Vehicle thermal management system and vehicle

Abstract

The invention provides a vehicle heat management system and a vehicle, the vehicle heat management system comprises an air conditioner loop and a cooling liquid loop, the air conditioner loop comprises a compressor and an outdoor condenser, a refrigerant valve is further arranged in the air conditioner loop, the cooling liquid loop comprises a heating loop, a heat exchanger is connected in the heating loop, and the compressor and the outdoor condenser are arranged in the heating loop. The refrigerant valve is provided with a first connecting-in opening, a second connecting-out opening and a third connecting-out opening, the first connecting-in opening is communicated with an outlet of the compressor, the second connecting-out opening is communicated with an inlet of the outdoor condenser, and the third connecting-out opening is communicated with the heat exchanger; the refrigerant valve has multiple working modes, and when the refrigerant valve is in the first mode, the second connecting outlet and the third connecting outlet are both communicated with the first connecting inlet, or the third connecting outlet is communicated with the first connecting inlet. The technical problem that the refrigeration cycle capacity and the heat dissipation capacity are difficult to improve is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle thermal management, and in particular to a vehicle thermal management system and a vehicle. Background Art

[0002] Car air conditioning is a device that can cool, heat, ventilate and purify the air in the car. It can provide passengers with a comfortable riding environment, reduce driver fatigue and improve driving safety.

[0003] The current integrated thermal management system uses indirect cooling through an intermediate medium coolant to dissipate heat in cooling mode. The biggest disadvantage of indirect heat dissipation is that the heat dissipation efficiency will drop by more than 10%. In order to achieve the same refrigeration performance, the compressor, radiator and refrigerant valve in the air-conditioning circuit need to be designed to be larger, and the cost of the system increases a lot. In order to improve the heat dissipation capacity of the maximum refrigeration load, a two-way regulating valve CCV of the water circuit is added. The use of this valve can only improve the capacity of the refrigeration cycle to a limited extent, and will seriously affect the heat dissipation of the motor circuit.

[0004] Therefore, there is an urgent need to solve the technical problem of the difficulty in improving the refrigeration cycle capacity and heat dissipation capacity of the vehicle thermal management system. Summary of the invention

[0005] The present invention provides a vehicle thermal management system and a vehicle, which are used to solve the technical problem of difficulty in improving the refrigeration cycle capacity and heat dissipation capacity of the vehicle thermal management system.

[0006] In order to achieve the above object, the present invention provides a vehicle thermal management system, comprising:

[0007] An air conditioning circuit, the air conditioning circuit comprising a compressor and an outdoor condenser, and a refrigerant valve is also provided in the air conditioning circuit;

[0008] A coolant circuit, the coolant circuit comprising a heating circuit, a motor cooling circuit and a battery cooling circuit, the heating circuit being connected to a heat exchanger, the heat exchanger being configured to exchange heat between the refrigerant flowing in the air conditioning circuit and the coolant flowing in the heating circuit, so as to heat the refrigerant flowing in the air conditioning circuit;

[0009] The refrigerant valve has a first inlet, a second inlet and a third inlet, the first inlet is connected to the outlet of the compressor, the second inlet is connected to the inlet of the outdoor condenser, and the third inlet is connected to the heat exchanger;

[0010] The refrigerant valve also has multiple working modes, and the multiple working modes include a first mode. When the refrigerant valve is in the first mode: the second inlet and the third inlet are both connected to the first inlet, or the third inlet is connected to the first inlet, so that the refrigerant flowing in the air-conditioning circuit directly enters the outdoor condenser to dissipate heat to the outdoor environment.

[0011] A vehicle thermal management system provided by the present invention greatly improves the refrigeration capacity of the system by setting a refrigerant valve in the air-conditioning loop. The working mode of the refrigerant valve can be adjusted according to the working conditions to achieve controllable distribution and adjustment of the refrigerant, so that the capacity of the refrigeration cycle and the heat dissipation capacity are greatly improved, and has a better energy-saving control effect. When the refrigerant valve is in the first mode, the refrigerant flowing in the air-conditioning loop directly enters the outdoor condenser for heat dissipation to dissipate heat to the outdoor environment, and the heat dissipation is more direct.

[0012] In a possible implementation, the refrigerant valve is a four-way valve, and the refrigerant valve further has a fourth port, and the fourth port is connected to the inlet of the compressor; the multiple working modes also include:

[0013] a second mode, when the refrigerant valve is in the second mode, the second inlet is connected to the first inlet, and the third inlet and the fourth inlet are disconnected from the first inlet, so that the refrigerant flowing in the air-conditioning circuit dissipates heat through the outdoor condenser; or

[0014] a third mode, when the refrigerant valve is in the third mode, the third inlet is connected to the first inlet, and the second inlet and the fourth inlet are both disconnected from the first inlet; or

[0015] In the fourth mode, when the refrigerant valve is in the fourth mode, the second inlet is disconnected from the first inlet, and the third inlet and the fourth inlet are both connected to the first inlet, or the third inlet is connected to the first inlet.

[0016] In a possible implementation, a nine-way valve is further connected to the coolant circuit, the coolant circuit also includes a motor cooling circuit and a battery cooling circuit, and the nine-way valve is used to control the switching operation of the heating circuit, the motor cooling circuit, and the battery cooling circuit;

[0017] The coolant circuit also includes a chiller circuit connected to the nine-way valve, and a chiller is connected to the chiller circuit. The chiller is configured to exchange heat between the refrigerant flowing in the air-conditioning circuit and the coolant flowing in the chiller circuit to cool the coolant flowing in the chiller circuit.

[0018] In one possible implementation, the air-conditioning circuit also includes an evaporator, a throttle, an outdoor condenser and a liquid storage tank, the outlet of the evaporator is connected to the inlet of the compressor, the throttle is connected between the inlet of the evaporator and the outlet of the outdoor condenser, and the liquid storage tank is connected between the outlet of the outdoor condenser and the throttle.

[0019] In one possible implementation, the heating circuit includes: a first heating circuit, a second heating circuit, a one-way valve circuit and a three-way valve, the two ends of the first heating circuit are respectively connected to the second valve port and the eighth valve port of the nine-way valve, the second heating circuit and the one-way valve circuit are both connected in parallel with the first heating circuit, a first heating element is provided on the first heating circuit, the second heating circuit includes a first pump and a second heating element connected in sequence, the heat exchanger is connected between the first pump and the second heating element, a first one-way valve is provided on the one-way valve circuit, and the three interfaces of the three-way valve are respectively connected to the outlet of the first heating circuit, the inlet of the second heating circuit and the outlet of the one-way valve circuit.

[0020] In a possible implementation, a second pump and at least one motor radiator are provided on the motor cooling circuit, and two ends of the motor cooling circuit are respectively connected to the first valve port and the ninth valve port of the nine-way valve.

[0021] In a possible implementation, the vehicle thermal management system further includes a radiator, the inlet of the radiator is communicated with the seventh valve port of the nine-way valve, and the outlet of the radiator is connected to the inlet of the second pump;

[0022] The vehicle thermal management system further includes a fan, wherein an air outlet of the fan is directed toward the outdoor condenser and the radiator.

[0023] In a possible implementation, a third pump and a battery radiator are sequentially provided on the battery cooling circuit, and two ends of the battery cooling circuit are respectively connected to the fourth valve port and the sixth valve port of the nine-way valve.

[0024] In a possible implementation, the coolant circuit further includes a coolant tank, and inlet ends of the second pump and the third pump are both connected to the coolant tank.

[0025] The present invention also provides a vehicle, comprising the above-mentioned vehicle thermal management system.

[0026] The vehicle thermal management system and vehicle provided by the present invention have greatly improved refrigeration capacity. For the existing system, the pipeline between the outlet of the second pump and the inlet of the first pump, as well as the two-way regulating valve CCV of the water channel arranged on the pipeline between the outlet of the second pump and the inlet of the first pump can be eliminated, thereby solving the heat dissipation problem when there is excess heat in dehumidification and heat pump modes.

[0027] In addition to the technical problems solved by the embodiments of the present invention described above, the technical features that constitute the technical solutions, and the beneficial effects brought about by the technical features of the technical solutions, other technical problems that can be solved by a vehicle thermal management system and a vehicle provided by an embodiment of the present invention, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further described in detail in the specific implementation methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0029] Figure 1 A schematic diagram of the structure of a vehicle thermal management system provided by an embodiment of the present invention;

[0030] Figure 2 A schematic diagram of the structure of a vehicle thermal management system in a cooling mode provided by an embodiment of the present invention;

[0031] Figure 3 A schematic diagram of the structure of a vehicle thermal management system in a cooling and dehumidification mode provided by an embodiment of the present invention;

[0032] Figure 4 A schematic diagram of the structure of a vehicle thermal management system in a heat pump mode provided by an embodiment of the present invention;

[0033] Figure 5 A schematic diagram of the structure of a vehicle thermal management system in a heat pump bypass mode provided by an embodiment of the present invention;

[0034] Figure 6 A schematic diagram of the structure of a refrigerant valve of a vehicle thermal management system provided by an embodiment of the present invention in a first mode;

[0035] Figure 7 A schematic diagram of the structure of a refrigerant valve of a vehicle thermal management system provided by an embodiment of the present invention in a second mode;

[0036] Figure 8A schematic diagram of the structure of a refrigerant valve of a vehicle thermal management system provided by an embodiment of the present invention in a third mode;

[0037] Fig. 9 A schematic structural diagram of a refrigerant valve of a vehicle thermal management system provided by an embodiment of the present invention in a fourth mode.

[0038] Description of reference numerals:

[0039] 11-Compressor;

[0040] 12-evaporator;

[0041] 13- throttle;

[0042] 14-Outdoor condenser;

[0043] 15-Liquid storage tank;

[0044] 16- second one-way valve;

[0045] 17- third one-way valve;

[0046] 18-Silencer;

[0047] 19- Sensor;

[0048] 21- nine-way valve;

[0049] 22-coolant tank;

[0050] 30-Refrigerant valve;

[0051] 31- first access port;

[0052] 32- Second access port;

[0053] 33- The third exit;

[0054] 34- the fourth exit;

[0055] 40-heat exchanger;

[0056] 50-Cooling machine;

[0057] 61-first heating element;

[0058] 62-first pump;

[0059] 63- second heating element;

[0060] 64-three-way valve;

[0061] 65-first one-way valve;

[0062] 70- fan;

[0063] 80- Radiator;

[0064] 91 - second pump;

[0065] 92-motor radiator;

[0066] 93- third pump;

[0067] 94-Battery radiator. DETAILED DESCRIPTION

[0068] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0069] In the original vehicle thermal management system, when the air-conditioning system is in the passenger compartment mode, the heat of the air-conditioning circuit is transferred to the coolant circuit through the heat exchanger. The coolant circuit is connected in series with the motor cooling circuit, and the heat of the air-conditioning circuit and the motor cooling circuit is dissipated to the environment through the radiator and the fan. The biggest disadvantage of this indirect heat dissipation method is that the heat dissipation efficiency will drop by more than 10%. In order to achieve the same refrigeration performance, the compressor, radiator and refrigerant valve need to be designed to be larger, and the cost of the system will increase a lot. In addition, in order to improve the heat dissipation capacity of the maximum refrigeration load, the current system has added a two-way regulating valve to the water circuit. The use of this two-way regulating valve can only improve the capacity of the refrigeration cycle to a limited extent, and will seriously affect the heat dissipation of the motor circuit.

[0070] In view of this, the present invention provides a vehicle thermal management system, which greatly improves the refrigeration capacity of the system by setting a refrigerant valve in the air-conditioning circuit. The working mode of the refrigerant valve can be adjusted according to the working conditions to achieve controllable distribution adjustment of the refrigerant, thereby achieving better energy-saving control effect.

[0071] The vehicle thermal management system and the vehicle provided by the embodiments of the present invention are described below with reference to the accompanying drawings.

[0072] refer to Figure 1 As shown, the present invention provides a vehicle thermal management system, including: an air conditioning circuit and a coolant circuit, the air conditioning circuit reference Figure 1 As shown in the dotted frame B in the figure, the air-conditioning circuit includes a compressor 11 and an outdoor condenser 14, and a refrigerant valve 30 is also provided in the air-conditioning circuit; the coolant circuit includes a heating circuit, and a heat exchanger 40 is connected to the heating circuit. The heat exchanger 40 is configured to exchange heat between the refrigerant flowing in the air-conditioning circuit and the coolant flowing in the heating circuit to heat the refrigerant flowing in the air-conditioning circuit.

[0073] The refrigerant valve 30 has a first inlet 31, a second inlet 32, and a third inlet 33. The first inlet 31 is connected to the outlet of the compressor 11, the second inlet 32 ​​is connected to the inlet of the outdoor condenser 14, and the third inlet 33 is connected to the heat exchanger 40.

[0074] The refrigerant valve 30 also has multiple working modes, including a first mode. When the refrigerant valve 30 is in the first mode, the second inlet 32 ​​and the third inlet 33 are both connected to the first inlet 31, or the third inlet 33 is connected to the first inlet 31, so that the refrigerant flowing in the air-conditioning circuit directly enters the heat dissipation outdoor condenser 14 to dissipate heat to the outdoor environment.

[0075] The refrigerant valve 30 has multiple working modes to control the air conditioning circuit to meet the requirements of different thermal management modes.

[0076] A vehicle thermal management system provided by the present invention greatly improves the refrigeration capacity of the system by setting a refrigerant valve 30 in the air-conditioning loop. The working mode of the refrigerant valve 30 can be adjusted according to the working conditions to achieve controllable distribution and adjustment of the refrigerant, so that the capacity of the refrigeration cycle and the heat dissipation capacity are greatly improved, and has a better energy-saving control effect. When the refrigerant valve 30 is in the first mode, the refrigerant flowing in the air-conditioning loop directly enters the heat dissipation to the outdoor condenser to dissipate the heat to the outdoor environment, so that the heat dissipation is more direct and the heat dissipation effect is improved.

[0077] The coolant flowing in the coolant loop may be water, and the refrigerant flowing in the air-conditioning loop is not specifically limited here. The compressor 11 drives the refrigerant to flow in the air-conditioning loop to transfer heat energy and achieve a cooling effect.

[0078] In a possible implementation, the heat exchanger 40 may be a LCC heat exchanger.

[0079] In one possible implementation, reference Figures 6 to 9 As shown, the refrigerant valve 30 is a four-way valve. The refrigerant valve 30 also has a fourth port 34 . The fourth port 34 is connected to the inlet of the compressor 11 .

[0080] refer to Figure 3 and Figure 6 As shown, when the refrigerant valve 30 is in the first mode: the fourth inlet 34 is disconnected from the first inlet 31, the second inlet 32 ​​and the third inlet 33 are both connected to the first inlet 31, or the third inlet 33 is connected to the first inlet 31;

[0081] The first mode of the refrigerant valve 30 is applied to the cooling and dehumidification mode of the vehicle thermal management system.

[0082] In the cooling and dehumidification mode, the third inlet 33 is connected to the first inlet 31, and the heat of the air conditioning circuit can be transferred to the coolant circuit through the heat exchanger 40, so as to heat the passenger compartment. However, if the compressor 11 is at the lowest speed, and the temperature detected by the temperature sensor on the first heating element 61 exceeds the passenger compartment's demand for the air temperature passing through the first heating element 61, that is, when the HEX temperature exceeds the target HEX temperature, the refrigerant valve 30 can be adjusted to make the second inlet 32 ​​connected to the first inlet 31, and part of the high-temperature and high-pressure refrigerant can flow from the first inlet 31 through the second inlet 32 ​​to the outdoor condenser 14, thereby dissipating the heat to the environment. Avoid reducing the hot water flow to the first heating element 61 through the three-way valve 64 to achieve a drop in the HEX temperature, thereby avoiding the large difference in the air outlet temperature between the left and right sides, which affects the comfort of the passenger compartment. Among them, the HEX temperature is the temperature detected by the temperature sensor on the first heating element 61, and the target HEX temperature is the passenger compartment's demand for the air temperature passing through the first heating element 61.

[0083] Normally, in the heating mode, the third inlet 33 is connected to the first inlet 31, and the heat of the air conditioning circuit can be transferred to the coolant circuit through the heat exchanger 40 to heat the passenger compartment. If the ambient temperature is above 20°C, the compressor 11 is at the lowest speed, and the HEX temperature exceeds the target HEX temperature, the refrigerant valve 30 can be adjusted to make the second inlet 32 ​​connected to the first inlet 31, and part of the high-temperature and high-pressure refrigerant can flow from the first inlet 31 through the second inlet 32 ​​to the outdoor condenser 14, thereby dissipating the heat to the outdoor environment. This avoids the situation where the heat pump mode cannot be used when the ambient temperature is high due to the inability to discharge excess heat, and only the more energy-consuming electric heating mode can be used, so the present application has a better energy-saving effect.

[0084] In one possible implementation, the multiple working modes further include a second mode, a third mode, or a fourth mode.

[0085] refer to Figure 2 and Figure 7 As shown, when the refrigerant valve 30 is in the second mode: the second inlet 32 ​​is connected to the first inlet 31, and the third inlet 33 and the fourth inlet 34 are disconnected from the first inlet 31, so that the refrigerant flowing in the air-conditioning circuit dissipates heat through the outdoor condenser 14. Compared with the indirect cooling method using an intermediate medium coolant, the biggest disadvantage of indirect heat dissipation is that the heat dissipation efficiency will drop by more than 10%. The heat dissipation in this application is more direct, which improves the heat dissipation efficiency.

[0086] refer to Figure 2 As shown, the second mode of the refrigerant valve 30 is applied to the cooling mode of the vehicle thermal management system.

[0087] refer to Figure 4 and Figure 8 As shown, when the refrigerant valve 30 is in the third mode: the third inlet 33 is connected to the first inlet 31, and the second inlet 32 ​​and the fourth inlet 34 are disconnected from the first inlet 31;

[0088] The third mode is applied when the ambient temperature is above -10°C. When the refrigerant valve 30 is in the third mode, the third inlet 33 is connected to the first inlet 31, and the coolant flowing in the heating circuit exchanges heat with the refrigerant flowing in the air-conditioning circuit through the heat exchanger 40, so that the coolant flowing in the heating circuit obtains the heat in the refrigerant flowing in the air-conditioning circuit and the heat in the environment, thereby achieving the effect of heating the coolant flowing in the heating circuit, which helps the heating circuit to heat the passenger compartment.

[0089] When the refrigerant valve 30 is in the fourth mode, the second inlet 32 ​​is disconnected from the first inlet 31 , and the third inlet 33 and the fourth inlet 34 are both connected to the first inlet 31 , or the third inlet 33 is connected to the first inlet 31 .

[0090] refer to Figure 5 and Fig. 9 As shown, when the refrigerant valve 30 is in the fourth mode, the third inlet 33 and the first inlet 31 can be connected separately, or the third inlet 33 and the fourth inlet 34 can be connected to the first inlet 31 together. The fourth mode is applied when the ambient temperature is low, for example, below -10°C, the coolant flowing in the heating circuit of the vehicle thermal management system cannot obtain enough heat from the refrigerant flowing in the air-conditioning circuit and the environment. At this time, the refrigerant valve 30 can be adjusted so that the third inlet 33 and the fourth inlet 34 are connected to the first inlet 31 together. Since the fourth inlet 34 is connected to the inlet of the compressor 11, part of the high-temperature and high-pressure refrigerant can be bypassed from the fourth inlet 34 to the inlet of the compressor 11 to improve the heating capacity of the compressor, which helps the coolant flowing in the heating circuit to obtain enough heat from the refrigerant flowing in the air-conditioning circuit, and improves the effect of the heating circuit on heating the passenger compartment.

[0091] In other possible implementations, the multiple working modes of the refrigerant valve 30 may also include the first mode, the second mode, the third mode, and the fourth mode.

[0092] In a possible implementation, a muffler 18 is further disposed between the third inlet 33 and the heat exchanger 40 .

[0093] In one possible implementation, the coolant circuit also includes a motor cooling circuit and a battery cooling circuit. A nine-way valve 21 is also connected to the coolant circuit, and the nine-way valve 21 is used to control the switching of the heating circuit, the motor cooling circuit, and the battery cooling circuit. The coolant circuit also includes a cooling machine circuit connected to the nine-way valve 21, and a cooling machine 50 is connected to the cooling machine circuit. The cooling machine 50 is configured to exchange heat between the refrigerant flowing in the air-conditioning circuit and the coolant flowing in the cooling machine circuit to cool the coolant flowing in the cooling machine circuit.

[0094] In one possible implementation, the air-conditioning circuit also includes an evaporator 12, a throttle 13, an outdoor condenser 14 and a liquid storage tank 15, the outlet of the evaporator 12 is connected to the inlet of the compressor 11, the throttle 13 is connected between the inlet of the evaporator 12 and the outlet of the outdoor condenser 14, and the liquid storage tank 15 is connected between the outlet of the outdoor condenser 14 and the throttle 13.

[0095] Sensors 19 are also provided at the inlet of the compressor 11 and the outlet of the compressor 11. A third one-way valve 17 is also provided on the pipeline between the outdoor condenser 14 and the liquid storage tank 15.

[0096] The high-temperature and high-pressure refrigerant vapor discharged from the compressor 11 enters the outdoor condenser 14 . After passing through the outdoor condenser 14 , the high-temperature and high-pressure gaseous refrigerant is condensed into a liquid refrigerant with a certain pressure.

[0097] The throttle 13 may be a throttle valve, an expansion valve, etc., which plays a throttling role. When the liquid refrigerant flowing out of the liquid storage tank 15 passes through the throttle 13, the pressure and temperature are reduced.

[0098] The evaporator 12 is used to allow the liquid refrigerant to absorb heat from the ambient air when passing through the evaporator 12, and the liquid refrigerant is converted into a gaseous refrigerant, thereby lowering the air temperature and achieving the effect of cooling the ambient air.

[0099] Since the air conditioning circuit requires different refrigerant dosages in different refrigeration stages, the liquid storage tank 15 is used to store the refrigerant and recover the excess refrigerant in the air conditioning circuit to meet the various extreme refrigerant dosage requirements and enable the air conditioning circuit to operate normally.

[0100] In one possible implementation, a second one-way valve 16 is provided between the inlet of the compressor 11 and the outlet of the evaporator 12. The second one-way valve 16 ensures that the refrigerant can only enter the compressor 11 from the evaporator 12 and cannot flow in the reverse direction.

[0101] In one possible implementation, the heating circuit reference Figure 1As shown in the dotted frame A in the figure, the heating circuit includes: a first heating circuit, a second heating circuit, a one-way valve circuit and a three-way valve 64. The two ends of the first heating circuit are respectively connected to the second valve port and the eighth valve port of the nine-way valve 21. The second heating circuit and the one-way valve circuit are both connected in parallel with the first heating circuit. A first heating element 61 is provided on the first heating circuit. The second heating circuit includes a first pump 62 and a second heating element 63 connected in sequence. The heat exchanger 40 is connected between the first pump 62 and the second heating element 63. A first one-way valve 65 is provided on the one-way valve circuit. The three interfaces of the three-way valve 64 are respectively connected to the outlet of the first heating circuit, the inlet of the second heating circuit and the outlet of the one-way valve circuit.

[0102] The first heating element 61 can heat the coolant flowing in the heating circuit, thereby supplementing the heat for the refrigerant in the air conditioning circuit flowing through the heat exchanger 40. The second heating element 63 is used to supplement the heat by heating the coolant flowing in the heating circuit when the heat pump capacity is insufficient at low temperatures. The first heating element 61 can be an electric heater, and the second heating element 63 can be an HVCH high-voltage electric heater.

[0103] The first pump 62 is used to provide power for the coolant to flow in the heating circuit.

[0104] In this example, the inlet of the first one-way valve 65 is connected to the outlet of the first heating element 61 and the second valve port of the nine-way valve 21 , and the outlet of the first one-way valve 65 is connected to the inlet of the first heating element 61 and the eighth valve port of the nine-way valve 21 .

[0105] In one possible implementation, the motor cooling circuit first refers to Figure 1 As shown in the dotted frame C in the figure, a second pump 91 and at least one motor radiator 92 are provided on the motor cooling circuit, and the two ends of the motor cooling circuit are respectively connected to the first valve port and the ninth valve port of the nine-way valve 21.

[0106] The second pump 91 is used to provide power for the coolant to flow in the motor cooling circuit.

[0107] In this example, there can be multiple motor radiators 92, and multiple motor radiators 92 can be connected in series or in parallel through pipelines. The motor radiator 92 is used to dissipate heat for the motor controller. The number of motor radiators 92 can be flexibly selected according to the number of heat-generating components of the motor controller, and no specific limitation is made here.

[0108] In a possible implementation, the vehicle thermal management system further includes a radiator 80, the inlet of the radiator 80 is connected to the seventh valve port of the nine-way valve 21, and the outlet of the radiator 80 is connected to the inlet of the second pump 91. The radiator 80 is used to dissipate heat for the coolant flowing in the coolant circuit.

[0109] In this example, the second pump 91 is arranged at the inlet of the motor cooling circuit, the inlet of the motor cooling circuit is connected to the ninth valve port of the nine-way valve 21, and the inlet of the motor cooling circuit is connected to the outlet of the radiator 80; the outlet of the motor cooling circuit is connected to the first valve port of the nine-way valve 21.

[0110] In a possible implementation, the vehicle thermal management system further includes a fan 70, and the air outlet of the fan 70 is directed toward the outdoor condenser 14 and the radiator 80. The fan 70 can accelerate the flow rate of air and accelerate the heat dissipation for the outdoor condenser 14 and the radiator 80.

[0111] In a possible implementation, a third pump 93 and a battery radiator 94 are sequentially provided on the battery cooling circuit, and the two ends of the battery cooling circuit are respectively connected to the fourth valve port and the sixth valve port of the nine-way valve 21. The third pump 93 is used to provide power for the coolant to flow in the battery cooling circuit, and the battery radiator 94 dissipates heat for the battery in the vehicle, which helps the battery in the vehicle to achieve liquid cooling.

[0112] In a possible implementation, the coolant circuit further includes a coolant tank 22, and the inlet ends of the second pump 91 and the third pump 93 are both connected to the coolant tank 22. The coolant tank 22 is used to store coolant.

[0113] In a possible implementation, the inlet of the radiator 80 is also connected to the coolant tank 22, so that the coolant in the coolant circuit can be recovered into the coolant tank 22 to achieve a circulating flow.

[0114] It should be noted that the connectivity mentioned above may be via a pipeline.

[0115] The present invention also provides a vehicle, comprising the above-mentioned vehicle thermal management system.

[0116] The vehicle thermal management system and vehicle provided by the present invention have greatly improved cooling capacity. For the existing system, the pipeline between the outlet of the second pump 91 and the inlet of the first pump 62, as well as the two-way regulating valve CCV of the water channel arranged on the pipeline between the outlet of the second pump 91 and the inlet of the first pump 62 can be eliminated, thereby solving the heat dissipation problem when there is excess heat in the dehumidification and heat pump modes.

[0117] In the existing vehicle thermal management system, when the air conditioning system is in dehumidification mode, if the HEX temperature exceeds the target HEX temperature by a large amount when the compressor is at the lowest speed, the countermeasure adopted can only be to adjust the three-way valve 64 to reduce the hot water flow to the first heating element 61 to achieve the reduction of HEX temperature (if the compressor is started and stopped, it will cause a large fluctuation in the air outlet temperature). The biggest disadvantage of this solution is that it will cause uneven temperature inside the warm air core and thus uneven air outlet temperature on the left and right, affecting the comfort of use. However, through improvement, the present application can adjust the refrigerant valve 30 to make the second inlet 32 ​​connected to the first inlet 31 by adjusting the refrigerant, so that part of the high-temperature and high-pressure refrigerant can flow from the first inlet 31 through the second inlet 32 ​​to the outdoor condenser 14, thereby dissipating the heat to the outdoor environment and ensuring the comfort of use.

[0118] It should be noted here that the numerical values ​​and numerical ranges involved in this application are approximate values. Due to the influence of the manufacturing process, there may be a certain range of errors, which can be considered negligible by those skilled in the art.

[0119] In the description of the present invention, it is necessary to understand that the terms used such as “center”, “length”, “width”, “thickness”, “top”, “bottom”, “up”, “down”, “left”, “right”, “front”, “back”, “vertical”, “horizontal”, “inside”, “outside”, “axial”, “circumferential”, etc. to indicate directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred position or component must have a specific direction, a specific structure and operation, and therefore cannot be understood as limiting the present invention.

[0120] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0121] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, they can be fixedly connected, detachably connected, or integrated; they can be mechanically connected, electrically connected, or can communicate with each other; they can be directly connected, or indirectly connected through an intermediate medium, so that the internal communication of two elements or the interaction relationship between two elements can be achieved. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0122] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0123] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle thermal management system, characterized in that: include: An air conditioning circuit, the air conditioning circuit comprising a compressor (11) and an outdoor condenser (14), and a refrigerant valve (30) is also provided in the air conditioning circuit; A cooling liquid circuit, the cooling liquid circuit comprising a heating circuit, the heating circuit being connected to a heat exchanger (40), the heat exchanger (40) being configured to exchange heat between the refrigerant flowing in the air conditioning circuit and the cooling liquid flowing in the heating circuit, so as to heat the refrigerant flowing in the air conditioning circuit; The refrigerant valve (30) has a first inlet (31), a second inlet (32), and a third inlet (33), the first inlet (31) being connected to the outlet of the compressor (11), the second inlet (32) being connected to the inlet of the outdoor condenser (14), and the third inlet (33) being connected to the heat exchanger (40); The refrigerant valve (30) also has multiple working modes, and the multiple working modes include a first mode. When the refrigerant valve (30) is in the first mode, the second inlet (32) and the third inlet (33) are both connected to the first inlet (31), or the third inlet (33) is connected to the first inlet (31), so that the refrigerant flowing in the air-conditioning circuit directly enters the outdoor condenser (14) for heat dissipation, so as to dissipate heat to the outdoor environment.

2. The vehicle thermal management system according to claim 1, characterized in that: The refrigerant valve (30) is a four-way valve, and the refrigerant valve (30) further comprises a fourth connection port (34), wherein the fourth connection port (34) is connected to the inlet of the compressor (11), and the multiple working modes further comprise: a second mode, when the refrigerant valve (30) is in the second mode, the second inlet (32) is connected to the first inlet (31), and the third inlet (33) and the fourth inlet (34) are both disconnected from the first inlet (31), so that the refrigerant flowing in the air-conditioning circuit dissipates heat through the outdoor condenser (14); or a third mode, when the refrigerant valve (30) is in the third mode, the third inlet (33) is connected to the first inlet (31), and the second inlet (32) and the fourth inlet (34) are both disconnected from the first inlet (31); or In a fourth mode, when the refrigerant valve (30) is in the fourth mode, the second inlet (32) is disconnected from the first inlet (31), and the third inlet (33) and the fourth inlet (34) are both connected to the first inlet (31), or the third inlet (33) is connected to the first inlet (31).

3. The vehicle thermal management system according to claim 2, characterized in that: A nine-way valve (21) is also connected to the coolant circuit, the coolant circuit also includes a motor cooling circuit and a battery cooling circuit, and the nine-way valve (21) is used to control the switching operation of the heating circuit, the motor cooling circuit and the battery cooling circuit; The cooling liquid circuit also includes a cooling machine circuit connected to the nine-way valve (21), the cooling machine circuit being connected to a cooling machine (50), the cooling machine (50) being configured to allow the refrigerant flowing in the air conditioning circuit to exchange heat with the cooling liquid flowing in the cooling machine circuit, so as to cool the cooling liquid flowing in the cooling machine circuit.

4. The vehicle thermal management system according to claim 1, characterized in that: The air conditioning circuit further comprises an evaporator (12), a throttle (13), an outdoor condenser (14) and a liquid storage tank (15); the outlet of the evaporator (12) is connected to the inlet of the compressor (11); the throttle (13) is connected between the inlet of the evaporator (12) and the outlet of the outdoor condenser (14); and the liquid storage tank (15) is connected between the outlet of the outdoor condenser (14) and the throttle (13).

5. The vehicle thermal management system according to claim 3, characterized in that: The heating circuit comprises: a first heating circuit, a second heating circuit, a one-way valve circuit and a three-way valve (64); the two ends of the first heating circuit are respectively connected to the second valve port and the eighth valve port of the nine-way valve (21); the second heating circuit and the one-way valve circuit are both connected in parallel with the first heating circuit; a first heating element (61) is provided on the first heating circuit; the second heating circuit comprises a first pump (62) and a second heating element (63) connected in sequence; the heat exchanger (40) is connected between the first pump (62) and the second heating element (63); a first one-way valve (65) is provided on the one-way valve circuit; and three interfaces of the three-way valve (64) are respectively connected to the outlet of the first heating circuit, the inlet of the second heating circuit and the outlet of the one-way valve circuit.

6. The vehicle thermal management system according to claim 3, characterized in that: The motor cooling circuit is provided with a second pump (91) and at least one motor radiator (92), and two ends of the motor cooling circuit are respectively connected to the first valve port and the ninth valve port of the nine-way valve (21).

7. The vehicle thermal management system according to claim 6, characterized in that: It also includes a radiator (80), wherein the inlet of the radiator (80) is communicated with the seventh valve port of the nine-way valve (21), and the outlet of the radiator (80) is connected to the inlet of the second pump (91); It also includes a fan (70), wherein an air outlet of the fan (70) faces the outdoor condenser (14) and the radiator (80).

8. The vehicle thermal management system according to claim 6, characterized in that: The battery cooling circuit is provided with a third pump (93) and a battery radiator (94) in sequence, and two ends of the battery cooling circuit are respectively connected to the fourth valve port and the sixth valve port of the nine-way valve (21).

9. The vehicle thermal management system according to claim 8, characterized in that: The coolant circuit also includes a coolant tank (22), and the inlet ends of the second pump (91) and the third pump (93) are both connected to the coolant tank (22).

10. A vehicle, characterized in that: A vehicle thermal management system comprising any one of claims 1-9.

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