the coolant circulation loop 100, so as to realize the connection between the heat exchange flow path 110 and the first coolant flow path 120.

[0068] like Figure 1 As shown, the refrigerant circulation loop 200 includes a battery cooling subsystem 210 and a first refrigerant flow path 220. The battery cooling subsystem 210 and the first refrigerant flow path 220 are connected. The battery cooling subsystem 210 includes multiple heat exchange branches 211, which are connected in parallel. Each heat exchange branch 211 is adapted to exchange heat with the battery 2000. The first refrigerant flow path 220 exchanges heat with the first coolant flow path 120.

[0069] It should be noted that, in the description of this invention, unless otherwise stated, "a plurality of" means two or more, that is, the battery cooling subsystem 210 of this application includes at least two heat exchange branches 211.

[0070] By setting up multiple heat exchange branches 211 and configuring all of them to exchange heat with the battery 2000, the temperature adjustment speed of the battery 2000 can be accelerated, thereby improving the heat exchange efficiency of the battery 2000 and ensuring the working performance of the thermal management system 1000.

[0071] Furthermore, by configuring the first refrigerant flow path 220 and the first coolant flow path 120 to allow for heat exchange, the temperature of the refrigerant in the first refrigerant flow path 220 can be adjusted using the coolant in the first coolant flow path 120. Since this application also connects the first refrigerant flow path 220 to the battery cooling subsystem 210, that is, connects the first refrigerant flow path 220 to the heat exchange branch 211, after adjusting the temperature of the refrigerant in the first refrigerant flow path 220 using the coolant in the first coolant flow path 120, refrigerant at a suitable temperature can be delivered to the heat exchange branch 211 to adjust the temperature of the refrigerant in the heat exchange branch 211. This facilitates adjusting the temperature of the battery 2000 using the heat exchange branch 211, thus achieving the purpose of adjusting the temperature of the battery 2000 using the thermal management system 1000. This improves the safety of the battery 2000, ensures its performance, and extends its service life.

[0072] In some examples, when the refrigerant temperature in the heat exchange branch 211 is high, the heat exchange branch 211 is used to raise the temperature of the battery 2000 to achieve the purpose of heating the battery 2000; when the refrigerant temperature in the heat exchange branch 211 is low, the heat exchange branch 211 is used to lower the temperature of the battery 2000 to achieve the purpose of cooling the battery 2000.

[0073] As can be seen from the above structure, the vehicle thermal management system 1000 of this embodiment of the invention configures the battery cooling subsystem 210 to include multiple heat exchange branches 211, and each heat exchange branch 211 is configured to exchange heat with the battery 2000. In this way, when multiple heat exchange branches 211 cooperate, the temperature adjustment speed of the battery 2000 can be accelerated, thereby ensuring the cooling of the battery 2000 under high cooling requirements, such as the cooling requirements of high-power charging, preventing the charging speed from decreasing due to limited charging current, thereby improving the working performance of the battery 2000.

[0074] Meanwhile, since the battery cooling subsystem 210 is connected in series with the first refrigerant flow path 220, the refrigerant can be delivered to the battery cooling subsystem 210 through the first refrigerant flow path 220. This means that the refrigerant can be directly delivered to the heat exchange branch 211, so as to directly use the refrigerant to exchange heat with the battery 2000, thereby ensuring heat exchange efficiency and heat exchange quality, and further accelerating the temperature adjustment speed of the battery 2000.

[0075] Furthermore, the first refrigerant flow path 220 and the first coolant flow path 120 are configured to exchange heat, so that the coolant in the first coolant flow path 120 can be used to adjust the temperature of the refrigerant in the first refrigerant flow path 220, so that the temperature of the refrigerant can be maintained within a suitable range, thereby ensuring that the refrigerant can effectively change the temperature of the battery 2000, so that the temperature of the battery 2000 can be maintained within a suitable range, ensuring the safety and performance of the battery 2000.

[0076] It is understandable that, compared with the prior art, the thermal management system 1000 of this application can ensure the cooling of the battery 2000 under high cooling demand when adjusting the temperature of the battery 2000, improve the working performance of the battery 2000, extend the service life of the battery 2000, and ensure the safety of the battery 2000 in use.

[0077] In some examples, each heat exchange branch 211 is provided with a heat exchange plate, which is connected to the heat exchange branch 211 and in contact with the battery 2000 to facilitate heat exchange between the heat exchange plate and the battery 2000, thereby achieving heat exchange between the heat exchange branch 211 and the battery 2000 and adjusting the temperature of the battery 2000 using the heat exchange branch 211.

[0078] In some embodiments of the present invention, the battery 2000 includes a first region and a second region. The first region is configured to correspond to the terminal region of the battery 2000, and the second region is configured to correspond to the non-terminal region of the battery 2000. The first region is provided with at least one heat exchange branch 211, and the second region is provided with at least one heat exchange branch 211. That is, multiple heat exchange branches 211 are respectively provided in the first region and the second region of the battery 2000, so that heat exchange branches 211 can simultaneously exchange heat with both the terminal region and the non-terminal region of the battery 2000. In this way, while adjusting the temperature of the battery 2000, the temperature adjustment speed of the battery 2000 can also be accelerated, thereby improving the heat exchange efficiency of the battery 2000 and ensuring the working performance of the thermal management system 1000.

[0079] Optionally, such as Figure 1 As shown, one of the heat exchange branches 211 is provided with a first heat exchange plate 212 connected to it, and the first heat exchange plate 212 is located in the first region. The other heat exchange branch 211 is provided with a second heat exchange plate 213 connected to it, and the second heat exchange plate 213 is located in the second region. The first heat exchange plate 212 and the second heat exchange plate 213 are used to exchange heat with the battery 2000, thereby adjusting the temperature of the battery 2000 and achieving the purpose of adjusting the temperature of the battery 2000 by using the thermal management system 1000.

[0080] In a specific example, the first refrigerant flow path 220 and the first coolant flow path 120 exchange heat to maintain the refrigerant temperature within the first refrigerant flow path 220 within a suitable range. The first refrigerant flow path 220 can deliver refrigerant at a suitable temperature to the heat exchange branch 211, which then delivers the refrigerant to the corresponding heat exchange plate. The refrigerant exchanges heat with the battery 2000 using the heat exchange plate to adjust the temperature of the battery 2000, ensuring that the battery 2000 temperature is maintained within a suitable range. This improves the working performance of the battery 2000, extends its service life, and ensures its safety during use.

[0081] In summary, the thermal management system 1000 of this application places the refrigerant in the heat exchange plate to exchange heat directly with the battery 2000, without coolant as an intermediate heat exchange medium, so as to achieve the purpose of cooling or heating the battery 2000 through direct cooling and heating. Because the heat exchange plate has a low evaporation temperature, a high condensation temperature, strong cooling and heating capacity, high efficiency and low heat exchange loss, the heat exchange through the heat exchange plate can effectively reduce the energy consumption of the thermal management system 1000, indirectly increase the vehicle's driving range and reduce the overall vehicle layout space.

[0082] It should be noted that this application does not impose specific restrictions on the material of the heat exchange plate, as long as the heat exchange plate after molding has good heat transfer effect and a certain structural strength.

[0083] In some examples, such as Figure 1 As shown, a heat exchange assembly 900 is provided between the first refrigerant flow path 220 and the first coolant flow path 120. The heat exchange assembly 900 exchanges heat with the first refrigerant flow path 220 and the first coolant flow path 120 to realize heat exchange between the first refrigerant flow path 220 and the first coolant flow path 120. This facilitates the adjustment of the temperature of the refrigerant in the first refrigerant flow path 220 using the coolant in the first coolant flow path 120, that is, to realize the adjustment of the temperature of the refrigerant entering the heat exchange branch 211, so as to achieve the purpose of adjusting the temperature of the battery 2000 using the thermal management system 1000.

[0084] In some embodiments, the heat exchange path 110 is adapted to adjust the temperature inside the vehicle cabin. This achieves the purpose of adjusting the temperature inside the vehicle cabin using the thermal management system 1000, thereby improving vehicle comfort.

[0085] In a specific example, the coolant flows within the heat exchange path 110 and utilizes the heat exchange path 110 to lower or raise the temperature inside the vehicle compartment, thereby adjusting the temperature inside the vehicle compartment. Specifically, when the coolant temperature inside the heat exchange path 110 is high, the heat exchange path 110 is used to raise the temperature inside the vehicle compartment, achieving the purpose of heating the vehicle compartment; when the coolant temperature inside the heat exchange path 110 is low, the heat exchange path 110 is used to lower the temperature inside the vehicle compartment, achieving the purpose of cooling the vehicle compartment.

[0086] It should be noted that by using the heat exchange flow path 110 to adjust the temperature inside the vehicle cabin, compared with the existing technology of using a blower to send cold or hot air into the vehicle cabin, the feeling of being blown by the wind can be effectively avoided, and the requirements for the air conditioning outlet temperature can be reduced, reducing energy loss and improving human comfort, thereby improving vehicle comfort and ensuring the driving experience.

[0087] Furthermore, by configuring the first refrigerant flow path 220 and the first coolant flow path 120 to perform heat exchange, it is also convenient to adjust the temperature of the coolant in the first coolant flow path 120 using the refrigerant in the first refrigerant flow path 220, which means adjusting the temperature of the refrigerant entering the heat exchange flow path 110, thereby achieving the purpose of adjusting the cabin temperature using the thermal management system 1000.

[0088] In other words, the first refrigerant flow path 220 of this application can not only adjust the refrigerant temperature in the heat exchange branch 211, but also indirectly adjust the coolant temperature in the heat exchange flow path 110, so that the thermal management system 1000 of this application can not only adjust the temperature inside the vehicle compartment, but also adjust the temperature of the battery 2000, thereby improving vehicle comfort, enhancing vehicle performance, and ensuring vehicle safety.

[0089] In summary, the thermal management system 1000 of this application not only meets the thermal management requirements of the battery 2000, but also meets the heat exchange requirements of the vehicle compartment. This not only increases human comfort, but also extends the service life of the battery 2000, ensures the safety of the battery 2000, and guarantees the working performance of the battery 2000, which is conducive to improving the vehicle's driving range.

[0090] Meanwhile, this application sets the heat exchange flow path 110 and the heat exchange branch 211 in different circuits, which can specifically solve the problem of inconsistent heating and cooling requirements between the vehicle compartment and the battery 2000, making the use of the thermal management system 1000 more flexible.

[0091] In some examples, the heat exchange flow path 110 is composed of a capillary tube connected in series with the first coolant flow path 120, so as to deliver the coolant in the first coolant flow path 120 to the capillary tube and use the coolant in the capillary tube to adjust the temperature in the vehicle compartment, so that the heat exchange flow path 110 forms a radiant flow path, thereby achieving the purpose of adjusting the temperature in the vehicle compartment by using the radiant flow path, while also avoiding the feeling of draft.

[0092] Optionally, such as Figure 1 As shown, the capillary tubes are arranged in an "S" shape to increase the area of ​​the radiant flow path, thereby increasing the heat exchange area between the radiant flow path and the vehicle compartment and ensuring the heat exchange effect of the heat exchange flow path 110.

[0093] Optionally, the first coolant flow path 120 is filled with coolant. By delivering the coolant in the first coolant flow path 120 to the heat exchange flow path 110, the temperature of one or more surfaces on the inner surface of the vehicle body enclosure structure is reduced or increased to form a radiant surface. Heat exchange is carried out between the radiant surface and the temperature inside the vehicle compartment to achieve the purpose of adjusting the temperature inside the vehicle compartment.

[0094] Optionally, the coolant can be an environmentally friendly liquid with a high specific heat, such as water or ethylene glycol, to ensure heat exchange and cooling in heat exchange path 110.

[0095] Optionally, the heat exchange path 110 can be placed on at least one of the vehicle roof, vehicle chassis, and vehicle doors. That is, the heat exchange path 110 can be placed on the vehicle roof, vehicle chassis, or vehicle doors, or on two of the vehicle roof, vehicle chassis, and vehicle doors, or on all of the vehicle roof, vehicle chassis, and vehicle doors, so as to adjust the temperature inside the vehicle cabin using the heat exchange path 110, avoid the feeling of draft, improve human comfort, and thus enhance the driving experience.

[0096] Meanwhile, the above-mentioned configuration can also utilize the vehicle's own structure to support and fix the heat exchange path 110, thereby improving the positional stability of the heat exchange path 110. This facilitates the adjustment of the temperature inside the vehicle compartment using the heat exchange path 110, ensures the working performance of the heat exchange path 110, and extends the service life of the heat exchange path 110.

[0097] Optionally, the heat exchange flow path 110 is fixedly connected to at least one of the vehicle roof, vehicle chassis, and vehicle door. This fixed connection between the heat exchange flow path 110 and the vehicle facilitates the use of the vehicle to support and fix the heat exchange flow path 110.

[0098] The fixed connection mentioned here can be a detachable connection such as bolts or snap-fit, so as to reduce the difficulty of assembling and disassembling the heat exchange flow path 110, thereby reducing the maintenance difficulty of the heat exchange flow path 110.

[0099] In some embodiments, the vehicle interior is provided with an inner liner, and the heat exchange flow path 110 is located on the side of the inner liner away from the vehicle compartment. On the one hand, the inner liner can be used to cover the heat exchange flow path 110, preventing the driver and passengers from seeing the heat exchange flow path 110 and improving the vehicle's aesthetics. On the other hand, the inner liner can also be used to protect the heat exchange flow path 110, thereby extending its service life.

[0100] In some embodiments, the heat exchange path 110 is disposed in the battery 2000 to facilitate heat exchange with the battery 2000. That is, the heat exchange path 110 is not limited to adjusting the temperature inside the vehicle compartment, but can also be used to adjust the temperature of the battery 2000 so that the battery 2000 can maintain its own temperature within a suitable range during operation, thereby ensuring the working performance of the battery 2000 and extending the safety of the battery 2000 during use.

[0101] It should be noted that the heat exchange flow path 110 is used to exchange heat with the battery 2000, mainly by using the coolant to exchange heat with the battery 2000 in order to regulate the temperature of the battery 2000.

[0102] In other words, the thermal management system 1000 of this application can not only use refrigerant to change the temperature of battery 2000, but also use coolant to change the temperature of battery 2000, so as to ensure that the temperature of battery 2000 can be maintained within a suitable range when it is working.

[0103] It should also be noted that the heat exchange flow path 110 mentioned above can be located on the surface of the battery 2000 directly to achieve heat exchange between the heat exchange flow path 110 and the battery 2000, or the heat exchange flow path 110 can be mounted on the battery 2000 via a mounting bracket or the like, so that the heat exchange flow path 110 is located close to the battery 2000 to achieve heat exchange between the heat exchange flow path 110 and the battery 2000.

[0104] In some embodiments, the vehicle includes an airflow duct communicating with the vehicle cabin, combined with Figure 1 , Figure 2 , Figure 3 and Figure 6 As shown, the thermal management system 1000 also includes a first heat exchange section 235 and a heater 500. The first heat exchange section 235 and the heater 500 are located in the air flow channel. The first heat exchange section 235 and the heater 500 are used to regulate the temperature of the air flowing through the air flow channel, so as to achieve the purpose of adjusting the cabin temperature by using the first heat exchange section 235 and the heater 500, and further improve the working performance of the thermal management system 1000.

[0105] In other words, the thermal management system 1000 of this application can not only regulate the temperature inside the vehicle cabin using the heat exchange flow path 110, but also regulate the temperature inside the vehicle cabin using the first heat exchange section 235 and the heater 500, so as to ensure that the temperature inside the vehicle cabin can be maintained within a suitable range, thereby ensuring the comfort of the vehicle.

[0106] Optionally, the first heat exchange section 235 is a fresh air dehumidification heat exchanger. The fresh air dehumidification heat exchanger is located in the air flow channel and faces the vehicle cabin to introduce fresh air into the vehicle cabin and achieve dehumidification, thereby improving the air quality in the vehicle cabin and ensuring the temperature of the vehicle cabin, thus improving user comfort.

[0107] Optionally, combined Figure 1 , Figure 2 , Figure 3 and Figure 9 As shown, heater 500 is disposed adjacent to the first heat exchange section 235. Heater 500 is used to increase the temperature of the air flowing through it, thereby achieving the purpose of heating the vehicle compartment.

[0108] In a specific example, the first heat exchange section 235 is mainly used to reduce the temperature of the fresh air, that is, the first heat exchange section 235 is turned on when cooling the cabin; the heater 500 is mainly used to increase the temperature of the fresh air, that is, the heater 500 is turned on when heating the cabin.

[0109] Optionally, heater 500 is a PTC (Positive Temperature Coefficient) heater. The PTC heater is used to heat the air flowing through it. The heated air enters the vehicle cabin to achieve the purpose of heating the vehicle cabin, thereby improving the heating effect.

[0110] Optionally, combined Figure 1 , Figure 2 , Figure 3 and Figure 9As shown, the thermal management system 1000 also includes a first fan 400. The first fan 400 can lead fresh air to the heater 500 and the first heat exchange section 235, so that the heater 500 and the first heat exchange section 235 can exchange heat with the fresh air to change the temperature of the fresh air. On the other hand, the first fan 400 can also blow air into the vehicle cabin, that is, use the first fan 400 to introduce the heat-exchanged fresh air into the vehicle cabin to change the temperature inside the vehicle cabin.

[0111] In some embodiments of the present invention, combined with Figure 1 and Figure 2 As shown, the refrigerant circulation loop 200 includes multiple refrigerant loops 230, which are independent of each other. Each refrigerant loop 230 includes a compressor 231, a heat exchange branch 211, and a first refrigerant flow path 220, which are connected in series. This allows the refrigerant circulation loop 200 to include multiple parallel-connected heat exchange branches 211, ensuring cooling of the battery 2000 under high cooling demands, preventing a decrease in charging speed due to limited charging current, and thus improving the working performance of the battery 2000.

[0112] Meanwhile, the above-mentioned configuration also enables the thermal management system 1000 of this application to include multiple compressors 231. During the operation of the thermal management system 1000, the multiple compressors 231 can select to start the corresponding compressor 231 under different operating conditions according to the characteristics of the working fluid, with the goal of optimal energy efficiency or capacity. In other words, the corresponding refrigerant circuit 230 is started, thereby enhancing the cooling and heating capacity of the thermal management system 1000. At the same time, it can save energy consumption of the thermal management system 1000 and increase the vehicle's driving range.

[0113] Furthermore, setting up multiple refrigerant circuits 230 can also help solve the problem of inconsistent heating and cooling needs between the vehicle compartment and the battery 2000. For example, in spring or autumn, when one of the vehicle compartment and the battery 2000 has a heating need but the other has a cooling need, multiple compressors 231 can be started simultaneously. One compressor 231 is used to meet the heating need, and another compressor 231 is used to meet the cooling need. This allows the problem of inconsistent heating and cooling needs between the vehicle compartment and the battery 2000 during the transition season to be met simultaneously, improving the user experience.

[0114] It should be noted that, for ease of description, one of the multiple refrigerant circuits 230 is defined as the first refrigerant circuit 236, and the other refrigerant circuit 230 is defined as the second refrigerant circuit 237.

[0115] like Figure 2As shown, both the first refrigerant circuit 236 and the second refrigerant circuit 237 include a compressor 231, a heat exchange branch 211, and a first refrigerant flow path 220, so that both the first refrigerant circuit 236 and the second refrigerant circuit 237 can meet the thermal management requirements of the battery 2000 and the heat exchange requirements of the vehicle compartment.

[0116] In some examples, the refrigerant in the first refrigerant circuit 236 may be R134a, R1234yf, etc., so as to facilitate heat exchange between the battery 2000 and the coolant in the first coolant flow path 120 using the first refrigerant circuit 236.

[0117] Optionally, the refrigerant in the second refrigerant circuit 237 can be R32, R410a, CO2, etc., to improve the heating performance of the refrigerant in the second refrigerant circuit 237. This will improve the heating effect when heating the battery 2000 and the vehicle compartment, thereby improving the working performance of the thermal management system 1000.

[0118] In other words, the refrigerants filled in the multiple refrigerant circuits 230 of this application are different. Through the above settings, in a specific example, the corresponding compressor 231 can be turned on according to the temperature of the battery 2000 and the vehicle compartment, which means that the corresponding refrigerant circuit 230 is started to run, thereby enhancing the cooling and heating capacity of the thermal management system 1000. At the same time, the energy consumption of the thermal management system 1000 can be saved, and the vehicle's driving range can be increased.

[0119] Specifically, when the ambient temperature is low and heating of the battery 2000 and the vehicle compartment is required, only the compressor 231 in the first refrigerant circuit 236 can operate, while the compressor 231 in the second refrigerant circuit 237 does not start. When the ambient temperature is too low and heating of the battery 2000 and the vehicle compartment is required, the compressor 231 in the second refrigerant circuit 237 can be started to utilize the refrigerant with better heating performance to heat the battery 2000 and / or the vehicle compartment. In this case, the compressor 231 in the first refrigerant circuit 236 does not start. This ensures the cooling and heating capacity of the thermal management system 1000 while also saving energy consumption of the thermal management system 1000.

[0120] In a specific example, a first temperature sensor can be set to detect the current ambient temperature. When the detected current temperature is low but higher than Te, only the compressor 231 in the first refrigerant circuit 236 is started; when the detected current temperature is too low and lower than Te, the compressor 231 in the second refrigerant circuit 237 is started. Here, Te = 0℃.

[0121] Optionally, such as Figure 2As shown, each refrigerant circuit 230 also includes a second heat exchange section 233, which is adapted to exchange heat with the external environment. This achieves the purpose of releasing heat towards the external environment, thereby reducing the refrigerant temperature within the refrigerant circuit 230, thus facilitating the refrigerant in the first refrigerant flow path 220 to adjust the temperature of the battery 2000 and the vehicle compartment.

[0122] Optionally, such as Figure 2 As shown, each refrigerant circuit 230 also includes a reversing assembly 232, which is connected to the inlet 2311 of the compressor 231, the outlet 2312 of the compressor 231, the first end of the first refrigerant flow path 220, and the second end of the first refrigerant flow path 220, respectively. The reversing assembly 232 has a first state and a second state. In the first state, the outlet 2312 is connected to the first end of the first refrigerant flow path 220 and the second end of the first refrigerant flow path 220 is connected to the inlet 2311. In the second state, the outlet 2312 is connected to the second end of the first refrigerant flow path 220 and the first end of the first refrigerant flow path 220 is connected to the inlet 2311. The purpose of using the commutation component 232 to change the flow direction of the refrigerant in the refrigerant circuit 230 is to enable the same refrigerant circuit 230 to heat the battery 2000 and the vehicle compartment or cool the battery 2000 and the vehicle compartment respectively, thereby enriching the functions of the thermal management system 1000 and simplifying the structure of the thermal management system 1000.

[0123] Optionally, the reversing assembly 232 is a four-way valve, which is connected to the air inlet 2311 of the compressor 231, the air outlet 2312 of the compressor 231, the first end of the first refrigerant flow path 220 and the second end of the first refrigerant flow path 220, so as to change the flow direction of the refrigerant by using the four-way valve.

[0124] In some examples, combined Figure 2 and Figure 3 As shown, the reversing component 232 in the first refrigerant circuit 236 is connected to the air inlet 2311 and the exhaust port 2312 of the compressor 231 in the first refrigerant circuit 236, the first end and the second end of the first refrigerant flow path 220 in the first refrigerant circuit 236, respectively, so as to change the flow direction of the refrigerant in the first refrigerant circuit 236 by using the reversing component 232 in the first refrigerant circuit 236, so that the first refrigerant circuit 236 can not only heat the battery 2000 and the vehicle cabin, but also cool the battery 2000 and the vehicle cabin.

[0125] Here, the first end of the first refrigerant flow path 220 in the first refrigerant circuit 236 can be understood as the end of the first refrigerant flow path 220 in the first refrigerant circuit 236 connected to port a of the commutation assembly 232; the second end of the first refrigerant flow path 220 can be understood as the end of the first refrigerant flow path 220 in the first refrigerant circuit 236 connected to port c of the commutation assembly 232.

[0126] In specific examples, combined Figure 6 , Figure 7 and Figure 8 As shown, when the reversing component 232 in the first refrigerant circuit 236 switches to the first state, connecting the exhaust port 2312 with the first end of the first refrigerant flow path 220 and the second end of the first refrigerant flow path 220 with the intake port 2311, the refrigerant in the first refrigerant circuit 236 is compressed into a high-temperature and high-pressure refrigerant by the compressor 231 and can enter the second heat exchange section 233 through port a of the reversing component 232. The second heat exchange section 233 exchanges heat with the refrigerant to reduce the temperature of the refrigerant. The cooled refrigerant exchanges heat with the coolant in the first coolant flow path 120 or with the battery 2000 to achieve the purpose of cooling the vehicle compartment and / or cooling the battery 2000.

[0127] Among them, combined Figure 9 , Figure 10 and Figure 11 As shown, when the reversing component 232 in the first refrigerant circuit 236 switches to the second state, connecting the exhaust port 2312 with the second end of the first refrigerant flow path 220 and connecting the first end of the first refrigerant flow path 220 with the intake port 2311, the refrigerant in the first refrigerant circuit 236 is compressed into a high-temperature and high-pressure refrigerant by the compressor 231 and enters the reversing component 232 from the exhaust port 2312 of the compressor 231. The refrigerant entering the reversing component 232 passes through port c of the reversing component 232 and directly exchanges heat with the coolant in the first coolant flow path 120 or with the battery 2000 to achieve the purpose of heating the vehicle compartment and / or heating the battery 2000. After heating, the refrigerant enters the second heat exchange section 233 to absorb ambient heat and finally returns to the compressor 231 to complete the cycle, thereby enabling the first refrigerant circuit 236 to achieve the cooling and heating effect.

[0128] In some examples, combined Figure 6 , Figure 7 and Figure 8As shown, the heat exchange assembly 900 includes a first heat exchanger 910, which is disposed in the first refrigerant circuit 236 and located between the second end of the first refrigerant flow path 220 and the second heat exchange section 233. The first heat exchanger 910 is used to realize the heat exchange between the first refrigerant flow path 220 and the first coolant flow path 120 of the first refrigerant circuit 236, thereby facilitating the adjustment of the temperature of the coolant in the first coolant flow path 120 using the refrigerant in the first refrigerant flow path 220 of the first refrigerant circuit 236, so as to achieve the purpose of adjusting the temperature inside the vehicle compartment using the thermal management system 1000.

[0129] Optionally, such as Figure 1 As shown, the first heat exchange section 235 is connected in parallel with the first heat exchanger 910. In this way, when the temperature inside the vehicle compartment is cooled by the first refrigerant circuit 236, the first heat exchange section 235 can also exchange heat with the vehicle compartment, thereby improving the heat exchange efficiency.

[0130] Optionally, combined Figure 6 , Figure 7 and Figure 8 As shown, a first electronic expansion valve 610 is provided on the first refrigerant circuit 236. The first electronic expansion valve 610 is located between the first heat exchanger 910 and the second heat exchange section 233. The first electronic expansion valve 610 is used to throttle and reduce the pressure of the refrigerant flowing through it, so as to accurately adjust the output of the refrigerant, thereby making the thermal management system 1000 more energy-efficient and with lower energy consumption.

[0131] In specific examples, combined Figure 6 , Figure 7 and Figure 8 As shown, when the first refrigerant circuit 236 is used to cool the battery 2000 or the vehicle compartment, the refrigerant after exchanging heat with the second heat exchange section 233 first flows through the first electronic expansion valve 610 for throttling, and then enters the heat exchange branch 211 or the first heat exchanger 910.

[0132] Accordingly, combined Figure 9 , Figure 10 and Figure 11 As shown, when the first refrigerant circuit 236 is used to heat the battery 2000 or the vehicle compartment, the refrigerant after exchanging heat with the battery 2000 and the coolant flows through the first electronic expansion valve 610 for throttling, and then enters the second heat exchange section 233.

[0133] In some examples, combined Figure 2 and Figure 4As shown, the commutation component 232 in the second refrigerant circuit 237 is connected to the air inlet 2311 and the air outlet 2312 of the compressor 231 in the second refrigerant circuit 237, as well as the first end and the second end of the first refrigerant flow path 220 in the second refrigerant circuit 237. This allows the commutation component 232 to change the flow direction of the refrigerant in the second refrigerant circuit 237, enabling the second refrigerant circuit 237 to not only heat the battery 2000 and the vehicle compartment, but also cool them.

[0134] In this context, the first end of the first refrigerant flow path 220 in the second refrigerant circuit 237 can be understood as the end of the first refrigerant flow path 220 in the second refrigerant circuit 237 connected to the g port of the commutation assembly 232; the second end of the first refrigerant flow path 220 can be understood as the end of the first refrigerant flow path 220 in the second refrigerant circuit 237 connected to the e port of the commutation assembly 232.

[0135] In specific examples, combined Figure 7 and Figure 8 As shown, when the reversing component 232 in the second refrigerant circuit 237 switches to the first state, connecting the exhaust port 2312 with the first end of the first refrigerant flow path 220 and the second end of the first refrigerant flow path 220 with the intake port 2311, the refrigerant in the second refrigerant circuit 237 is compressed into a high-temperature and high-pressure refrigerant by the compressor 231 and then directly enters the second heat exchange section 233 through the g port of the reversing component 232. The second heat exchange section 233 exchanges heat with the refrigerant to reduce the temperature of the refrigerant. The cooled refrigerant exchanges heat with the coolant in the first coolant flow path 120 or with the battery 2000 to achieve the purpose of cooling the vehicle compartment and / or cooling the battery 2000.

[0136] Among them, combined Figure 9 , Figure 10 and Figure 11As shown, when the reversing component 232 in the second refrigerant circuit 237 switches to the second state, connecting the exhaust port 2312 with the second end of the first refrigerant flow path 220 and connecting the first end of the first refrigerant flow path 220 with the air inlet 2311, the refrigerant in the second refrigerant circuit 237 is compressed into a high-temperature and high-pressure refrigerant by the compressor 231 and enters the reversing component 232 from the exhaust port 2312 of the compressor 231. The refrigerant entering the reversing component 232 passes through the e-port of the reversing component 232 and directly exchanges heat with the coolant in the first coolant flow path 120 or with the battery 2000 to achieve the purpose of heating the vehicle compartment and / or heating the battery 2000. After heating, the refrigerant enters the second heat exchange section 233 to absorb ambient heat and finally returns to the compressor 231 to complete the cycle, thereby enabling the second refrigerant circuit 237 to achieve the cooling and heating effect.

[0137] In some examples, combined Figure 1 , Figure 2 and Figure 4 As shown, the heat exchange assembly 900 includes a second heat exchanger 920, which is disposed in the second refrigerant circuit 237 and located between the second end of the first refrigerant flow path 220 and the second heat exchange section 233. The second heat exchanger 920 is used to realize the heat exchange between the first refrigerant flow path 220 and the first coolant flow path 120 in the second refrigerant circuit 237, thereby facilitating the adjustment of the temperature of the coolant in the first coolant flow path 120 using the refrigerant in the first refrigerant flow path 220, so as to achieve the purpose of adjusting the temperature inside the vehicle compartment using the thermal management system 1000.

[0138] Optionally, combined Figure 1 , Figure 2 and Figure 4 As shown, a second electronic expansion valve 620 is provided on the second refrigerant circuit 237. The second electronic expansion valve 620 is located between the second heat exchanger 920 and the second heat exchange section 233. The second electronic expansion valve 620 is used to throttle and reduce the pressure of the refrigerant flowing through it, so as to accurately adjust the output of the refrigerant, thereby making the thermal management system 1000 more energy-efficient and with lower energy consumption.

[0139] In specific examples, combined Figure 7 and Figure 8 As shown, when the second refrigerant circuit 237 is used to cool the battery 2000 or the vehicle compartment, the refrigerant after exchanging heat with the second heat exchange section 233 first flows through the second electronic expansion valve 620 for throttling, and then enters the heat exchange branch 211 or the second heat exchanger 920.

[0140] Accordingly, combined Figure 9 , Figure 10 and Figure 11As shown, when the second refrigerant circuit 237 is used to heat the battery 2000 or the vehicle compartment, the refrigerant after exchanging heat with the battery 2000 or the coolant flows through the second electronic expansion valve 620 for throttling, and then enters the second heat exchange section 233.

[0141] Optionally, the multiple second heat exchange sections 233 are different parts of the same heat exchanger. This can also be understood as the second heat exchange section 233 in the first refrigerant circuit 236 and the second heat exchange section 233 in the second refrigerant circuit 237 being different parts of the same heat exchanger. This allows for both cooling and heating using the first refrigerant circuit 236 and the second refrigerant circuit 237, while also simplifying the structure of the thermal management system 1000 and reducing assembly difficulty.

[0142] In a specific example, when the refrigerant in the first refrigerant circuit 236 is used to cool the vehicle compartment and the refrigerant in the second refrigerant circuit 237 is used to heat the battery pack 2000, the heat exchanger simultaneously functions as a condenser and an evaporator. The refrigerant in the first refrigerant circuit 236 and the refrigerant in the second refrigerant circuit 237 exchange heat with the environment at this heat exchanger. Correspondingly, when the refrigerant in the first refrigerant circuit 236 is used to cool the battery 2000 and the refrigerant in the second refrigerant circuit 237 is used to heat the vehicle compartment, the heat exchanger also simultaneously functions as a condenser and an evaporator.

[0143] Optionally, combined Figure 1 and Figure 5 As shown, a second fan 800 is provided near the second heat exchange section 233. The second fan 800 operates to accelerate the heat exchange efficiency between the second heat exchange section 233 and the refrigerant, thereby improving the working performance of the thermal management system 1000.

[0144] Optionally, such as Figure 1 As shown, an air intake grille 2331 is also provided near the second heat exchange section 233. When the air intake grille 2331 is open, it can accelerate the heat exchange efficiency between the second heat exchange section 233 and the environment. When the air intake grille 2331 is closed, it can keep the second heat exchange section 233 warm, so as to facilitate the defrosting treatment of the second heat exchange section 233 and ensure the performance of the second heat exchange section 233.

[0145] Optionally, such as Figure 1As shown, at least one refrigerant circuit 230 also includes a first switching module 234. The first switching module 234 is connected to the first refrigerant flow path 220 and the heat exchange branch 211, respectively. The first switching module 234 has a first switching state and a second switching state. In the first switching state, the first refrigerant flow path 220 and the heat exchange branch 211 are connected in series. In the second switching state, the flow of the first refrigerant flow path 220 and the heat exchange branch 211 is cut off, and the refrigerant flows between the commutation assembly 232 and the first refrigerant flow path 220. That is to say, the first switching module 234 is mainly used to control the conduction and cutoff of the first refrigerant flow path 220 and the heat exchange branch 211, so as to control whether the refrigerant is used to exchange heat with the battery 2000, thereby improving the flexibility of the thermal management system 1000.

[0146] In some examples, such as Figure 1 As shown, each refrigerant circuit 230 is provided with two first switching modules 234. One first switching module 234 is used to control the conduction and cutoff of the first refrigerant flow path 220 and the heat exchange branch 211 in the heating mode, and the other first switching module 234 is used to control the conduction and cutoff of the first refrigerant flow path 220 and the heat exchange branch 211 in the cooling mode.

[0147] Optionally, the first switching module 234 is a control valve. The control valve can be selected as a two-way valve or a three-way valve according to the setting position of the first switching module 234. The control valve controls the opening and closing of the first refrigerant flow path 220 and the heat exchange branch 211.

[0148] In specific examples, such as Figure 6 and Figure 9 As shown, when the first switching module 234 switches to the second switching state to cut off the flow of the first refrigerant flow path 220 and the heat exchange branch 211, the refrigerant in the first refrigerant flow path 220 does not exchange heat with the battery 2000, thereby realizing the use of refrigerant to cool or heat the vehicle cabin; as Figure 7 As shown, when the first switching module 234 switches to the first switching state to connect the first refrigerant flow path 220 and the heat exchange branch 211 in series, the refrigerant in the first refrigerant flow path 220 enters the heat exchange branch 211 and exchanges heat with the battery 2000 through the heat exchange branch 211, so as to realize the use of refrigerant to cool and heat the battery 2000.

[0149] In some examples, such as Figure 1As shown, the compressor 231 in the first refrigerant circuit 236 has two air inlets 2311. One air inlet 2311 is connected to the first heat exchange section 235, and the other air inlet 2311 is connected to the second heat exchange section 233 through the first heat exchanger 910. In this way, the refrigerant flowing through the second heat exchange section 233 and the refrigerant flowing through the first heat exchange section 235 can enter the compressor 231 through different air inlets 2311, ensuring that the refrigerant can circulate effectively.

[0150] Optionally, such as Figure 1 As shown, a third electronic expansion valve 630 is provided on the first refrigerant circuit 236. The third electronic expansion valve 630 is located between the second heat exchange section 233 and the first heat exchange section 235. The third electronic expansion valve 630 is used to throttle and reduce the pressure of the refrigerant flowing through it, so as to accurately adjust the output of the refrigerant, thereby making the thermal management system 1000 more energy-efficient and with lower energy consumption.

[0151] In a specific example, by setting up a first heat exchange section 235, when the refrigerant in the first refrigerant circuit 236 is used to cool the vehicle cabin, the refrigerant after heat exchange in the second heat exchange section 233 can be divided into two paths. One path is throttled by the first electronic expansion valve 610 and enters the first heat exchanger 910 to exchange heat with the coolant in the first coolant flow path 120, thereby achieving the effect of cooling the vehicle cabin. The other path is throttled by the third electronic expansion valve 630 and enters the first heat exchange section 235 to cool and dehumidify the fresh air, thereby achieving the purpose of cooling and dehumidifying the vehicle cabin.

[0152] Optionally, such as Figure 1 As shown, the thermal management system 1000 also includes a second switching module 300, which is connected to the second heat exchange section 233 and the first heat exchange section 235 respectively, so that the second heat exchange section 233 and the first heat exchange section 235 are turned on or off. That is to say, the second switching module 300 is mainly used to control the on and off of the second heat exchange section 233 and the first heat exchange section 235, so as to control whether the refrigerant flows through the first heat exchange section 235, thereby improving the flexibility of the thermal management system 1000.

[0153] In specific examples, such as Figure 6 As shown, when the second switching module 300 controls the second heat exchange section 233 and the first heat exchange section 235 to be connected, some of the refrigerant after heat exchange in the second heat exchange section 233 can flow through the first heat exchange section 235 to exchange heat with the fresh air, thereby reducing the temperature of the fresh air. Thus, when the fresh air enters the vehicle cabin, it can achieve the purpose of cooling the cabin. Figure 7As shown, when the second switching module 300 controls the second heat exchange section 233 and the first heat exchange section 235 to be cut off, the refrigerant after heat exchange through the second heat exchange section 233 can all enter the first heat exchange plate 212 and the first heat exchanger 910, ensuring the heat exchange effect between the refrigerant and the battery 2000 and the vehicle compartment.

[0154] Optionally, the second switching module 300 is a control valve. The control valve can be selected as a two-way valve or a three-way valve according to the setting position of the second switching module 300. The control valve is used to control the opening and closing of the second heat exchange section 233 and the first heat exchange section 235.

[0155] In summary, this application uses a fresh air dehumidification heat exchanger and a capillary tube as the air conditioning terminal. This method can achieve independent control of temperature and humidity in the vehicle cabin. Compared with the traditional temperature and humidity coupled control system, independent temperature and humidity control can control the temperature and humidity in the vehicle cabin separately, which is more comfortable and energy-saving.

[0156] The latent heat load in the cabin mainly comes from the fresh air, which is borne by the fresh air dehumidifier heat exchanger with a relatively lower evaporation temperature. The sensible heat load in the cabin is borne by the capillary tube. Because the capillary tube has a large heat exchange area and a fast heat transfer speed, it has higher heat transfer efficiency and better heat exchange effect.

[0157] In addition, since the human body is more sensitive to thermal radiation than to air convection, and the heating and cooling efficiency of this low-temperature radiation method is higher than that of air convection, its radiative heat transfer does not cause discomfort caused by other heat transfer methods, and can create the most comfortable environment for drivers and passengers.

[0158] Meanwhile, the capillary tubes primarily provide heat to the human body through radiative heat exchange, reducing blower noise, avoiding a drafty feeling, and ensuring a smaller temperature gradient in the space, thus improving passenger cabin comfort. In terms of energy consumption, since the water supply temperature in the capillary tubes can reach 28℃~32℃ when heating and 16℃~19℃ when cooling, the heat exchange temperature requirements are lower than those of traditional air conditioning, indirectly improving the energy efficiency of the air conditioning system and reducing air conditioning energy consumption.

[0159] In some embodiments of the present invention, combined with Figure 1 and Figure 5As shown, the coolant circulation loop 100 includes a first radiator 130, which exchanges heat with the refrigerant circulation loop 200. The first radiator 130 is adapted to exchange heat with the vehicle's electronic control module. The first radiator 130 is connected to or disconnected from the heat exchange flow path 110. That is, the first radiator 130 can be connected to or disconnected from the heat exchange flow path 110. At the same time, the first radiator 130 can also exchange heat with the refrigerant in the refrigerant circulation loop 200 and the vehicle's electronic control module, thereby changing the temperature of the refrigerant in the refrigerant circulation loop 200 and the temperature of the vehicle's electronic control module. This improves the performance of the electronic control module while ensuring the heat exchange effect of the refrigerant.

[0160] In some embodiments, combined with Figure 1 and Figure 5 As shown, the first radiator 130 is disposed adjacent to at least a portion of the refrigerant circulation loop 200 so that the first radiator 130 can exchange heat with the refrigerant circulation loop 200, that is, the first radiator 130 can exchange heat with the refrigerant.

[0161] In some examples, combined Figure 1 and Figure 5 As shown, the first radiator 130 is directly opposite the second heat exchange section 233 to exchange heat with the second heat exchange section 233, so as to change the temperature of the second heat exchange section 233 and change the temperature of the refrigerant in the refrigerant circulation loop 200 by using the second heat exchange section 233, so as to achieve the purpose of heat exchange between the first radiator 130 and the refrigerant.

[0162] Optionally, combined Figure 1 and Figure 5 As shown, the second fan 800 is arranged close to the first radiator 130 and the second heat exchange section 233 to accelerate the heat exchange efficiency between the first radiator 130 and the second heat exchange section 233, as well as the heat exchange efficiency between the second heat exchange section 233 and the refrigerant, thereby improving the working performance of the thermal management system 1000.

[0163] In some examples, such as Figure 5 As shown, a third switching module 710 and a sixth switching module 740 are provided between the first radiator 130 and the heat exchange flow path 110. The third switching module 710 and the sixth switching module 740 cooperate to control the connection or disconnection between the first radiator 130 and the heat exchange flow path 110.

[0164] Optionally, both the third switching module 710 and the sixth switching module 740 are control valves. The control valves can be selected as two-way valves or three-way valves according to the setting positions of the third switching module 710 and the sixth switching module 740. The control valves are used to control the opening and closing of the first radiator 130 and the heat exchange flow path 110.

[0165] Optionally, such as Figure 1 As shown, the coolant circulation loop 100 also includes a second radiator 140, which is connected to or disconnected from the heat exchange flow path 110. The second radiator 140 is adapted to exchange heat with the vehicle's electronic components. This changes the temperature of the vehicle's electronic components, improving their performance while also recovering heat from them, effectively utilizing their waste heat and avoiding heat waste.

[0166] In some examples, such as Figure 5 As shown, a fourth switching module 720 and a fifth switching module 730 are provided between the second radiator 140 and the heat exchange flow path 110. The fourth switching module 720 and the fifth switching module 730 are used to control the connection or disconnection between the second radiator 140 and the heat exchange flow path 110.

[0167] In the description of this invention, features defined with "first", "second", "third", "fourth", "fifth" and "sixth" may explicitly or implicitly include one or more of these features, used to distinguish and describe features, without any order or importance.

[0168] Optionally, both the fourth switching module 720 and the fifth switching module 730 are control valves. The control valves can be selected as two-way valves or three-way valves according to the setting positions of the fourth switching module 720 and the fifth switching module 730. The control valves are used to control the opening and closing of the second radiator 140 and the heat exchange flow path 110.

[0169] Optionally, such as Figure 5 As shown, the first heat sink 130 and the second heat sink 140 are switched on and off by the cooperation of the third switching module 710, the fourth switching module 720 and the fifth switching module 730.

[0170] Among them, such as Figure 14 As shown, when the first radiator 130 and the second radiator 140 are connected, the coolant can circulate between the first radiator 130 and the second radiator 140. At this time, the coolant entering the second radiator 140 can exchange heat with the electronic components, thereby reducing the temperature of the electronic components and achieving the purpose of heat dissipation. At the same time, the temperature generated by the electronic components during operation can also be used to raise the temperature of the coolant in the second radiator 140. The coolant after heat exchange then enters the first radiator 130, and the first radiator 130 and the second heat exchange section 233 transfer heat, causing the frost on the surface of the second heat exchange section 233 to melt, thereby achieving the purpose of defrosting the second heat exchange section 233.

[0171] In other words, when the first heat sink 130 and the second heat sink 140 are connected, the second heat exchange section 233 can be defrosted on the one hand, and the electronic components can be cooled on the other hand.

[0172] In other examples, when the coolant circulates between the first radiator 130 and the second radiator 140 but cannot defrost the second heat exchange section 233, that is, when the coolant temperature is low, such as... Figure 15 As shown, the third switching module 710, the fourth switching module 720, and the fifth switching module 730 are used in conjunction to control the first radiator 130 and the second radiator 140 to be cut off. The fourth switching module 720, the fifth switching module 730, and the sixth switching module 740 are used in conjunction to control the second radiator 140 to be connected to the heat exchange flow path 110. At this time, on the one hand, the temperature generated by the electronic components during operation can be used to increase the temperature of the coolant in the heat exchange flow path 110, so as to achieve the purpose of heating the temperature in the vehicle compartment using the heat exchange flow path 110. On the other hand, the temperature generated by the electronic components during operation can also be used to increase the temperature of the refrigerant in the second refrigerant circuit 237. Then, the refrigerant in the second refrigerant circuit 237 is used to defrost the second heat exchange section 233 to ensure the defrosting effect, thereby realizing the rational use of the temperature generated by the electronic components during operation and achieving the purpose of recovering waste heat.

[0173] In a specific example, if it is determined that the current coolant temperature is too low to effectively defrost the second heat exchange section 233, such as... Figure 15 As shown, the compressor 231 of the second refrigerant circuit 237 is started, and the reversing component 232 in the second refrigerant circuit 237 is switched to ef and gh conduction. By controlling the third switching module 710, the fourth switching module 720, the fifth switching module 730 and the sixth switching module 740, the first coolant flow path 120 is switched to the second radiator 140, the second heat exchanger 920 and the heat exchange flow path 110 are connected in sequence to form a cycle. At this time, the refrigerant in the second refrigerant circuit 237 is compressed into a high temperature and high pressure refrigerant by the compressor 231 and then directly enters the second heat exchange section 233 through the g port of the reversing component 232 to defrost the second heat exchange section 233. After defrosting, the refrigerant enters the second heat exchanger 920 after being throttled by the second electronic expansion valve 620 and exchanges heat with the temperature generated by the electronic components during operation to achieve the purpose of heat absorption, so as to increase the temperature of the refrigerant entering the compressor 231 and improve the defrosting effect.

[0174] In other words, this application can make full use of the waste heat generated by the normal operation of electronic components. On the one hand, it can be indirectly transferred to the second refrigerant circuit 237 through the second heat exchanger 920, thereby increasing the energy efficiency of the thermal management system 1000 and increasing the heating capacity of the thermal management system 1000. On the other hand, the waste heat can be directly supplied to the heat exchange flow path 110 for heating of the vehicle compartment.

[0175] In some examples, a second temperature sensor can be set to detect the current coolant temperature. When the coolant temperature is detected to be too low to effectively defrost the second heat exchange section 233, the compressor 231 of the second refrigerant circuit 237 is started to use the temperature generated by the electronic components during operation and the refrigerant to defrost the second heat exchange section 233. When the coolant temperature is detected to be sufficient to defrost the second heat exchange section 233, the first radiator 130 and the second radiator 140 are used directly to defrost the second heat exchange section 233.

[0176] In some examples, such as Figure 5 As shown, a water tank 150 and a water pump 160 are provided on the first coolant flow path 120. The water tank 150 is used to store coolant, and the water pump 160 is used to drive the coolant flow, so as to facilitate the use of coolant to exchange heat in the vehicle compartment, to dissipate heat from electronic components, and to defrost the second heat exchange section 233.

[0177] It should be noted that when using coolant to exchange heat in the vehicle compartment, such as Figure 6 and Figure 9 As shown, by controlling the third switching module 710, the fourth switching module 720, the fifth switching module 730 and the sixth switching module 740, the first coolant flow path 120 is switched to a system in which the first heat exchanger 910, the second heat exchanger 920, the water tank 150, the water pump 160 and the heat exchange flow path 110 are connected in sequence to form a circulation. At this time, the water pump 160 is turned on, and the compressor 231 is used to circulate and achieve the purpose of heat exchange in the vehicle compartment.

[0178] In summary, the first coolant flow path 120 of this application has three modes. The first mode is the cabin cooling / heating mode, in which the first heat exchanger 910, the second heat exchanger 920, the water tank 150, the water pump 160, and the heat exchange flow path 110 are connected in sequence to form a circulation (e.g., Figure 6 and Figure 9 (As shown); the second is the heat dissipation mode, which can also be understood as the first defrosting mode. In this mode, the first coolant flow path 120 is switched to a system in which the first radiator 130, the second radiator 140, and the water tank 150 are connected in sequence to form a circulation (as shown). Figure 14(as shown); the third is the waste heat utilization mode, which can also be understood as the second defrosting mode. In this mode, the first coolant flow path 120 is switched to the second radiator 140, the second heat exchanger 920, the heat exchange flow path 110, and the water tank 150 are connected in sequence to form a circulation (as shown). Figure 15 (As shown).

[0179] The vehicle according to an embodiment of the present invention is described below.

[0180] A vehicle according to an embodiment of the present invention includes a thermal management system 1000.

[0181] Among them, the thermal management system 1000 is the aforementioned thermal management system 1000, and the specific structure of the thermal management system 1000 will not be described in detail here.

[0182] As can be seen from the above structure, the vehicle of the present invention, by adopting the aforementioned thermal management system 1000, can effectively improve the comfort and safety of the vehicle, thereby enhancing the user experience, increasing the vehicle's range, and extending the vehicle's service life.

[0183] It should be noted that the vehicle in this application can be a pure electric vehicle or a hybrid vehicle.

[0184] The following description, along with accompanying drawings, illustrates several embodiments of the vehicle thermal management system 1000 of the present invention.

[0185] Example 1

[0186] The vehicle's thermal management system 1000 is activated in its first cooling mode, which is the cabin cooling mode. Figure 6 As shown, the commutation component 232 in the first refrigerant circuit 236 is switched to the AD and BC states; and the first switching module 234 is switched to the second switching state to cut off the flow of the first refrigerant flow path 220 and the heat exchange branch 211; simultaneously, the second switching module 300 controls the second heat exchange section 233 and the first heat exchange section 235 to be turned on, wherein, Figure 6 The solid arrows shown indicate the direction of refrigerant flow, while the dashed arrows indicate the direction of coolant flow.

[0187] At this time, the refrigerant in the first refrigerant circuit 236 is compressed into a high-temperature, high-pressure refrigerant by the compressor 231. The high-temperature, high-pressure refrigerant flows from the exhaust port 2312 of the compressor 231 into the reversing assembly 232, and then enters the second heat exchange section 233 through port a of the reversing assembly 232. At this time, the second fan 800 is running. After the refrigerant releases heat to the environment, it passes through the first electronic expansion valve 610 and enters the first heat exchanger 910 to exchange heat with the coolant in the first coolant flow path 120, thereby reducing the heat loss in the first coolant flow path 120. The cooled coolant radiates cooling energy into the cabin through the heat exchange path 110, achieving the effect of cooling the cabin. At the same time, the refrigerant after heat exchange returns to the compressor 231 through the bc flow channel of the reversing assembly 232. Another path enters the first heat exchange section 235 after being throttled by the third electronic expansion valve 630 to cool and dehumidify the fresh air. At this time, the first fan 400 runs and blows air into the cabin to achieve the purpose of cooling and dehumidifying the cabin. The refrigerant after heat exchange in this path also eventually returns to the compressor 231, completing the cycle.

[0188] In addition, such as Figure 6 As shown, by controlling the third switching module 710, the fourth switching module 720, the fifth switching module 730 and the sixth switching module 740, the first coolant flow path 120 is switched to form a loop consisting of the first heat exchanger 910, the second heat exchanger 920, the water tank 150, the water pump 160 and the heat exchange flow path 110 connected in sequence. At this time, the water pump 160 is turned on, and the compressor 231 is used to achieve the purpose of cooling the vehicle cabin.

[0189] Example 2

[0190] The second cooling mode of the vehicle's thermal management system 1000 is activated; this cooling mode is the battery 2000 cooling mode.

[0191] It should be noted that when battery 2000 only has general cooling needs, compressor 231 in the second refrigerant circuit 237 will not start; only compressor 231 in the first refrigerant circuit 236 will start. Figure 7 As shown, the commutation component 232 in the first refrigerant circuit 236 is switched to the AD and BC states; and the first switching module 234 is switched to the first switching state, so that the first refrigerant flow path 220 and the heat exchange branch 211 are connected in series; at the same time, the second switching module 300 controls the second heat exchange section 233 and the first heat exchange section 235 to be cut off. Figure 7 The solid arrow shown indicates the direction of refrigerant flow.

[0192] At this time, the refrigerant in the first refrigerant circuit 236 is compressed into a high-temperature and high-pressure refrigerant by the compressor 231. The high-temperature and high-pressure refrigerant flows into the reversing assembly 232 from the exhaust port 2312 of the compressor 231, and enters the second heat exchange section 233 through port a of the reversing assembly 232. The second heat exchange section 233 exchanges heat with the high-temperature and high-pressure refrigerant to change the high-temperature and high-pressure refrigerant into a low-temperature and high-pressure refrigerant. The low-temperature and high-pressure refrigerant is then throttled by the first electronic expansion valve 610 and becomes a low-temperature and low-pressure refrigerant. It enters the first heat exchange plate 212 of the battery 2000 to exchange heat with the battery 2000, thereby achieving the effect of heat dissipation for the battery 2000. The refrigerant after heat exchange bypasses the first heat exchanger 910 and finally returns to the compressor 231 through the bc flow channel of the reversing assembly 232 to complete the cycle.

[0193] When the battery 2000 has a large cooling demand (e.g., high-power charging cooling demand), the compressor 231 in the first refrigerant circuit 236 and the compressor 231 in the second refrigerant circuit 237 work simultaneously. Figure 7 As shown, the commutation component 232 in the first refrigerant circuit 236 is switched to AD and BC conduction, and the commutation component 232 in the second refrigerant circuit 237 is switched to EF and GH conduction.

[0194] The refrigeration process in the first refrigerant circuit 236 is as described above and will not be repeated here. The refrigeration process in the second refrigerant circuit 237 is as follows: The refrigerant in the second refrigerant circuit 237 is compressed into a high-temperature and high-pressure refrigerant by the compressor 231. The high-temperature and high-pressure refrigerant flows into the reversing assembly 232 from the exhaust port 2312 of the compressor 231 and enters the second heat exchange section 233 through the g port of the reversing assembly 232. The second heat exchange section 233 exchanges heat with the high-temperature and high-pressure refrigerant to change the high-temperature and high-pressure refrigerant into a low-temperature and high-pressure refrigerant. The low-temperature and high-pressure refrigerant is then throttled by the second electronic expansion valve 620 to become a low-temperature and low-pressure refrigerant. The refrigerant after being throttled by the second electronic expansion valve 620 bypasses the second heat exchanger 920 and enters the second heat exchange plate 213 of the battery 2000 to exchange heat with the battery 2000, thereby achieving the effect of heat dissipation for the battery 2000. After heat exchange, it returns to the compressor 231 through the ef flow channel of the reversing assembly 232 to complete the cycle.

[0195] Example 3

[0196] The third cooling mode of the vehicle's thermal management system 1000 is activated. This cooling mode includes both the cabin cooling mode and the battery 2000 cooling mode. In this mode, such as... Figure 8 As shown, the first refrigerant circuit 236 can be operated independently; or the second refrigerant circuit 237 can be operated independently; or the first refrigerant circuit 236 and the second refrigerant circuit 237 can be operated simultaneously.

[0197] It should be noted that when the first refrigerant circuit 236 and the second refrigerant circuit 237 are running simultaneously, the first refrigerant circuit 236 and the second refrigerant circuit 237 can be used to cool the vehicle compartment and the battery 2000 at the same time, or one of the first refrigerant circuit 236 and the second refrigerant circuit 237 can be used to cool the vehicle compartment and the other can be used to cool the battery 2000.

[0198] When the first refrigerant circuit 236 is operated alone, such as Figure 8 As shown, the commutation component 232 in the first refrigerant circuit 236 is switched to the AD and BC states; the first switching module 234 is switched to the first switching state to allow the first refrigerant flow path 220 and the heat exchange branch 211 to flow in series; simultaneously, the second switching module 300 controls the second heat exchange section 233 and the first heat exchange section 235 to be connected, wherein, Figure 8 The solid arrows shown indicate the direction of refrigerant flow, while the dashed arrows indicate the direction of coolant flow.

[0199] At this time, the refrigerant in the first refrigerant circuit 236 is compressed into a high-temperature, high-pressure refrigerant by the compressor 231. The high-temperature, high-pressure refrigerant flows from the exhaust port 2312 of the compressor 231 into the reversing assembly 232, and then enters the second heat exchange section 233 through port a of the reversing assembly 232. The second heat exchange section 233 exchanges heat with the high-temperature, high-pressure refrigerant to change it into a low-temperature, high-pressure refrigerant. After releasing heat to the environment, the low-temperature, high-pressure refrigerant passes through the first electronic expansion valve 610 and then enters the first heat exchange plate 212 of the battery 2000 to exchange heat with the battery 2000, thereby achieving the effect of heat dissipation for the battery 2000. The refrigerant after heat exchange then passes through the first heat exchanger 91. The refrigerant 0 exchanges heat with the coolant in the first coolant flow path 120 to reduce the temperature of the coolant in the first coolant flow path 120. The cooled coolant radiates cold energy to the vehicle compartment through the heat exchange flow path 110 to achieve the effect of cooling the vehicle compartment. The refrigerant after heat exchange returns to the compressor 231 through the bc flow path of the reversing assembly 232. After the low temperature and high pressure refrigerant releases heat to the environment, it enters the first heat exchange section 235 through the third electronic expansion valve 630 to cool and dehumidify the fresh air. At this time, the first fan 400 runs and blows air into the vehicle compartment to achieve the purpose of cooling and dehumidifying the vehicle compartment. The refrigerant after heat exchange in this path also returns to the compressor 231 to complete the cycle.

[0200] When the second refrigerant circuit 237 is operated alone, the reversing assembly 232 in the second refrigerant circuit 237 is switched to ef and gh conduction. At this time, the refrigerant in the second refrigerant circuit 237 is compressed into a high-temperature and high-pressure refrigerant by the compressor 231. The high-temperature and high-pressure refrigerant flows into the reversing assembly 232 from the discharge port 2312 of the compressor 231, and enters the second heat exchange section 233 through the g port of the reversing assembly 232. The second heat exchange section 233 exchanges heat with the high-temperature and high-pressure refrigerant to change the high-temperature and high-pressure refrigerant into a low-temperature and high-pressure refrigerant. The low-temperature and high-pressure refrigerant then passes through the second electronic expansion valve 620. After flowing, the refrigerant becomes a low-temperature, low-pressure refrigerant. After being throttled by the second electronic expansion valve 620, the refrigerant exchanges heat with the coolant in the first coolant flow path 120 through the second heat exchanger 920 to reduce the temperature of the coolant in the first coolant flow path 120. The cooled coolant radiates cold energy into the vehicle compartment through the heat exchange flow path 110, achieving the effect of cooling the vehicle compartment. After heat exchange, the refrigerant enters the second heat exchange plate 213 of the battery 2000 to exchange heat with the battery 2000, achieving the effect of dissipating heat from the battery 2000. After heat exchange, it returns to the compressor 231 through the ef flow channel of the reversing assembly 232, completing the cycle.

[0201] In addition, such as Figure 8 As shown, by controlling the third switching module 710, the fourth switching module 720, the fifth switching module 730 and the sixth switching module 740, the first coolant flow path 120 is switched to form a loop consisting of the first heat exchanger 910, the second heat exchanger 920, the water tank 150, the water pump 160 and the heat exchange flow path 110 connected in sequence. At this time, the water pump 160 is turned on, and the compressor 231 is used to achieve the purpose of cooling the vehicle cabin.

[0202] Example 4

[0203] The first heating mode of the vehicle's thermal management system 1000 is activated, which is the cabin heating mode.

[0204] It should be noted that when the ambient temperature is low, the compressor 231 in the second refrigerant circuit 237 will not start; only the compressor 231 in the first refrigerant circuit 236 will start. Figure 9 As shown, the commutation component 232 in the first refrigerant circuit 236 is switched to ab conduction and dc conduction; and the first switching module 234 is switched to the second switching state to cut off the flow of the first refrigerant flow path 220 and the heat exchange branch 211; simultaneously, the second switching module 300 controls the second heat exchange section 233 and the first heat exchange section 235 to be cut off, wherein, Figure 9 The solid arrows shown indicate the direction of refrigerant flow, while the dashed arrows indicate the direction of coolant flow.

[0205] At this time, the refrigerant in the first refrigerant circuit 236 is compressed into a high-temperature and high-pressure refrigerant by the compressor 231. The high-temperature and high-pressure refrigerant flows from the exhaust port 2312 of the compressor 231 into the reversing assembly 232, and enters the first heat exchanger 910 through port c of the reversing assembly 232. In the first heat exchanger 910, it exchanges heat with the coolant in the first coolant flow path 120 to increase the temperature of the coolant in the first coolant flow path 120. The heated coolant radiates heat to the vehicle compartment through the heat exchange flow path 110 to achieve the effect of heating the vehicle compartment. After heat exchange, the refrigerant becomes a low-temperature and low-pressure refrigerant after being throttled by the first electronic expansion valve 610 and enters the second heat exchange section 233 to absorb ambient heat. Finally, it returns to the compressor 231 to complete the cycle.

[0206] When the ambient temperature is too low, compressor 231 in the second refrigerant circuit 237 starts, while compressor 231 in the first refrigerant circuit 236 does not start. Figure 9 As shown, the commutation component 232 in the second refrigerant circuit 237 is switched to EH conduction and GF conduction.

[0207] At this time, the refrigerant in the second refrigerant circuit 237 is compressed into a high-temperature and high-pressure refrigerant by the compressor 231. The high-temperature and high-pressure refrigerant flows from the exhaust port 2312 of the compressor 231 into the reversing assembly 232, and enters the second heat exchanger 920 through the e port of the reversing assembly 232. In the second heat exchanger 920, it exchanges heat with the coolant in the first coolant flow path 120 to increase the temperature of the coolant in the first coolant flow path 120. The heated coolant radiates heat to the vehicle compartment through the heat exchange flow path 110, achieving the effect of heating the vehicle compartment. After heat exchange, the refrigerant becomes a low-temperature and low-pressure refrigerant after being throttled by the second electronic expansion valve 620 and enters the second heat exchange section 233 to absorb ambient heat. Finally, it returns to the compressor 231 to complete the cycle.

[0208] During the heating process of the vehicle cabin, the heater 500 and the first fan 400 can be turned on separately. The first fan 400 runs and blows air into the vehicle cabin to achieve the purpose of heating the vehicle cabin and thus meet the temperature rise rate requirements of the vehicle cabin.

[0209] In addition, such as Figure 9 As shown, by controlling the third switching module 710, the fourth switching module 720, the fifth switching module 730 and the sixth switching module 740, the first coolant flow path 120 is switched to form a circulation consisting of the first heat exchanger 910, the second heat exchanger 920, the water tank 150, the water pump 160 and the heat exchange flow path 110 connected in sequence. At this time, the water pump 160 is turned on, and the compressor 231 is used to circulate and achieve the purpose of heating the vehicle cabin.

[0210] Example 5

[0211] The second heating mode of the vehicle's thermal management system 1000 is activated; this heating mode is the battery 2000 heating mode.

[0212] It should be noted that when the ambient temperature is low, the compressor 231 in the second refrigerant circuit 237 will not start; only the compressor 231 in the first refrigerant circuit 236 will start. Figure 10 As shown, the commutation component 232 in the first refrigerant circuit 236 is switched to ab conduction and dc conduction; and the first switching module 234 is switched to the first switching state so that the first refrigerant flow path 220 and the heat exchange branch 211 are connected in series; at the same time, the second switching module 300 controls the second heat exchange section 233 and the first heat exchange section 235 to be cut off, wherein, Figure 10 The solid arrow shown indicates the direction of refrigerant flow.

[0213] At this time, the refrigerant in the first refrigerant circuit 236 is compressed into a high-temperature and high-pressure refrigerant by the compressor 231. The high-temperature and high-pressure refrigerant flows from the exhaust port 2312 of the compressor 231 into the reversing assembly 232, and bypasses through the port c of the reversing assembly 232, passes through the first heat exchanger 910, and enters the first heat exchange plate 212 of the battery 2000 to exchange heat with the battery 2000, thereby raising the temperature of the battery 2000. After heat exchange, it is throttled by the first electronic expansion valve 610 and becomes a low-temperature and low-pressure refrigerant, which enters the second heat exchange section 233 to absorb ambient heat. Finally, it returns to the compressor 231 to complete the cycle.

[0214] When the ambient temperature is too low, compressor 231 in the second refrigerant circuit 237 starts, while compressor 231 in the first refrigerant circuit 236 does not start. Figure 10 As shown, the commutation component 232 in the second refrigerant circuit 237 is switched to EH conduction and GF conduction.

[0215] At this time, the refrigerant in the second refrigerant circuit 237 is compressed into a high-temperature and high-pressure refrigerant by the compressor 231. The high-temperature and high-pressure refrigerant flows from the exhaust port 2312 of the compressor 231 into the reversing assembly 232, and directly enters the second heat exchange plate 213 of the battery 2000 through the e port of the reversing assembly 232 to exchange heat with the battery 2000, thereby raising the temperature of the battery 2000. After heat exchange, it bypasses the second heat exchanger 920 and is throttled by the second electronic expansion valve 620, becoming a low-temperature and low-pressure refrigerant that enters the second heat exchange section 233 to absorb ambient heat. Finally, it returns to the compressor 231 to complete the cycle.

[0216] Example 6

[0217] The third heating mode of the vehicle's thermal management system 1000 is activated. This heating mode includes both the cabin heating mode and the battery 2000 heating mode. Figure 11As shown, the first refrigerant circuit 236 can be operated independently; or the second refrigerant circuit 237 can be operated independently; or the first refrigerant circuit 236 and the second refrigerant circuit 237 can be operated simultaneously.

[0218] It should be noted that whether to operate the first refrigerant circuit 236 or the second refrigerant circuit 237 separately can be determined based on the current ambient temperature. In addition, when the first refrigerant circuit 236 and the second refrigerant circuit 237 are operating simultaneously, the first refrigerant circuit 236 and the second refrigerant circuit 237 can be used to heat the vehicle compartment and the battery 2000 at the same time, or one of the first refrigerant circuit 236 and the second refrigerant circuit 237 can be used to heat the vehicle compartment and the other can be used to heat the battery 2000.

[0219] When the first refrigerant circuit 236 is operated alone, such as Figure 11 As shown, the commutation component 232 in the first refrigerant circuit 236 is switched to ab conduction and dc conduction; and the first switching module 234 is switched to the first switching state so that the first refrigerant flow path 220 and the heat exchange branch 211 are connected in series; at the same time, the second switching module 300 controls the second heat exchange section 233 and the first heat exchange section 235 to be cut off, wherein, Figure 11 The solid arrows shown indicate the direction of refrigerant flow, while the dashed arrows indicate the direction of coolant flow.

[0220] At this time, the refrigerant in the first refrigerant circuit 236 is compressed into a high-temperature and high-pressure refrigerant by the compressor 231. The high-temperature and high-pressure refrigerant flows from the exhaust port 2312 of the compressor 231 into the reversing assembly 232, and enters the first heat exchanger 910 through port c of the reversing assembly 232. In the first heat exchanger 910, it exchanges heat with the coolant in the first coolant flow path 120 to increase the temperature of the coolant in the first coolant flow path 120. The heated coolant radiates heat to the vehicle compartment through the heat exchange flow path 110 to achieve the effect of heating the vehicle compartment. After heat exchange, the refrigerant enters the first heat exchange plate 212 of the battery 2000 to exchange heat with the battery 2000 to achieve the effect of heating the battery 2000. Then, after being throttled by the first electronic expansion valve 610, it becomes a low-temperature and low-pressure refrigerant and enters the second heat exchange section 233 to absorb ambient heat. Finally, it returns to the compressor 231 to complete the cycle.

[0221] When the second refrigerant circuit 237 is operated alone, the commutation component 232 in the second refrigerant circuit 237 is switched to EH conduction and GF conduction. At this time, the refrigerant in the second refrigerant circuit 237 is compressed into a high-temperature and high-pressure refrigerant by the compressor 231. The high-temperature and high-pressure refrigerant flows from the exhaust port 2312 of the compressor 231 into the commutation component 232, and directly enters the second heat exchange plate 213 of the battery 2000 through the E port of the commutation component 232 to exchange heat with the battery 2000, thereby raising the temperature of the battery 2000. The refrigerant, after heat exchange, passes through the second heat exchanger 920 and enters the second heat exchanger 920 to exchange heat with the coolant in the first coolant flow path 120, thereby increasing the temperature of the coolant in the first coolant flow path 120. The heated coolant radiates heat to the vehicle compartment through the heat exchange flow path 110, achieving the effect of heating the vehicle compartment. After heat exchange, the refrigerant is throttled by the second electronic expansion valve 620 and becomes a low-temperature, low-pressure refrigerant, which enters the second heat exchange section 233 to absorb ambient heat, and finally returns to the compressor 231 to complete the cycle.

[0222] During the heating process of the vehicle compartment, the heater 500 and the first fan 400 can be turned on separately. The first fan 400 runs and blows air into the vehicle compartment to achieve the purpose of heating the vehicle compartment and thus meet the temperature rise rate requirements of the vehicle compartment.

[0223] In addition, such as Figure 11 As shown, by controlling the third switching module 710, the fourth switching module 720, the fifth switching module 730 and the sixth switching module 740, the first coolant flow path 120 is switched to form a circulation consisting of the first heat exchanger 910, the second heat exchanger 920, the water tank 150, the water pump 160 and the heat exchange flow path 110 connected in sequence. At this time, the water pump 160 is turned on, and the compressor 231 is used to circulate and achieve the purpose of heating the vehicle cabin.

[0224] Example 7

[0225] The vehicle's thermal management system 1000 is activated in its first cooling / heating mode, which includes both cabin cooling and battery heating modes. Figure 12As shown, the first refrigerant circuit 236 and the second refrigerant circuit 237 operate simultaneously. The commutation component 232 in the first refrigerant circuit 236 is switched to AD conduction and BC conduction; the first switching module 234 in the first refrigerant circuit 236 is switched to a second switching state to cut off the flow of the first refrigerant flow path 220 and the heat exchange branch 211; the commutation component 232 in the second refrigerant circuit 237 is switched to EH conduction and GF conduction; the first switching module 234 in the second refrigerant circuit 237 is switched to a first switching state to allow the first refrigerant flow path 220 and the heat exchange branch 211 in the second refrigerant circuit 237 to flow in series; simultaneously, the second switching module 300 controls the second heat exchange section 233 and the first heat exchange section 235 to conduct. Figure 12 The solid arrows shown indicate the direction of refrigerant flow, while the dashed arrows indicate the direction of coolant flow.

[0226] At this time, the refrigerant in the first refrigerant circuit 236 is compressed into a high-temperature, high-pressure refrigerant by the compressor 231. The high-temperature, high-pressure refrigerant flows from the exhaust port 2312 of the compressor 231 into the reversing assembly 232, and then enters the second heat exchange section 233 through port a of the reversing assembly 232. At this time, the second fan 800 is running. After the refrigerant releases heat to the environment, it passes through the first electronic expansion valve 610 and enters the first heat exchanger 910 to exchange heat with the coolant in the first coolant flow path 120, thereby reducing the temperature of the first coolant flow path 120. The coolant temperature is adjusted, and the cooled coolant radiates cooling energy into the cabin through the heat exchange path 110, achieving the effect of cooling the cabin. The refrigerant after heat exchange returns to the compressor 231 through the bc flow channel of the reversing assembly 232. Another path enters the first heat exchange section 235 after being throttled by the third electronic expansion valve 630 to cool and dehumidify the fresh air. At this time, the first fan 400 runs and blows air into the cabin to achieve the purpose of cooling and dehumidifying the cabin. The refrigerant after heat exchange in this path finally returns to the compressor 231, completing the cycle.

[0227] In addition, such as Figure 12 As shown, by controlling the third switching module 710, the fourth switching module 720, the fifth switching module 730 and the sixth switching module 740, the first coolant flow path 120 is switched to form a loop consisting of the first heat exchanger 910, the second heat exchanger 920, the water tank 150, the water pump 160 and the heat exchange flow path 110 connected in sequence. At this time, the water pump 160 is turned on, and the compressor 231 is used to achieve the purpose of cooling the vehicle cabin.

[0228] Meanwhile, the refrigerant in the second refrigerant circuit 237 is compressed into a high-temperature, high-pressure refrigerant by the compressor 231. The high-temperature, high-pressure refrigerant flows from the exhaust port 2312 of the compressor 231 into the reversing assembly 232, and directly enters the second heat exchange plate 213 of the battery 2000 through the e port of the reversing assembly 232 to exchange heat with the battery 2000, thereby raising the temperature of the battery 2000. After heat exchange, it bypasses the second heat exchanger 920 and is throttled by the second electronic expansion valve 620, becoming a low-temperature, low-pressure refrigerant that enters the second heat exchange section 233 to absorb ambient heat. Finally, it returns to the compressor 231 to complete the cycle.

[0229] Example 8

[0230] The second cooling / heating mode of the vehicle's thermal management system 1000 is activated. This cooling / heating mode includes both the cabin heating mode and the battery 2000 cooling mode. Figure 13 As shown, the first refrigerant circuit 236 and the second refrigerant circuit 237 operate simultaneously. The commutation component 232 in the first refrigerant circuit 236 is switched to AD conduction and BC conduction; the first switching module 234 in the first refrigerant circuit 236 is switched to a first switching state, so that the first refrigerant flow path 220 and the heat exchange branch 211 are connected in series; the commutation component 232 in the second refrigerant circuit 237 is switched to EH conduction and GF conduction; the first switching module 234 in the second refrigerant circuit 237 is switched to a second switching state, so that the first refrigerant flow path 220 and the heat exchange branch 211 are cut off; simultaneously, the second switching module 300 controls the second heat exchange section 233 and the first heat exchange section 235 to be cut off. Figure 13 The solid arrows shown indicate the direction of refrigerant flow, while the dashed arrows indicate the direction of coolant flow.

[0231] At this time, the refrigerant in the first refrigerant circuit 236 is compressed into a high-temperature and high-pressure refrigerant by the compressor 231. The high-temperature and high-pressure refrigerant flows into the reversing assembly 232 from the exhaust port 2312 of the compressor 231, and enters the second heat exchange section 233 through port a of the reversing assembly 232. The second heat exchange section 233 exchanges heat with the high-temperature and high-pressure refrigerant to change the high-temperature and high-pressure refrigerant into a low-temperature and high-pressure refrigerant. The low-temperature and high-pressure refrigerant is then throttled by the first electronic expansion valve 610 and becomes a low-temperature and low-pressure refrigerant. It enters the first heat exchange plate 212 of the battery 2000 to exchange heat with the battery 2000, thereby achieving the effect of heat dissipation for the battery 2000. The refrigerant after heat exchange bypasses the first heat exchanger 910 and finally returns to the compressor 231 through the bc flow channel of the reversing assembly 232 to complete the cycle.

[0232] At this time, the refrigerant in the second refrigerant circuit 237 is compressed into a high-temperature and high-pressure refrigerant by the compressor 231. The high-temperature and high-pressure refrigerant flows from the exhaust port 2312 of the compressor 231 into the reversing assembly 232, and enters the second heat exchanger 920 through the e port of the reversing assembly 232. In the second heat exchanger 920, it exchanges heat with the coolant in the first coolant flow path 120 to increase the temperature of the coolant in the first coolant flow path 120. The heated coolant radiates heat to the vehicle compartment through the heat exchange flow path 110, achieving the effect of heating the vehicle compartment. After heat exchange, the refrigerant becomes a low-temperature and low-pressure refrigerant after being throttled by the second electronic expansion valve 620 and enters the first heat exchange section 233 to absorb ambient heat. Finally, it returns to the compressor 231 to complete the cycle.

[0233] During the heating process of the vehicle cabin, the heater 500 and the first fan 400 can be turned on separately. The first fan 400 runs and blows air into the vehicle cabin to achieve the purpose of heating the vehicle cabin and thus meet the temperature rise rate requirements of the vehicle cabin.

[0234] In addition, such as Figure 13 As shown, by controlling the third switching module 710, the fourth switching module 720, the fifth switching module 730 and the sixth switching module 740, the first coolant flow path 120 is switched to form a loop consisting of the first heat exchanger 910, the second heat exchanger 920, the water tank 150, the water pump 160 and the heat exchange flow path 110 connected in sequence. At this time, the water pump 160 is turned on, and the compressor 231 is used to achieve the purpose of cooling the vehicle cabin.

[0235] Example 9

[0236] The vehicle's thermal management system 1000 is activated in its first defrost mode. This first defrost mode is used when the current coolant temperature is high and defrosting can be effectively performed using the coolant. Figure 14 As shown, by controlling the third switching module 710, the fourth switching module 720, the fifth switching module 730, and the sixth switching module 740, the first coolant flow path 120 is switched to a loop consisting of the first radiator 130, the second radiator 140, and the water tank 150 connected in sequence. Figure 14 The dashed arrows shown indicate the direction of coolant flow.

[0237] At this time, the water pump 160 is turned on. After the water pump 160 is turned on, the coolant previously stored in the water tank 150 enters the second radiator 140 and exchanges heat with the electronic components. The temperature generated by the electronic components during operation is used to raise the temperature of the coolant in the second radiator 140. The coolant after heat exchange enters the first radiator 130. At this time, the second fan 800 is turned on and the air intake grille 2331 is closed. Since the second heat exchange section 233 and the first radiator 130 are connected in close contact, the first radiator 130 transfers heat to the second heat exchange section 233 through radiation and heat convection, causing the frost on the surface of the second heat exchange section 233 to melt, thus achieving the purpose of defrosting.

[0238] This mode also serves as a heat dissipation mode for electronic components.

[0239] Example 10

[0240] The vehicle's thermal management system 1000 is activated in its second defrost mode. This second defrost mode is used when the current coolant temperature is too low and defrosting cannot be effectively achieved using the coolant. Figure 15 As shown, the compressor 231 in the second refrigerant circuit 237 is started, and the commutation component 232 in the second refrigerant circuit 237 is switched to ef and gh conduction. By controlling the third switching module 710, the fourth switching module 720, the fifth switching module 730 and the sixth switching module 740, the first coolant flow path 120 is switched to a loop in which the second radiator 140, the second heat exchanger 920, the heat exchange flow path 110 and the water tank 150 are connected in sequence. Figure 15 The solid arrows shown indicate the direction of refrigerant flow, while the dashed arrows indicate the direction of coolant flow.

[0241] At this time, the refrigerant in the second refrigerant circuit 237 is compressed into a high-temperature and high-pressure refrigerant by the compressor 231. The high-temperature and high-pressure refrigerant flows from the exhaust port 2312 of the compressor 231 into the reversing assembly 232, and directly enters the second heat exchange section 233 through the g port of the reversing assembly 232. At this time, the high-temperature and high-pressure refrigerant directly defrosts the second heat exchange section 233. After defrosting, it enters the second heat exchanger 920 after being throttled by the second electronic expansion valve 620. It exchanges heat with the temperature generated by the electronic components during operation to achieve the purpose of heat absorption, thereby increasing the temperature of the refrigerant entering the compressor 231 and improving the defrosting effect. Finally, it returns to the compressor 231 through the ef flow channel of the reversing assembly 232 to complete the cycle.

[0242] At the same time, this model is also a waste heat utilization model for electronic components.

[0243] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0244] The vehicle thermal management system 1000 and other components of the vehicle according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0245] 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.

[0246] 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 a vehicle, characterized in that, The vehicle includes a cabin and a battery, and the thermal management system includes: A coolant circulation loop, the coolant circulation loop including a connected heat exchange flow path and a first coolant flow path; A refrigerant circulation loop includes a connected battery cooling subsystem and a first refrigerant flow path. The battery cooling subsystem includes multiple heat exchange branches connected in parallel. The battery includes a first region and a second region. The first region is configured to correspond to the terminal region of the battery, and the second region is configured to correspond to the non-terminal region of the battery. The first region is provided with at least one heat exchange branch, and the second region is provided with at least one heat exchange branch. The first refrigerant flow path and the first coolant flow path exchange heat. The refrigerant circulation loop includes multiple independent refrigerant loops. Each refrigerant loop includes a compressor, the heat exchange branch, and the first refrigerant flow path connected in series. Each refrigerant loop also includes a second heat exchange section that exchanges heat with the external environment.

2. The vehicle thermal management system according to claim 1, characterized in that, The heat exchange flow path is adapted to adjust the temperature inside the vehicle compartment.

3. The vehicle thermal management system according to claim 2, characterized in that, The heat exchange flow path is placed in at least one of the vehicle roof, the vehicle chassis, and the vehicle door.

4. The vehicle thermal management system according to claim 1, characterized in that, The heat exchange flow path is provided in the battery to facilitate heat exchange with the battery.

5. The vehicle thermal management system according to any one of claims 1-4, characterized in that, The coolant circulation loop includes a first radiator, which exchanges heat with the refrigerant circulation loop. The first radiator is adapted to exchange heat with the vehicle's electronic control module. The first radiator is connected to or disconnected from the heat exchange flow path.

6. The vehicle thermal management system according to claim 5, characterized in that, The coolant circulation loop also includes a second radiator, which is connected to or disconnected from the heat exchange flow path, and is adapted to exchange heat with the electronic components of the vehicle.

7. The vehicle thermal management system according to claim 1, characterized in that, The vehicle includes an airflow duct communicating with the vehicle compartment, and the thermal management system further includes a first heat exchange section and a heater, the first heat exchange section and the heater being disposed in the airflow duct, and the first heat exchange section and the heater being used to regulate the temperature of the air flowing through the airflow duct.

8. A vehicle, characterized in that, Includes a thermal management system according to any one of claims 1-7.

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