Thermal management system of vehicle and vehicle

Abstract

The invention discloses a thermal management system of a vehicle. A first compressor and a first condenser form a first branch, an evaporator and a first expansion valve form a second branch, and the second branch and the first branch form a first circulation loop; the first heat exchanger, the second expansion valve and the first branch form a second circulation loop; the second compressor, the second condenser and the second heat exchanger form a third circulation loop; the first driving pump, the first heat exchanger and the second heat exchanger form a fourth circulation loop suitable for heat exchange with the power battery. Therefore, two sets of circulation loops can be applied to perform temperature regulation and control on the power battery and the passenger compartment respectively, or the two sets of circulation loops can perform temperature regulation and control on the power battery, so that the efficiency can be improved, the problem of framework interference caused by sharing one compressor is avoided, and the use reliability of the thermal management system is improved; and compared with the framework scheme of sharing one compressor, the size of parts can be properly reduced, and the arrangement difficulty of the whole vehicle can be reduced.

Description

Technical Field

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

[0002] In the related art, the thermal management systems of power battery vehicles are generally divided into two types. First, the battery temperature control circuit uses a chiller alone, and the passenger compartment temperature control circuit uses a compressor and condenser alone. The two systems operate independently and unrelated, resulting in low efficiency of the thermal management system. Second, the battery temperature control circuit and the passenger compartment temperature control circuit share a compressor. When both the battery and the passenger compartment have cooling requirements, the battery temperature control circuit and the passenger compartment temperature control circuit will affect each other, affecting the reliability of the thermal management system. In addition, sharing a compressor will cause the size of components to become larger, which is not conducive to the layout of power batteries in the whole vehicle. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a thermal management system for a vehicle, which has a reasonable design and high efficiency.

[0004] The present invention further provides a vehicle.

[0005] The thermal management system of the vehicle according to the present invention comprises: a first compressor, a first condenser, an evaporator, and a first expansion valve, wherein the first compressor and the first condenser form a first branch, the evaporator and the first expansion valve form a second branch, the second branch and the first branch form a first circulation loop and the second branch is selectively connected, and the first circulation loop is suitable for heat exchange with the passenger compartment; a first heat exchanger and a second expansion valve, wherein the first heat exchanger and the second expansion valve form a third branch, the third branch and the first branch form a second circulation loop and the third branch is selectively connected; a second compressor, a second condenser, a second heat exchanger, and a third expansion valve, wherein the second compressor, the second condenser, the second heat exchanger, and the third expansion valve form a third circulation loop; a first driving pump, wherein the first driving pump, the first heat exchanger, and the second heat exchanger form a fourth circulation loop, the fourth circulation loop is suitable for heat exchange with a power battery, the fourth circulation loop and the second circulation loop perform heat exchange through the first heat exchanger, and the fourth circulation loop and the third circulation loop perform heat exchange through the second heat exchanger.

[0006] According to the thermal management system of the vehicle of the present invention, two sets of circulation loops can be used to respectively control the temperature of the power battery and the passenger compartment, or both sets of circulation loops can be used to control the temperature of the power battery, which is beneficial to improving efficiency and avoiding the interference problem of the architecture sharing a compressor, thereby improving the reliability of the thermal management system. In addition, compared with the architecture scheme sharing a compressor, the size of the components can be appropriately reduced, which is beneficial to reducing the difficulty of vehicle layout.

[0007] In some examples of the present invention, the first expansion valve is configured as an electronic expansion valve or the thermal management system further includes a first control valve disposed in the second branch to selectively open the second branch.

[0008] In some examples of the present invention, the second expansion valve is configured as an electronic expansion valve or the thermal management system further includes a second control valve disposed in the third branch to selectively conduct the third branch.

[0009] In some examples of the present invention, the first heat exchanger has a first flow channel and a second flow channel, the first flow channel constitutes a part of the second circulation loop, and the second flow channel constitutes a part of the fourth circulation loop.

[0010] In some examples of the present invention, the second heat exchanger has a third flow channel and a fourth flow channel, the third flow channel constitutes a part of the third circulation loop, and the fourth flow channel constitutes a part of the fourth circulation loop.

[0011] In some examples of the present invention, the thermal management system of the vehicle further includes: a first heater, wherein the first heater is used to heat the heat exchange medium in the fourth circulation loop.

[0012] In some examples of the present invention, the first heat exchanger, the second heat exchanger, and the first heater form the fourth circulation loop and the first driving pump; there are one or more first heaters, and when there are multiple first heaters, multiple first heaters are arranged in series or in parallel.

[0013] In some examples of the present invention, the thermal management system of the vehicle also includes: a second drive pump, a third heat exchanger, and a first air supply member, the second drive pump and the third heat exchanger form a fifth circulation loop, the fifth circulation loop is suitable for heat exchange with the electric drive, and the first air supply member and the third heat exchanger are arranged correspondingly.

[0014] In some examples of the present invention, the third heat exchanger of the thermal management system of the vehicle is located at one end of the first condenser, and the first air supply member is located at the other end opposite to the first condenser.

[0015] A vehicle according to the present invention includes the above-mentioned vehicle thermal management system.

[0016] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0018] Figure 1 Schematic diagram of the thermal management system according to an embodiment of the present invention.

[0019] Reference numerals:

[0020] Thermal management system 100; power battery 99; electric drive 98;

[0021] A first circulation loop 1; a second circulation loop 2; a third circulation loop 3; a fourth circulation loop 4; a fifth circulation loop 5;

[0022] First branch 10; first compressor 11; first condenser 12;

[0023] Second branch 20; evaporator 21; first control valve 22; air heater 23;

[0024] The third branch 30; the first heat exchanger 31; the second expansion valve 32;

[0025] A second compressor 41; a second condenser 42; a second heat exchanger 43; a third expansion valve 44; a first drive pump 45; a first inlet 46; a first outlet 47;

[0026] A first temperature sensor 51; a second temperature sensor 52; a third temperature sensor 53; a fourth temperature sensor 54; a fifth temperature sensor 55; a sixth temperature sensor 56; and a seventh temperature sensor 57;

[0027] A first pressure sensor 61; a second pressure sensor 62; a third pressure sensor 63; a fourth pressure sensor 64;

[0028] a first heater 71 ; a second driving pump 72 ; a third heat exchanger 73 ; a first air supply member 74 ; a first liquid storage tank 75 ; a second liquid storage tank 76 ; and a second air supply member 77 . DETAILED DESCRIPTION

[0029] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0030] Reference below Figure 1 A thermal management system 100 for a vehicle according to an embodiment of the present invention is described.

[0031] like Figure 1 As shown, the thermal management system 100 according to an embodiment of the present invention includes: a first compressor 11, a first condenser 12, an evaporator 21, a first expansion valve, a first heat exchanger 31, a second expansion valve 32, a second compressor 41, a second condenser 42, a second heat exchanger 43, a third expansion valve 44 and a first drive pump 45.

[0032] The first compressor 11 and the first condenser 12 form a first branch 10, the evaporator 21 and the first expansion valve form a second branch 20, the second branch 20 and the first branch 10 form a first circulation loop 1 and the second branch 20 is selectively connected, and the first circulation loop 1 is suitable for heat exchange with the passenger compartment; the first heat exchanger 31 and the second expansion valve 32 form a third branch 30, the third branch 30 and the first branch 10 form a second circulation loop 2 and the third branch 30 is selectively connected; the second compressor 41, the second condenser 42, the second heat exchanger 43, and the third expansion valve 44 form a third circulation loop 3; the first drive pump 45, the first heat exchanger 31, and the second heat exchanger 43 form a fourth circulation loop 4, and the fourth circulation loop 4 is suitable for heat exchange with the power battery, the fourth circulation loop 4 and the second circulation loop 2 are heat exchanged through the first heat exchanger 31, and the fourth circulation loop 4 and the third circulation loop 3 are heat exchanged through the second heat exchanger 43.

[0033] Among them, the first compressor 11 and the first condenser 12 are connected by a pipeline to form a first branch 10, the evaporator 21 and the first expansion valve are connected by a pipeline to form a second branch 20, and the second branch 20 and the first branch 10 form a first circulation loop 1, that is, the first compressor 11, the first condenser 12, the evaporator 21 and the first expansion valve are connected in series to form a first circulation loop 1, and the second branch 20 is selectively connected, that is, the second branch 20 can be connected or disconnected to make the first circulation loop 1 selectively connected, and the first circulation loop 1 is suitable for heat exchange with the passenger compartment.

[0034] The first heat exchanger 31 and the second expansion valve 32 are connected by a pipeline to form a third branch 30, and the third branch 30 and the first branch 10 form a second circulation loop 2, that is, the first compressor 11, the first condenser 12, the first heat exchanger 31 and the second expansion valve 32 are connected in series to form the second circulation loop 2, and the third branch 30 is selectively conductive, that is, the third branch 30 can be connected or disconnected to selectively conduct the second circulation loop 2. As some embodiments of the present application, the third branch 30 and the second branch 20 can be arranged in parallel.

[0035] The second compressor 41, the second condenser 42, the second heat exchanger 43, and the third expansion valve 44 form a third circulation loop 3, that is, the second compressor 41, the second condenser 42, the second heat exchanger 43, and the third expansion valve 44 are connected in series to form the third circulation loop 3, and the first drive pump 45, the first heat exchanger 31, and the second heat exchanger 43 form a fourth circulation loop 4, that is, the first drive pump 45, the first heat exchanger 31, and the second heat exchanger 43 are connected in series to form the fourth circulation loop 4.

[0036] It should be noted that the first driving pump 45 can drive the first heat exchange medium in the fourth circulation loop 4 to make the first heat exchange medium flow in the fourth circulation loop 4. As some embodiments of the present application, the first driving pump 45 is electrically connected to a controller of the vehicle.

[0037] The fourth circulation loop 4 can perform heat exchange with the power battery 99, that is, the fourth circulation loop 4 can cool the power battery 99, or can preheat the power battery 99. As some embodiments of the present application, a first heat exchange medium that can flow is provided in the fourth circulation loop 4, and the first heat exchange medium can be but not limited to a coolant, and the coolant can be but not limited to an ethylene glycol aqueous solution.

[0038] As some embodiments of the present application, the power battery 99 is connected in series with the fourth circulation loop 4 so that the first heat exchange medium in the fourth circulation loop 4 can flow through the power battery 99 to perform heat exchange with the fourth circulation loop 4 .

[0039] As some embodiments of the present application, a heat exchanger may be connected in series in the fourth circulation loop 4 , and the heat exchanger can perform heat exchange with the power battery 99 , so that the fourth circulation loop 4 and the power battery 99 can perform heat exchange.

[0040] As some embodiments of the present application, Figure 1 As shown, the fourth circulation loop 4 is connected to a first liquid storage tank 75 , and the first liquid storage tank 75 can be used to replenish liquid to the fourth circulation loop 4 (replenish the first heat exchange medium).

[0041] As some embodiments of the present application, the first circulation loop 1, the second circulation loop 2 and the third circulation loop 3 may contain a refrigerant, such as but not limited to R134a (1,1,1,2-tetrafluoroethane), R1234YF (2,3,3,3-tetrafluoropropylene), etc.

[0042] As some embodiments of the present application, the refrigerant can absorb heat from the gas around the evaporator 21 after passing through the evaporator 21, and then the gas around the evaporator 21 that has absorbed heat can be blown into the passenger compartment through components such as a fan or a blower to achieve a cooling effect.

[0043] As some embodiments of the present application, the thermal management system 100 may further include: an air heater 23. When the temperature of the passenger compartment needs to be increased, the air heater 23 is operated, and then the heated gas around the air heater 23 can be blown into the passenger compartment through a fan or a blower and other components to increase the temperature of the passenger compartment. As some embodiments of the present application, the air heater 23 and the evaporator 21 are arranged adjacent to each other so as to achieve the air supply effect through a fan or a blower to reduce the number of components.

[0044] The fourth circulation loop 4 exchanges heat with the second circulation loop 2 through the first heat exchanger 31, and the fourth circulation loop 4 exchanges heat with the third circulation loop 3 through the second heat exchanger 43. Specifically, the cold energy generated by the second circulation loop 2 can be introduced into the fourth circulation loop 4 through the first heat exchanger 31 to reduce the temperature of the power battery 99, and the cold energy generated by the third circulation loop 3 can be introduced into the fourth circulation loop 4 through the second heat exchanger 43 to reduce the temperature of the power battery 99.

[0045] As some embodiments of this application, refer to Figure 1 As shown, the power battery 99 may have a first inlet 46 and a first outlet 47, the first heat exchange medium can flow into the power battery 99 from the first inlet 46, and the first heat exchange medium can flow out of the power battery 99 from the first outlet 47, the thermal management system 100 may include a first temperature sensor 51 and a second temperature sensor 52, the first temperature sensor 51 and the second temperature sensor 52 are electrically connected to the controller of the vehicle, the first temperature sensor 51 may be arranged at the first outlet 47 and detect the temperature of the first heat exchange medium at the first outlet 47, the second temperature sensor 52 is arranged at the first inlet 46 and detects the temperature of the first heat exchange medium at the first inlet 46.

[0046] As some embodiments of the present application, the thermal management system 100 also includes: a third temperature sensor 53, a fourth temperature sensor 54 and a fifth temperature sensor 55, and the third temperature sensor 53, the fourth temperature sensor 54 and the fifth temperature sensor 55 are electrically connected to the controller of the vehicle, wherein the third temperature sensor 53 is arranged in the third branch 30, and the fourth temperature sensor 54 is arranged in the third circulation loop 3. As some embodiments of the present application, the fourth temperature sensor 54 is arranged downstream of the second heat exchanger 43 and upstream of the second compressor 41. The third temperature sensor 53 can detect the temperature of the refrigerant in the third branch 30, the fourth temperature sensor 54 can detect the temperature of the refrigerant in the third circulation loop 3, and the fifth temperature sensor 55 can detect the ambient temperature of the thermal management system 100.

[0047] As some embodiments of the present application, the first temperature sensor 51 and the second temperature sensor 52 can feed back the detected temperature to the vehicle controller, and the controller can control the first drive pump 45 according to the fed-back temperature value to adjust the flow rate of the first heat exchange medium in the fourth circulation loop 4, so as to keep the power battery 99 in a suitable temperature range for a long time.

[0048] As some embodiments of the present application, the first compressor 11 and the second compressor 41 are electrically connected to the vehicle's controller, and the third temperature sensor 53, the fourth temperature sensor 54 and the fifth temperature sensor 55 can feed back the detected temperature to the vehicle's controller. The controller can control the power of the first compressor 11 and the second compressor 41 according to the temperature value to achieve precise regulation of the refrigerant flow rate in the first circulation loop 1, the second circulation loop 2 and the third circulation loop 3.

[0049] As some embodiments of the present application, the thermal management system 100 further includes: a first pressure sensor 61, a second pressure sensor 62, a third pressure sensor 63 and a fourth pressure sensor 64. The first pressure sensor 61 is arranged in the first circulation loop 1. As some embodiments of the present application, the first pressure sensor 61 is arranged downstream of the first compressor 11 and upstream of the first condenser 12. The second pressure sensor 62 is arranged in the third branch 30. As some embodiments of the present application, the second pressure sensor 62 is arranged downstream of the first heat exchanger 31. The third pressure sensor 63 and the fourth pressure sensor 64 are both arranged in the third circulation loop 3. As some embodiments of the present application, the third pressure sensor 63 is arranged downstream of the second compressor 41 and upstream of the second condenser 42, and the fourth pressure sensor 64 is arranged downstream of the second heat exchanger 43 and upstream of the first compressor 11.

[0050] As some embodiments of the present application, the first pressure sensor 61 and the third pressure sensor 63 are both high-pressure pressure sensors, the second pressure sensor 62 and the fourth pressure sensor 64 are both low-pressure pressure sensors, the first pressure sensor 61, the second pressure sensor 62, the third pressure sensor 63 and the fourth pressure sensor 64 are all connected to the controller of the vehicle, the first pressure sensor 61, the second pressure sensor 62, the third pressure sensor 63 and the fourth pressure sensor 64 can feed back the detected pressure values ​​to the controller of the vehicle, and the controller can adjust the power of the first compressor 11 and the second compressor 41 according to the fedback pressure values ​​to achieve precise adjustment of the refrigerant flow rate in the first circulation loop 1, the second circulation loop 2 and the third circulation loop 3.

[0051] It should be noted that the working principles of the first circulation loop 1, the second circulation loop 2 and the third circulation loop 3 can all be understood as the working principles of vehicle air conditioners. The first circulation loop 1 is used as an example for explanation below. The refrigerant is compressed into a high-temperature and high-pressure gaseous refrigerant under the action of the first compressor 11, and then flows through the first condenser 12. In the first condenser 12, the refrigerant dissipates heat to become a medium-temperature and high-pressure liquid refrigerant, flows through the first expansion valve to become a low-temperature and low-pressure liquid, and finally changes from a low-temperature and low-pressure liquid to a low-temperature and low-pressure gas in the evaporator 21 to achieve refrigeration. In the second circulation loop 2, the first heat exchanger 31 can be approximately understood as an evaporator, and in the third circulation loop 3, the second heat exchanger 43 can be approximately understood as an evaporator.

[0052] As some embodiments of the present application, when the vehicle is in motion, if the passenger compartment needs to be cooled, the second branch 20 can be controlled to be connected and the third branch 30 can be disconnected to allow the refrigerant to flow in the first circulation loop 1. That is, the refrigerant circulates through the first compressor 11, the first condenser 12, the first expansion valve and the evaporator 21 in sequence to cool the passenger compartment.

[0053] As some embodiments of the present application, when the vehicle is in the charging process and the passenger compartment does not need to be cooled, the first drive pump 45 drives the first heat exchange medium to flow in the fourth circulation loop 4, and the second branch 20 can be controlled to be disconnected and the third branch 30 to be connected. The first compressor 11 works to make the refrigerant in the second circulation loop 2 flow, and the second compressor 41 works to make the refrigerant in the third circulation loop 3 flow. The second circulation loop 2 is connected in series with the first heat exchanger 31, and the third circulation loop 3 is connected in series with the second heat exchanger 43. The fourth circulation loop 4 exchanges heat with the second circulation loop 2 through the first heat exchanger 31, and the fourth circulation loop 4 exchanges heat with the third circulation loop 3 through the second heat exchanger 43, so as to cool the fourth circulation loop 4 through the second circulation loop 2 and the third circulation loop 3, so as to reduce the temperature of the first heat exchange medium in the fourth circulation loop 4, so as to cool the power battery 99 and ensure that the power battery 99 can achieve high-rate rapid charging.

[0054] As some embodiments of the present application, the first compressor 11 and the second compressor 41 can be controlled according to the heat generated by the charging of the power battery 99. For example, when the heat generated by the charging of the power battery 99 is low, the first temperature sensor 51 and the second temperature sensor 52 can feed back the temperature value to the controller, and the controller can control the third branch 30 to be disconnected, so that the refrigerant cannot flow in the second circulation loop 2, and only the third circulation loop 3 and the fourth circulation loop 4 perform heat exchange to cool the power battery 99. When the heat generated by the charging of the power battery 99 is high, the first temperature sensor 51 and the second temperature sensor 52 can feed back the temperature value to the controller, and the controller can control the third branch 30 to be connected, so that the refrigerant flows in the second circulation loop 2, and the refrigerant flows in the third circulation loop 3, and heat is exchanged through the second circulation loop 2, the third circulation loop 3 and the fourth circulation loop 4 to cool the power battery 99. Such a setting can improve the heat exchange efficiency of the thermal management system 100 to ensure that the power battery 99 can achieve high-rate rapid charging, and can make the thermal management system 100 reasonable, which is conducive to precise control of the temperature of the power battery 99.

[0055] As some embodiments of the present application, when the vehicle is in the charging process and the passenger compartment needs to be cooled, the first drive pump 45 drives the first heat exchange medium to flow in the fourth circulation loop 4, and the second branch 20 and the third branch 30 can be controlled to be turned on. The first compressor 11 works to make the refrigerant in the first circulation loop 1 and the second circulation loop 2 flow, and the second compressor 41 works to make the refrigerant in the third circulation loop 3 flow. The refrigerant flowing in the first circulation loop 1 can be used for cooling the passenger compartment, and the second circulation loop 2 is connected in series with the first heat exchanger 31, and the third circulation loop 3 is connected in series with the second heat exchanger 43. The fourth circulation loop 4 exchanges heat with the second circulation loop 2 through the first heat exchanger 31, and the fourth circulation loop 4 exchanges heat with the third circulation loop 3 through the second heat exchanger 43. The refrigerant flowing in the second circulation loop 2 and the third circulation loop 3 can exchange heat with the fourth circulation loop 4 to cool the power battery 99.

[0056] It should be noted that the thermal management system 100 proposed in the present application can couple the first circulation loop 1 with the second circulation loop 2. When there is a need for heat exchange in the passenger compartment, that is, when the refrigerant in the first circulation loop 1 flows, the fourth circulation loop 4 can still be heat exchanged through the first heat exchanger 31 of the second circulation loop 2, thereby avoiding the architectural interference problem of sharing a compressor.

[0057] Therefore, two sets of circulation loops can be used to control the temperature of the power battery 99 and the passenger compartment respectively, or both sets of circulation loops can be used to control the temperature of the power battery 99, which is beneficial to improving efficiency and avoiding the interference problem of the architecture sharing a compressor, thereby improving the reliability of the thermal management system 100. In addition, compared with the architecture scheme of sharing a compressor, the size of components can be appropriately reduced, which is beneficial to reducing the difficulty of vehicle layout.

[0058] In some embodiments of the present invention, Figure 1 As shown, the first expansion valve is configured as an electronic expansion valve or the thermal management system 100 further includes a first control valve 22 disposed in the second branch 20 to selectively conduct the second branch 20 .

[0059] As some embodiments of the present application, the first expansion valve is constructed as an electronic expansion valve to selectively connect the second branch 20. Specifically, the electronic expansion valve can be electrically connected to a controller of the vehicle, and the opening and closing of the electronic expansion valve can be controlled by the controller to selectively connect the second branch 20. That is to say, the first expansion valve not only controls whether the second branch 20 is connected or not, but also plays a throttling role.

[0060] As some embodiments of the present application, the thermal management system 100 also includes a first control valve 22 arranged in the second branch 20 to selectively connect the second branch 20. Specifically, the first expansion valve is connected in series with the first control valve 22. The first control valve 22 can be electrically connected to the controller of the vehicle. The opening and closing of the first control valve 22 can be controlled by the controller to selectively connect the second branch 20. That is to say, the first control valve 22 plays a role in controlling whether the second branch 20 is connected or not, and the first expansion valve plays a throttling role. In this embodiment, the first expansion valve can be a mechanical expansion valve.

[0061] By configuring the first expansion valve as an electronic expansion valve or the thermal management system 100 further including a first control valve 22 provided in the second branch 20, the second branch 20 can be selectively turned on, so that the conduction of the second branch 20 can be controlled according to specific working conditions to control the conduction of the first circulation loop 1, which is beneficial to improving the heat exchange efficiency of the thermal management system 100.

[0062] In some embodiments of the present invention, Figure 1 As shown, the second expansion valve 32 is configured as an electronic expansion valve or the thermal management system 100 further includes a second control valve disposed in the third branch 30 to selectively conduct the third branch 30 .

[0063] As some embodiments of the present application, the second expansion valve 32 is constructed as an electronic expansion valve to selectively connect the third branch 30. Specifically, the electronic expansion valve can be electrically connected to the controller of the vehicle, and the opening and closing of the electronic expansion valve can be controlled by the controller to selectively connect the third branch 30. That is to say, the second expansion valve 32 not only controls whether the third branch 30 is connected or not, but also plays a throttling role.

[0064] As some embodiments of the present application, the thermal management system 100 also includes a second control valve arranged on the third branch 30 to selectively connect the third branch 30. Specifically, the second expansion valve 32 is connected in series with the second control valve, and the second control valve can be electrically connected to the vehicle's controller. The opening and closing of the second control valve can be controlled by the controller to selectively connect the third branch 30. That is to say, the second control valve plays a role in controlling whether the third branch 30 is connected or not, and the second expansion valve 32 plays a throttling role. In this embodiment, the second expansion valve 32 can be a mechanical expansion valve.

[0065] By configuring the second expansion valve 32 as an electronic expansion valve or the thermal management system 100 also including a second control valve arranged on the third branch 30, the third branch 30 can be selectively turned on, so that the conduction of the third branch 30 can be controlled according to specific working conditions to control the conduction of the second circulation loop 2, which is beneficial to improving the heat exchange efficiency of the thermal management system 100.

[0066] In some embodiments of the present invention, Figure 1 As shown, the first heat exchanger 31 has a first flow channel and a second flow channel, the first flow channel constitutes a part of the second circulation loop 2 , and the second flow channel constitutes a part of the fourth circulation loop 4 .

[0067] The first heat exchanger 31 has a first flow channel and a second flow channel, the first flow channel constitutes part of the second circulation loop 2, that is, the second expansion valve 32 is connected to the first compressor 11 through the first flow channel, and the second flow channel constitutes part of the fourth circulation loop 4, that is, the coolant in the fourth circulation loop 4 can flow through the second flow channel, and the fourth circulation loop 4 and the second circulation loop 2 perform heat exchange through the first heat exchanger 31. It can be understood that the first flow channel and the second flow channel are not connected to each other.

[0068] By making the first flow channel constitute part of the second circulation loop 2 and the second flow channel constitute part of the fourth circulation loop 4, the fourth circulation loop 4 can exchange heat with the second circulation loop 2 through the first heat exchanger 31 to transfer the cold energy of the second circulation loop 2 to the fourth circulation loop 4, and can avoid mutual interference between the second circulation loop 2 and other circulation loops, which is beneficial to improving the rationality and reliability of the thermal management system 100.

[0069] In some embodiments of the present invention, Figure 1 As shown, the second heat exchanger 43 has a third flow channel and a fourth flow channel, the third flow channel constitutes a part of the third circulation loop 3 , and the fourth flow channel constitutes a part of the fourth circulation loop 4 .

[0070] The second heat exchanger 43 has a third flow channel and a fourth flow channel, the third flow channel constitutes part of the third circulation loop 3, that is, the third expansion valve 44 is connected to the second compressor 41 through the third flow channel, and the fourth flow channel constitutes part of the fourth circulation loop 4, that is, the coolant in the fourth circulation loop 4 can flow through the fourth flow channel, and the fourth circulation loop 4 and the third circulation loop 3 perform heat exchange through the second heat exchanger 43. It can be understood that the third flow channel and the fourth flow channel are not connected to each other.

[0071] By making the third flow channel constitute a part of the third circulation loop 3 and the fourth flow channel constitute a part of the fourth circulation loop 4, the fourth circulation loop 4 can exchange heat with the third circulation loop 3 through the second heat exchanger 32, so as to transfer the cold energy of the third circulation loop 3 to the fourth circulation loop 4, so as to cool the power battery 99, thereby meeting the temperature control requirements of the power battery 99.

[0072] In some embodiments of the present invention, Figure 1As shown, the thermal management system 100 of the vehicle further includes: a first heater 71 , and the first heater 71 is used to heat the first heat exchange medium in the fourth circulation loop 4 .

[0073] The thermal management system 100 of the vehicle further includes a first heater 71 . As some embodiments of the present application, the first heater 71 is disposed adjacent to the fourth circulation loop 4 to heat the first heat exchange medium in the fourth circulation loop 4 .

[0074] As some embodiments of the present application, the first heater 71 is disposed in the fourth circulation loop 4, for example, the first heater 71 is disposed downstream of the first driving pump 45, and the first heater 71 is disposed upstream of the power battery 99 to heat the first heat exchange medium in the fourth circulation loop 4.

[0075] As some embodiments of the present application, by heating the first heat exchange medium in the fourth circulation loop 4, the power battery 99 of the vehicle can be preheated when the vehicle is started, so that the power battery 99 of the vehicle operates at a suitable temperature.

[0076] As some embodiments of the present application, the first heater 71 is electrically connected to the vehicle's controller, and the first temperature sensor 51 and the second temperature sensor 52 can feed back the detected temperature to the vehicle's controller. The controller can control the power of the first heater 71 according to the fed-back temperature value to adjust the temperature of the first heat exchange medium in the fourth circulation loop 4 so that the vehicle's power battery 99 operates at an appropriate temperature.

[0077] By making the vehicle's thermal management system 100 also include a first heater 71, and making the first heater 71 able to heat the first heat exchange medium in the fourth circulation loop 4 to increase the temperature of the first heat exchange medium in the fourth circulation loop 4, the temperature of the vehicle's power battery 99 is adjusted, so that the vehicle's power battery 99 is in a suitable temperature range, which is beneficial to improving the performance of the power battery 99 and extending the service life of the power battery 99.

[0078] In some embodiments of the present invention, Figure 1 As shown, the first heat exchanger 31, the second heat exchanger 43, the first heater 71, and the first driving pump 45 form a fourth circulation loop 4; there are one or more first heaters 71, and when there are multiple first heaters 71, the multiple first heaters 71 are arranged in series or in parallel.

[0079] Among them, the first heat exchanger 31, the second heat exchanger 43, the first heater 71, and the first driving pump 45 form a fourth circulation loop 4, and the first heater 71 is one or more, that is, the number of the first heater 71 is one, or the number of the first heater 71 is multiple.

[0080] As some embodiments of the present application, there are two first heaters 71, and the two first heaters 71 are arranged in series, which can facilitate the assembly of the thermal management system 100. As some embodiments of the present application, there are two first heaters 71, and the two first heaters 71 are arranged in parallel, which can improve the uniformity of heating the first heat exchange medium.

[0081] By forming the fourth circulation loop 4 with the first heat exchanger 31 , the second heat exchanger 43 , the first heater 71 , and the first driving pump 45 , the first heater 71 can efficiently heat the first heat exchange medium in the fourth circulation loop 4 to quickly control the temperature of the power battery 99 .

[0082] In some embodiments of the present invention, Figure 1 As shown, the thermal management system 100 of the vehicle also includes: a second drive pump 72, a third heat exchanger 73, and a first air supply member 74. The second drive pump 72 and the third heat exchanger 73 form a fifth circulation loop 5. The fifth circulation loop 5 is suitable for heat exchange with the electric drive 98. The first air supply member 74 and the third heat exchanger 73 are arranged correspondingly.

[0083] Among them, the vehicle's thermal management system 100 also includes a second drive pump 72, a third heat exchanger 73 and a first air supply member 74. The second drive pump 72 and the third heat exchanger 73 form a fifth circulation loop 5. A second heat exchange medium that can flow is arranged in the fifth circulation loop 5. The second heat exchange medium can be but is not limited to a coolant. The coolant can be but is not limited to an ethylene glycol aqueous solution.

[0084] The fifth circulation loop 5 can exchange heat with the vehicle's electric drive 98. As some embodiments of the present application, the fifth circulation loop 5 is connected in series with the electric drive 98 so that the second heat exchange medium in the fifth circulation loop 5 can flow through the electric drive 98 to enable the fifth circulation loop 5 to exchange heat with the electric drive 98.

[0085] As some embodiments of the present application, a heat exchanger may be connected in series in the fifth circulation loop 5 , and the heat exchanger can perform heat exchange with the electric drive 98 , so that the fifth circulation loop 5 and the electric drive 98 can perform heat exchange.

[0086] The first air supply member 74 is disposed corresponding to the third heat exchanger 73, and the first air supply member 74 can speed up the air flow rate around the third heat exchanger 73, so that the third heat exchanger 73 dissipates heat, thereby reducing the temperature of the second heat exchange medium in the fifth circulation loop 5. Thus, the electric drive 98 can be cooled to reduce the risk of overheating of the electric drive 98.

[0087] As some embodiments of the present application, Figure 1As shown, the third heat exchanger 73 can be arranged corresponding to the first condenser 12, and the first air supply member 74 can accelerate the air flow rate around the first condenser 12, so that the first air supply member 74 can achieve the effect of accelerating the first condenser 12 and accelerating the third heat exchanger 73, which is beneficial to reducing the number of components.

[0088] As some embodiments of the present application, the first air supply member 74 is electrically connected to a controller of the vehicle.

[0089] As some embodiments of the present application, the fifth circulation loop 5 is connected to a second liquid storage tank 76 , and the second liquid storage tank 76 can be used to replenish liquid to the fifth circulation loop 5 (replenish the second heat exchange medium).

[0090] As some embodiments of the present application, the thermal management system 100 also includes a sixth temperature sensor 56 and a seventh temperature sensor 57, which are electrically connected to the vehicle's controller. The electric drive 98 includes an electric drive inlet and an electric drive outlet. The sixth temperature sensor 56 is arranged at the electric drive inlet, and the seventh temperature sensor 57 is arranged at the electric drive outlet. The sixth temperature sensor 56 can detect the temperature of the electric drive inlet, and the seventh temperature sensor 57 can detect the temperature of the electric drive outlet. The sixth temperature sensor 56 and the seventh temperature sensor 57 can feed back the detected temperature to the vehicle's controller, and the controller can control the power of the first air supply component 74 according to the fed-back temperature to adjust the temperature of the second heat exchange medium of the fifth circulation loop 5 to accurately adjust the temperature of the electric drive 98.

[0091] As some embodiments of the present application, the thermal management system 100 further includes: a second air supply member 77 , the second condenser 42 is arranged corresponding to the second air supply member 77 , and the second air supply member 77 can speed up the air flow rate of the second condenser 42 entering the surrounding area.

[0092] In some embodiments of the present invention, Figure 1 As shown, the third heat exchanger 73 is located at one end of the first condenser 12 , and the first air supply member 74 is located at the other end opposite to the first condenser 12 .

[0093] Among them, the first condenser 12 has two opposite ends, the third heat exchanger 73 is located at one end of the first condenser 12, and the first air supply member 74 is located at the other end opposite to the first condenser 12, so that the first air supply member 74, the third heat exchanger 73 and the first condenser 12 correspond one to one, so that the third heat exchanger 73 and the first condenser 12 can be air-cooled by only one first air supply member 74, which is beneficial to reduce the number of components.

[0094] According to the vehicle of the embodiment of the present invention, including the thermal management system 100 of the vehicle of the above-mentioned embodiment, two sets of circulation loops can be used to respectively control the temperature of the power battery 99 and the passenger compartment, or both sets of circulation loops can be used to control the temperature of the power battery 99, which is beneficial to improving efficiency and avoiding the interference problem of the architecture sharing a compressor, thereby improving the reliability of the thermal management system 100. In addition, compared with the architecture scheme of sharing a compressor, the size of the components can be appropriately reduced, which is beneficial to reducing the difficulty of vehicle layout.

[0095] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations 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 device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0096] In the description of the present invention, "first feature" or "second feature" may include one or more of the features.

[0097] In the description of the present invention, "plurality" means two or more.

[0098] In the description of the present invention, a first feature being “on” or “under” a second feature may include that the first and second features are directly in contact with each other, or may include that the first and second features are not in direct contact with each other but are in contact with each other via another feature therebetween.

[0099] In the description of the present invention, “on”, “over” and “above” a first feature from a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0100] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0101] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, characterized in that: include: A first compressor, a first condenser, an evaporator, and a first expansion valve, wherein the first compressor and the first condenser form a first branch, the evaporator and the first expansion valve form a second branch, the second branch and the first branch form a first circulation loop and the second branch is selectively connected, and the first circulation loop is suitable for heat exchange with the passenger compartment; A first heat exchanger and a second expansion valve, wherein the first heat exchanger and the second expansion valve form a third branch, the third branch and the first branch form a second circulation loop and the third branch is selectively conductive; A second compressor, a second condenser, a second heat exchanger, and a third expansion valve, wherein the second compressor, the second condenser, the second heat exchanger, and the third expansion valve form a third circulation loop; A first driving pump, the first driving pump, the first heat exchanger, and the second heat exchanger form a fourth circulation loop, the fourth circulation loop is suitable for heat exchange with the power battery, the fourth circulation loop and the second circulation loop exchange heat through the first heat exchanger, and the fourth circulation loop and the third circulation loop exchange heat through the second heat exchanger.

2. The thermal management system of a vehicle according to claim 1, characterized in that: The first expansion valve is configured as an electronic expansion valve or the thermal management system further includes a first control valve disposed on the second branch to selectively conduct the second branch.

3. The thermal management system for a vehicle according to claim 1, characterized in that: The second expansion valve is configured as an electronic expansion valve or the thermal management system further includes a second control valve disposed on the third branch to selectively conduct the third branch.

4. The thermal management system for a vehicle according to claim 1, characterized in that: The first heat exchanger has a first flow passage and a second flow passage, the first flow passage constitutes a part of the second circulation loop, and the second flow passage constitutes a part of the fourth circulation loop.

5. The thermal management system for a vehicle according to claim 1, characterized in that: The second heat exchanger has a third flow passage and a fourth flow passage, the third flow passage constitutes a part of the third circulation loop, and the fourth flow passage constitutes a part of the fourth circulation loop.

6. The thermal management system for a vehicle according to claim 1, characterized in that: Also includes: A first heater is used to heat the heat exchange medium in the fourth circulation loop.

7. The thermal management system for a vehicle according to claim 6, characterized in that: The first heat exchanger, the second heat exchanger, the first heater, and the first driving pump form the fourth circulation loop; The number of the first heater is one or more. When the number of the first heater is multiple, the multiple first heaters are arranged in series or in parallel.

8. The thermal management system for a vehicle according to claim 1, characterized in that: Also includes: A second driving pump, a third heat exchanger, and a first air supply member, wherein the second driving pump and the third heat exchanger form a fifth circulation loop, wherein the fifth circulation loop is suitable for heat exchange with the electric drive, and the first air supply member and the third heat exchanger are arranged correspondingly.

9. The thermal management system for a vehicle according to claim 8, characterized in that: The third heat exchanger is located at one end of the first condenser, and the first air supply member is located at the other end opposite to the first condenser.

10. A vehicle, characterized in that: A thermal management system for a vehicle comprising the method according to any one of claims 1-9.

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