Thermal management system and vehicle

Abstract

The application discloses a kind of heat management system and vehicle, heat management system includes: fluorine pump, the fluorine pump is provided with liquid inlet and liquid outlet;Motor assembly, one end of the motor assembly is connected with the liquid outlet;Radiator, the radiator is provided with heat dissipation inlet and heat dissipation outlet, the heat dissipation inlet is connected with the other end of the motor assembly, and the heat dissipation outlet is connected with the liquid inlet.Fluorine pump replaces water pump and cools motor assembly, without traditional plate heat exchanger and other heat transfer processes in between, which can improve heat transfer efficiency.In addition, the refrigerant medium used by fluorine pump when cooling motor assembly is freon, and the refrigerant medium used by heat management system when refrigerating and heating is also freon, which can integrate fluorine pump into heat management system, improve the integration of heat management system, and reduce costs.In addition, fluorine pump does not need compressor to work when working, which can reduce energy consumption and noise, and improve the COP value of heat management system.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a thermal management system and a vehicle. BACKGROUND

[0002] In the related art, in the thermal management system, the motor assembly is mainly cooled by the water pump. However, when the motor assembly is cooled by the water pump, a traditional plate heat exchanger needs to be arranged for heat transfer, which affects the heat transfer efficiency and further affects the cooling effect of the motor assembly. Moreover, the working medium of the compressor is freon, and the medium cooled by the water pump is generally water or antifreeze. The two can only be physically integrated. Due to the difference in the principle of thermal management, it brings challenges to further integrated design. SUMMARY

[0003] The present application aims to at least solve one of the technical problems existing in the prior art. To this end, the present application proposes a thermal management system which can improve the heat transfer efficiency, improve the integration of the thermal management system, and reduce the cost. In addition, when the fluorine pump is working, the compressor does not need to work, which can reduce the energy consumption and noise and improve the COP value of the thermal management system.

[0004] The present application also proposes a vehicle.

[0005] According to the thermal management system of the present application, the fluorine pump is arranged to replace the water pump to cool the motor assembly, and there is no traditional plate heat exchanger or other heat transfer process in the middle, which can improve the heat transfer efficiency. In addition, the refrigerant medium used by the fluorine pump to cool the motor assembly is freon, and the refrigerant medium used by the compressor to cool and heat in the thermal management system is also freon. Therefore, the fluorine pump can be integrated into the thermal management system, which improves the integration of the thermal management system and reduces the cost. In addition, when the fluorine pump is working, the compressor does not need to work, which can reduce the energy consumption and noise and improve the COP value of the thermal management system.

[0006] According to the thermal management system of the present application, the fluorine pump is arranged to replace the water pump to cool the motor assembly, and there is no traditional plate heat exchanger or other heat transfer process in the middle, which can improve the heat transfer efficiency. In addition, the refrigerant medium used by the fluorine pump to cool the motor assembly is freon, and the refrigerant medium used by the compressor to cool and heat in the thermal management system is also freon. Therefore, the fluorine pump can be integrated into the thermal management system, which improves the integration of the thermal management system and reduces the cost. In addition, when the fluorine pump is working, the compressor does not need to work, which can reduce the energy consumption and noise and improve the COP value of the thermal management system.

[0007] In some examples of the present application, the thermal management system further comprises a first multi-way valve, a battery pack and a first expansion valve. The first multi-way valve selectively connects the other end of the motor assembly and one end of the battery pack. The liquid inlet is connected to the other end of the battery pack. The first expansion valve is located at the inlet end of the battery pack.

[0008] In some examples of the present application, the thermal management system further comprises a second multi-way valve and an outside condenser, the second multi-way valve selectively connects the outlet and one end of the outside condenser, and the other end of the battery pack is connected to the other end of the outside condenser.

[0009] In some examples of the present application, the thermal management system further comprises an inside condenser, the inside condenser is connected between the other end of the motor assembly and the inlet.

[0010] In some examples of the present application, the thermal management system further comprises an inside evaporator, an outside condenser and a second expansion valve, the outside condenser is connected between the outlet and one end of the inside evaporator, the inlet is connected to the other end of the inside evaporator, and the second expansion valve is located at the inlet end of the inside evaporator.

[0011] In some examples of the present application, the thermal management system further comprises a compressor, an inside evaporator, an outside condenser, a battery pack, a first expansion valve and a second expansion valve, one end of the compressor is connected to one end of the outside condenser, the other end of the compressor is selectively connected to the other end of the battery pack and the other end of the inside evaporator, the first expansion valve and the second expansion valve are connected in parallel, the first expansion valve is located at the inlet end of the battery pack, and the second expansion valve is located at the inlet end of the inside evaporator.

[0012] In some examples of the present application, the thermal management system has a first heat exchange mode, in which the refrigerant pumped by the fluorine pump cools the motor assembly, and the refrigerant after absorbing the heat of the motor assembly is cooled at the radiator.

[0013] In some examples of the present application, the thermal management system has a second heat exchange mode, in which the refrigerant pumped by the fluorine pump cools the motor assembly, and the refrigerant after absorbing the heat of the motor assembly heats the battery pack.

[0014] In some examples of the present application, the thermal management system has a third heat exchange mode, in which the refrigerant pumped by the fluorine pump cools the battery pack.

[0015] In some examples of the present application, the thermal management system has a fourth heat exchange mode, in which the refrigerant pumped by the fluorine pump cools the motor assembly, and the refrigerant after absorbing the heat of the motor assembly is cooled at the inside condenser to heat the cabin.

[0016] In some examples of the present application, the thermal management system has a fifth heat exchange mode, in which the refrigerant pumped out by the fluorine pump absorbs heat at the in-vehicle evaporator to cool the cabin.

[0017] The vehicle according to the present application comprises the thermal management system described above.

[0018] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0019] The above and / or additional aspects and advantages of the present application will become apparent and be readily appreciated from the following description, including the appended drawings.

[0020] Figure 1 is a system diagram of the thermal management system according to an embodiment of the present application cooling the motor in the fluorine pump external circulation mode;

[0021] Figure 2 is a system diagram of the thermal management system according to an embodiment of the present application cooling the cabin in the fluorine pump external circulation mode;

[0022] Figure 3 is a system diagram of the thermal management system according to an embodiment of the present application cooling the battery pack in the fluorine pump external circulation mode

[0023] Figure 4 is a system diagram of the thermal management system according to an embodiment of the present application heating the battery pack in the fluorine pump internal circulation mode;

[0024] Figure 5 is a system diagram of the thermal management system according to an embodiment of the present application heating the cabin in the fluorine pump internal circulation mode;

[0025] Figure 6 is a system diagram of the thermal management system according to an embodiment of the present application cooling the battery pack in the vapor compression refrigeration mode;

[0026] Figure 7 is a system diagram of the thermal management system according to an embodiment of the present application cooling the cabin in the vapor compression refrigeration mode.

[0027] REFERENCE NUMERALS:

[0028] 1. a thermal management system;

[0029] 10, motor assembly; 11, charging and power supply module; 12, electric control; 13, motor; 20, fluorine pump; 21, liquid inlet; 22, liquid outlet; 30, cooling circuit; 31, first multi-way valve; 32, second multi-way valve; 33, second multi-way valve; 40, radiator; 41, radiator inlet; 42, radiator outlet; 50, battery pack; 60, gas-liquid separator; 70, in-vehicle condenser; 80, first expansion valve; 82, first control valve; 83, in-vehicle evaporator; 84, second expansion valve; 90, out-vehicle condenser; 91, first flow path; 911, second control valve; 92, second flow path; 921, one-way valve; 100, compressor. DETAILED DESCRIPTION

[0030] Embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0031] Reference is made below to Figures 1-7 A thermal management system 1 according to an embodiment of the present application is described below.

[0032] As shown in Figures 1-7 , the thermal management system 1 according to an embodiment of the present application includes a motor assembly 10 and a fluorine pump 20. The motor assembly 10 mainly functions as a motor driver and can provide power for a vehicle so that the vehicle can work normally. The fluorine pump 20 can provide power for liquid coolant, and the fluorine pump 20 is a low-voltage electrical appliance and has low energy consumption. It should be noted that the fluorine pump 20 can use the principle of a centrifugal pump to perform constant-volume work on supercooled liquid coolant to drive the liquid coolant to participate in heat exchange. The coolant can be freon.

[0033] As shown in Figures 1-7 , the fluorine pump 20 is provided with a liquid inlet 21 and a liquid outlet 22, one end of the motor assembly 10 is connected with the liquid outlet 22, and the other end of the motor assembly 10 is connected with the liquid inlet 21, so as to form a cooling circuit 30 between the motor assembly 10 and the fluorine pump 20. The liquid inlet 21 mainly functions as a liquid inlet, and the liquid outlet 22 mainly functions as a liquid outlet. Connecting the liquid inlet 21 and the liquid outlet 22 with the motor assembly 10, that is, the fluorine pump 20 pumps out supercooled liquid coolant from the liquid outlet 22, and the supercooled liquid coolant can flow through the motor assembly 10 and exchange heat with the motor assembly 10, so as to cool and lower the temperature of the motor assembly 10. After heat exchange, the liquid coolant flows back to the fluorine pump 20 from the liquid inlet 21, so as to form a cooling circuit 30 between the motor assembly 10 and the fluorine pump 20, and facilitate cooling and lowering the temperature of the motor assembly 10.

[0034] Therefore, the motor assembly 10 is cooled by replacing the water pump with the fluorine pump 20, and no other heat transfer process such as a traditional plate heat exchanger is needed, so that the heat transfer efficiency can be improved. In addition, the refrigerant medium used by the fluorine pump 20 to cool the motor assembly 10 is freon, and the refrigerant medium used by the heat management system 1 to cool and heat through the compressor is also freon. In this way, the fluorine pump 20 can be integrated into the heat management system 1, improving the integration of the heat management system 1 and reducing costs. In addition, when the fluorine pump 20 is working, the compressor 100 does not need to work, which can reduce energy consumption and noise and improve the COP value of the heat management system 1.

[0035] In addition, as shown in Figure 1 The motor assembly 10 includes a charging and power distribution module 11, an electric control 12, and a motor 13. The charging and power distribution module 11, the electric control 12, and the motor 13 are connected in series in the cooling circuit 30. One end of the charging and power distribution module 11 is connected to the liquid outlet 22, and one end of the motor 13 is connected to the liquid inlet 21. The charging and power distribution module 11 can mainly convert 220V alternating current from the power grid into high-voltage direct current suitable for the voltage platform of the vehicle, facilitating charging of the battery pack 50. The electric control 12 mainly plays a control role, and the motor 13 mainly plays a driving role. By connecting the charging and power distribution module 11, the electric control 12, and the motor 13 in series in the cooling circuit 30, the supercooled liquid refrigerant pumped out of the liquid outlet 22 by the fluorine pump 20 can pass through the charging and power distribution module 11, the electric control 12, and the motor 13 in turn along the cooling circuit 30, so that the supercooled liquid refrigerant can exchange heat with the charging and power distribution module 11, the electric control 12, and the motor 13 in turn, thereby achieving cooling of the charging and power distribution module 11, the electric control 12, and the motor 13.

[0036] In addition, as shown in Figure 1 The cooling circuit 30 further includes a radiator 40. The radiator 40 is provided with a radiator inlet 41 and a radiator outlet 42. The other end of the motor 13 is connected to the radiator inlet 41, and the radiator outlet 42 is connected to the liquid inlet 21. The radiator 40 mainly plays a role of heat dissipation. By arranging the radiator 40 in the cooling circuit 30, the radiator 40 can cool the liquid refrigerant in the cooling circuit 30, so as to maintain the supercooling state of the liquid refrigerant and maintain the cooling effect of the motor assembly 10.

[0037] In addition, the heat dissipation inlet 41 mainly serves as the liquid inlet, while the heat dissipation outlet 42 mainly serves as the liquid outlet. The heat dissipation inlet 41 is connected to the other end of the motor 13, and the heat dissipation outlet 42 is connected to the liquid inlet 21. Specifically, after the subcooled liquid refrigerant exchanges heat with the charging and distribution module 11, the electronic control 12, and the motor 13, the heated refrigerant can enter the radiator 40 from the heat dissipation inlet 41. There is a set of pipes inside the radiator 40, and the refrigerant flows in the pipes. The refrigerant transfers heat to the pipe walls, and then the fan blows hot air over the heat sink to remove the heat, thereby cooling the refrigerant. After cooling, the refrigerant will return to the refrigerant pump 20 for circulation, maintaining the cooling effect on the motor assembly 10.

[0038] Thus, the thermal management system 1 has a first heat exchange mode in which the refrigerant pumped by the refrigerant pump 20 cools the motor assembly 10, and the refrigerant that has absorbed the heat of the motor assembly 10 is cooled at the radiator 40.

[0039] It should be noted that the above describes the cooling of the motor assembly 10 by the refrigerant pump 20 in the external circulation mode of the thermal management system 1. Specifically, the thermal management system 1 mainly operates in two modes: one is a vapor compression refrigeration mode, which uses the compressor 100 to cool the battery pack 50 and the cockpit respectively. The other is the refrigerant pump 20 circulation mode, which can be further divided into an external circulation mode and an internal circulation mode. In the external circulation mode, the refrigerant pump 20 can cool the motor assembly 10, the cockpit, and the battery pack 50 respectively. In the internal circulation mode, the refrigerant pump 20 can heat the cockpit and the battery pack 50 respectively, improving the integration of the refrigerant pump 20 with the battery pack 50 and the cockpit circuit.

[0040] The following sections will describe in detail the other modes in thermal management system 1:

[0041] Among them, such as Figure 4 As shown, the thermal management system 1 also includes a battery pack 50, with an inlet 21 connected to the other end of the battery pack 50. The cooling circuit 30 is further equipped with a first multi-way valve 31 and a second multi-way valve 32. The first multi-way valve 31 is connected to one end of the motor 13, the heat dissipation inlet 41, and the battery pack 50, respectively. The second multi-way valve 32 is connected to the heat dissipation outlet 42, the inlet 21, and the other end of the battery pack 50, respectively. The battery pack 50 primarily serves to supply power to the vehicle's electrical components, enabling the vehicle to operate normally. Both the first multi-way valve 31 and the second multi-way valve 32 can be electromagnetic three-way valves.

[0042] The first multi-way valve 31 and the second multi-way valve 32 can selectively connect. The first multi-way valve 31 is connected with the motor 13, the heat sink inlet 41 and one end of the battery pack 50 respectively, so that the connection between the motor 13, the heat sink inlet 41 and one end of the battery pack 50 can be controlled by controlling the first multi-way valve 31, wherein the motor 13 can be connected with the heat sink inlet 41 or one end of the battery pack 50. Similarly, the second multi-way valve 32 is connected with the heat sink outlet 42, the liquid inlet 21 and the other end of the battery pack 50 respectively, so that the connection between the heat sink outlet 42, the liquid inlet 21 and the other end of the battery pack 50 can be controlled by controlling the second multi-way valve 32, wherein the liquid inlet 21 can be connected with the heat sink outlet 42 or the other end of the battery pack 50.

[0043] Specifically, when the first multi-way valve 31 is controlled to connect the motor 13 with the heat sink inlet 41, and the second multi-way valve 32 is controlled to connect the liquid inlet 21 with the heat sink outlet 42, a cooling circuit 30 is formed between the fluorine pump 20 and the motor assembly 10, and the motor assembly 10 can be cooled, and the heat sink 40 can discharge heat to the outside of the vehicle when the liquid refrigerant cools the motor assembly 10.

[0044] When the first multi-way valve 31 is controlled to connect the other end of the motor 13 with one end of the battery pack 50, and the second multi-way valve 32 is controlled to connect the liquid inlet 21 with the other end of the battery pack 50, a closed circuit is formed between the fluorine pump 20, the motor assembly 10, the first multi-way valve 31, the battery pack 50, the second multi-way valve 32 and the fluorine pump 20, and the closed circuit can heat the battery pack 50 in the fluorine pump 20 circulation mode. Specifically, the supercooled liquid refrigerant pumped out of the liquid outlet 22 of the fluorine pump 20 first flows through the motor assembly 10 and exchanges heat with the motor assembly 10, and the temperature of the refrigerant after heat exchange is increased, so that the refrigerant can heat the battery pack 50 when passing through the battery pack 50, thereby enabling the battery pack 50 to work normally in a low temperature environment.

[0045] Thus, the thermal management system 1 has a second heat exchange mode, in which the refrigerant pumped out of the fluorine pump 20 cools the motor assembly 10, and the refrigerant after absorbing heat from the motor assembly 10 heats the battery pack 50.

[0046] In addition, as Figures 2-5As shown, the thermal management system 1 further comprises a gas-liquid separator 60 connected between the second multi-way valve 32 and the other end of the battery pack 50. The gas-liquid separator 60 mainly functions as a gas-liquid separator. By connecting the gas-liquid separator 60 between the second multi-way valve 32 and the other end of the battery pack 50, the gaseous refrigerant vaporized due to heat exchange after the refrigerant absorbs heat of the motor assembly 10 to heat the battery pack 50 can be separated from the liquid refrigerant by the gas-liquid separator 60, so that the liquid refrigerant can flow back to the fluorine pump 20 through the liquid inlet 21, thereby realizing the circulating flow of the liquid refrigerant. It should be noted that in order to meet the demand of the fluorine pump 20 in the circulating mode, the gas-liquid separator 60 needs to have a certain liquid storage capacity, and the liquid refrigerant is stored in the gas-liquid separator 60. When the fluorine pump 20 is working, the liquid refrigerant is pumped from the gas-liquid separator 60 to the fluorine pump 20.

[0047] In addition, as shown in Figures 5-7 As shown, the thermal management system 1 further comprises an in-vehicle condenser 70 connected in parallel with the battery pack 50, and the in-vehicle condenser 70 is connected with the first multi-way valve 31 and the gas-liquid separator 60 respectively. The in-vehicle condenser 70 mainly functions as a heat exchanger, which can exchange heat with the refrigerant flowing through the in-vehicle condenser 70 to cool the refrigerant, and release the heat exchanged by the in-vehicle condenser 70 to the vehicle interior, thereby improving the temperature of the cabin. The in-vehicle condenser 70 is connected in parallel with the battery pack 50, and the in-vehicle condenser 70 is connected with the first multi-way valve 31 and the gas-liquid separator 60 respectively. In this way, in the circulating mode of the fluorine pump 20, the supercooled liquid refrigerant after the motor assembly 10 and the first multi-way valve 31 can be selectively communicated with the in-vehicle condenser 70 or the battery pack 50.

[0048] Specifically, when the battery pack 50 needs to be heated, the liquid refrigerant after heat exchange with the motor assembly 10 to be heated can be controlled to communicate with the battery pack 50 through the first multi-way valve 31, so that the heat absorbed by the liquid refrigerant can be used to heat the battery pack 50. The in-vehicle condenser 70 is connected between the other end of the motor assembly 10 and the liquid inlet 21, that is, when the cabin needs to be heated, the supercooled liquid refrigerant after heat exchange with the motor assembly 10 to be heated can be controlled to communicate with the in-vehicle condenser 70 through the first multi-way valve 31, so that the heated refrigerant can be cooled and released in the in-vehicle condenser 70, and the released heat can be delivered to the vehicle interior, thereby realizing the heating of the cabin.

[0049] In this way, the thermal management system 1 has a fourth heat exchange mode, in which the refrigerant pumped out by the fluorine pump 20 cools the motor assembly 10, and the refrigerant after absorbing heat of the motor assembly 10 is cooled in the in-vehicle condenser 70 to heat the cabin.

[0050] Specifically, asFigures 1-7 The thermal management system 1 further includes a first expansion valve 80 and a first control valve 82. The first expansion valve 80 is located at the inlet end of the battery pack 50, and the first control valve 82 is connected in series with the vehicle condenser 70. The first expansion valve 80 mainly throttles the refrigerant, while the first control valve 82 controls the refrigerant flow. By placing the first expansion valve 80 at the inlet end of the battery pack 50, the amount of refrigerant flowing into the battery pack 50 can be controlled, thus ensuring the cooling effect of the refrigerant on the battery pack 50. The first control valve 82 is connected in series with the vehicle condenser 70, allowing control of the refrigerant flow at the vehicle condenser 70, thereby enabling different heat exchange modes. The first expansion valve 80 can be a variable opening expansion valve, which, by changing its opening, throttles and reduces pressure and controls the flow rate. The first control valve 82 can be a solenoid valve.

[0051] In addition, when heating the battery pack 50 in the refrigerant pump 20 internal circulation mode, the first expansion valve 80 can be opened. At this time, the refrigerant flowing out from the outlet 22 first absorbs the heat from the motor assembly 10, and then flows to the battery pack 50 through the throttling of the first expansion valve 80, thus ensuring the heating effect of the refrigerant on the battery pack 50. When heating the cabin in the refrigerant pump 20 internal circulation mode, the first control valve 82 can be opened. At this time, the refrigerant flowing out from the outlet 22 first absorbs the heat from the motor assembly 10, and then flows to the vehicle condenser 70 through the first control valve 82. In this way, the heated refrigerant will cool and release heat at the vehicle condenser 70, and the released heat will be transferred to the vehicle interior, thus achieving the heating effect of the cabin.

[0052] In addition, such as Figures 1-7 As shown, the thermal management system 1 also includes: an external condenser 90, which is connected in series with the internal condenser 70. The cooling circuit 30 is also equipped with a second multi-way valve 33, which is connected to the liquid outlet 22, the charging and distribution module 11 and one end of the external condenser 90 respectively. The other end of the external condenser 90 is connected to one end of the battery pack 50.

[0053] The vehicle outside condenser 90 also mainly plays a heat exchange role, and can cool the refrigerant when the refrigerant flows through the vehicle outside condenser 90, and release the heat generated by the heat exchange between the vehicle outside condenser 90 and the refrigerant to the outside of the vehicle. The vehicle outside condenser 90 and the vehicle inside condenser 70 are connected in series, so that a refrigerant flow path is formed between the vehicle outside condenser 90 and the vehicle inside condenser 70. In this way, when the battery pack 50 is cooled in the vapor compression refrigeration mode, the refrigerant can sequentially pass through the vehicle inside condenser 70 and the vehicle outside condenser 90, so as to cool the battery pack 50. Specifically, the compressor 100 releases high-temperature and high-pressure gaseous refrigerant, which can be heat-exchanged with the vehicle inside condenser 70 after passing through the vehicle inside condenser 70. After heat exchange, the temperature of the refrigerant is reduced. The refrigerant with reduced temperature is subjected to secondary heat exchange when passing through the vehicle outside condenser 90. The refrigerant after the secondary heat exchange flows to the battery pack 50 through the first expansion valve 80. Since the temperature of the refrigerant after the secondary heat exchange is low, the battery pack 50 can be cooled.

[0054] In addition, the cooling circuit 30 further comprises a second multi-way valve 33, which can also control the flow of the refrigerant. The second multi-way valve 33 is connected to the liquid outlet 22, the charging and power distribution module 11, and one end of the vehicle outside condenser 90, respectively. In this way, the second multi-way valve 33 can selectively connect the liquid outlet 22 to the charging and power distribution module 11 or connect the liquid outlet 22 to one end of the vehicle outside condenser 90. In this way, in the fluorine pump 20 circulation mode, the flow direction of the supercooled liquid refrigerant after flowing out of the liquid outlet 22 can be controlled, so as to facilitate mode switching. In addition, the other end of the vehicle outside condenser 90 is connected to one end of the battery pack 50, so that a refrigerant flow path is formed between the vehicle outside condenser 90 and the battery pack 50. In the vapor compression refrigeration mode and the fluorine pump 20 external circulation mode, the refrigerant can sequentially flow through the vehicle outside condenser 90 and the battery pack 50, so as to cool the battery pack 50.

[0055] Specifically, in the fluorine pump 20 external circulation mode, the supercooled liquid refrigerant is pumped out of the liquid outlet 22 of the fluorine pump 20, flows into the vehicle outside condenser 90 through the second multi-way valve 33, and is cooled and cooled. The supercooled liquid refrigerant after cooling flows to the battery pack 50 through the first expansion valve 80, so as to be heat-exchanged with the battery pack 50, and cool and cool the battery pack 50. The liquid refrigerant after heat exchange with the battery pack 50 sequentially flows into the fluorine pump 20 through the gas-liquid separator 60, the second multi-way valve 32, and the liquid inlet 21, and works in circulation. The second multi-way valve 33 can also be an electromagnetic three-way valve.

[0056] In this way, the thermal management system 1 has a third heat exchange mode. In the third heat exchange mode, the refrigerant pumped out of the fluorine pump 20 cools the battery pack 50.

[0057] Further, as shown in Figures 2-7 the first flow path 91 and the second flow path 92 are provided between the other end of the vehicle-outside condenser 90 and one end of the battery pack 50, the first flow path 91 and the second flow path 92 are provided in parallel, the first flow path 91 is provided with a second control valve 911, and the second flow path 92 is provided with a one-way valve 921. The first flow path 91 and the second flow path 92 are provided in parallel, that is, the refrigerant can selectively flow to the battery pack 50 from the first flow path 91 or the second flow path 92 after passing through the vehicle-outside condenser 90. Among them, the second control valve 911 can control the flow of the refrigerant. The second control valve 911 is arranged in the first flow path 91, so that the second control valve 911 can be used to control the flow of the refrigerant in the first flow path 91. The one-way valve 921 mainly plays a one-way conduction role. The one-way valve 921 is arranged in the second flow path 92, and the conduction direction is from the vehicle-outside condenser 90 to the battery pack 50. In this way, when the refrigerant flows to the battery pack 50 through the second flow path 92, the backflow of the refrigerant in the second flow path 92 can be avoided, so that the heat management system 1 can work normally.

[0058] Of course, as shown in Figure 2 and Figure 7 the heat management system 1 further comprises a vehicle-in condenser 83, the vehicle-in condenser 83 is connected in parallel with the battery pack 50, and the vehicle-in condenser 83 is connected between the other end of the vehicle-outside condenser 90 and the gas-liquid separator 60. Among them, the vehicle-in condenser 83 also mainly plays a heat exchange role. After the refrigerant passes through the vehicle-in condenser 83, the refrigerant will evaporate and absorb heat, so as to reduce the temperature in the vehicle, and then cool the cabin. Specifically, when the cabin is cooled in the vapor compression refrigeration mode, the compressor 100 releases high-temperature and high-pressure gaseous refrigerant, which flows through the vehicle-in condenser 70, the first control valve 82, the vehicle-outside condenser 90, and the vehicle-in condenser 83 in turn. Among them, when the gaseous refrigerant passes through the vehicle-in condenser 70, the fan inside the vehicle-in condenser 70 does not work, so the heat absorbed by the vehicle-in condenser 70 and the gaseous refrigerant will not be exchanged and discharged to the vehicle. When the refrigerant passes through the vehicle-outside condenser 90, the refrigerant will be heat-exchanged with the vehicle-outside condenser 90, the refrigerant will be liquefied by heat release, and the vehicle-outside condenser 90 can discharge the heat absorbed by the heat exchange with the refrigerant to the air. The liquefied refrigerant will continue to flow into the vehicle-in condenser 83, and the liquid refrigerant will be vaporized by absorbing heat in the vehicle-in condenser 83, so as to reduce the temperature in the vehicle and cool the cabin.

[0059] In addition, when the cabin is cooled in the external circulation mode of the fluorine pump 20, the external condenser 90 is connected between the outlet 22 of the fluorine pump 20 and one end of the internal evaporator 83, and the inlet 21 is connected to the other end of the internal evaporator 83. Specifically, the supercooled liquid refrigerant pumped out by the outlet 22 of the fluorine pump 20 flows into the external condenser 90 through the second multi-way valve 33, and the supercooled liquid refrigerant can be cooled in the external condenser 90. The heat released during cooling can be released to the outside of the vehicle by the external condenser 90. The cooled supercooled liquid refrigerant absorbs heat through the internal evaporator 83, thereby cooling the cabin.

[0060] In this way, the thermal management system 1 has a fifth heat exchange mode, in which the refrigerant pumped out by the fluorine pump 20 absorbs heat at the internal evaporator 83 to cool the cabin.

[0061] In addition, as shown in Figure 2 , the thermal management system 1 further comprises a second expansion valve 84 located at the inlet end of the internal evaporator 83. In this way, the amount of refrigerant flowing into the internal evaporator 83 can be controlled by the second expansion valve 84, so that the heat absorption of the internal evaporator 83 can be controlled according to the demand, and the cooling effect of the internal evaporator 83 can be ensured. The second expansion valve 84 can also be a variable opening expansion valve.

[0062] In addition, as shown in Figure 6 and Figure 7 , the thermal management system 1 further comprises a compressor 100, one end of the compressor 100 is connected to one end of the external condenser 90, and the other end of the compressor 100 is selectively connected to the other end of the battery pack 50 and the other end of the internal evaporator 83. By connecting one end of the compressor 100 to one end of the external condenser 90, the high-temperature and high-pressure gaseous refrigerant released by the compressor 100 can exchange heat with the external condenser 90 when passing through the external condenser 90, and the external condenser 90 releases heat to the outside of the vehicle.

[0063] In addition, the other end of the compressor 100 is selectively connected to the other end of the battery pack 50 and the other end of the internal evaporator 83, and the first expansion valve 80 and the second expansion valve 84 are connected in parallel. That is, when the other end of the compressor 100 is connected to the other end of the battery pack 50, the refrigerant with lower temperature after heat exchange through the external condenser 90 enters the battery pack 50 through the first expansion valve 80 to cool the battery pack 50, and when the other end of the compressor 100 is connected to the other end of the internal evaporator 83, the refrigerant with lower temperature after heat exchange through the external condenser 90 enters the internal evaporator 83 through the second expansion valve 84, and the internal evaporator 83 absorbs heat to cool the cabin.

[0064] Therefore, in the circulation mode of the fluorine pump 20, when the battery pack 50 and the cabin are heated, the compressor 100 does not need to work, the energy consumption and noise can be reduced, and the COP value of the thermal management system 1 can be improved. It should be noted that the COP refers to the ratio of heating capacity / cooling capacity to input power. Under the same working condition, the larger the ratio, the higher the efficiency of the thermal management system 1 and the less the energy consumption.

[0065] Figures 1-7 The dashed portion in the figure is the heating and cooling circuit of the thermal management system 1.

[0066] The vehicle according to the embodiment of the present application comprises the thermal management system 1 described in the above embodiments.

[0067] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0068] In the description of the present application, "first feature" and "second feature" can include one or more features. In the description of the present application, "a plurality of" means two or more. In the description of the present application, "above" or "below" of the first feature to the second feature can include that the first and second features are in direct contact, or can include that the first and second features are not in direct contact but are in contact through another feature therebetween. In the description of the present application, "above", "over" and "on" of the first feature to the second feature include that the first feature is directly above and obliquely above the second feature, or only means that the first feature is higher than the second feature in horizontal height.

[0069] In the description of the present application, the description referring to the terms "one embodiment", "some embodiments", "exemplary embodiment", "example", "specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the exemplary description of the above terms does not necessarily mean the same embodiment or example.

[0070] While embodiments of the application have been shown and described, it is to be understood that the embodiments described are merely divergences of the principles and application of the present application and that numerous modifications, changes, substitutions, and alterations can be made thereto without departing from the spirit and scope of the present application, which is defined by the following claims and their equivalents.

Claims

1. A thermal management system, characterized by, The heat management system (1) comprises: a fluorine pump (20) provided with an inlet (21) and an outlet (22); a motor assembly (10) connected to the outlet (22); a radiator (40) provided with a heat dissipation inlet (41) and a heat dissipation outlet (42), wherein the heat dissipation inlet (41) is connected to the other end of the motor assembly (10), and the heat dissipation outlet (42) is connected to the inlet (21); an in-vehicle condenser (70) connected between the other end of the motor assembly (10) and the inlet (21); The heat management system (1) has a fourth heat exchange mode, in which the fluorine pump (20) pumps out the refrigerant to cool the motor assembly (10), and the refrigerant after absorbing the heat of the motor assembly (10) is cooled in the in-vehicle condenser (70) to heat the cabin.

2. The thermal management system of claim 1, wherein, Further comprising: a first multi-way valve (31), a battery pack (50) and a first expansion valve (80), wherein the first multi-way valve (31) selectively connects the other end of the motor assembly (10) and one end of the battery pack (50), the inlet (21) is connected to the other end of the battery pack (50), and the first expansion valve (80) is located at the inlet end of the battery pack (50).

3. The thermal management system of claim 2, wherein, Further comprising: a second multi-way valve (33) and an out-vehicle condenser (90), wherein the second multi-way valve (33) selectively connects the outlet (22) and one end of the out-vehicle condenser (90), and one end of the battery pack (50) is connected to the other end of the out-vehicle condenser (90).

4. The thermal management system of claim 1, wherein, Further comprising: an in-vehicle evaporator (83), an out-vehicle condenser (90) and a second expansion valve (84), wherein the out-vehicle condenser (90) is connected between the outlet (22) and one end of the in-vehicle evaporator (83), the inlet (21) is connected to the other end of the in-vehicle evaporator (83), and the second expansion valve (84) is located at the inlet end of the in-vehicle evaporator (83).

5. The thermal management system of any one of claims 1-4, wherein, Further comprising: a compressor (100), an in-vehicle evaporator (83), an out-vehicle condenser (90), a battery pack (50), a first expansion valve (80) and a second expansion valve (84), wherein one end of the compressor (100) is connected to one end of the out-vehicle condenser (90), the other end of the compressor (100) is selectively connected to the other end of the battery pack (50) and the other end of the in-vehicle evaporator (83), the first expansion valve (80) and the second expansion valve (84) are connected in parallel, the first expansion valve (80) is located at the inlet end of the battery pack (50), and the second expansion valve (84) is located at the inlet end of the in-vehicle evaporator (83).

6. The thermal management system of claim 1, wherein, The heat management system (1) has a first heat exchange mode, in which the fluorine pump (20) pumps out the refrigerant to cool the motor assembly (10), and the refrigerant after absorbing the heat of the motor assembly (10) is cooled in the radiator (40).

7. The thermal management system of claim 2, wherein, The heat management system (1) has a second heat exchange mode, in which the fluorine pump (20) pumps out the refrigerant to cool the motor assembly (10), and the refrigerant after absorbing the heat of the motor assembly (10) heats the battery pack (50).

8. The thermal management system of claim 3, wherein, The heat management system (1) has a third heat exchange mode, in which the fluorine pump (20) pumps out the refrigerant to cool the battery pack (50).

9. The thermal management system of claim 4, wherein, The heat management system (1) has a fifth heat exchange mode, in which the fluorine pump (20) pumps out the refrigerant to absorb heat at the in-vehicle evaporator (83) to cool the cabin.

10. A vehicle characterized by comprising: Comprising: The heat management system (1) of any one of claims 1-9.

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