Thermal management system and vehicle

Abstract

The embodiment of the invention provides a thermal management system and a vehicle. The heat management system comprises a refrigerant circulation loop. The refrigerant circulation loop comprises a compressor, a first throttling valve, a non-air heat exchanger, an outdoor heat exchange branch and an outdoor heat exchange bypass branch, wherein the outdoor heat exchange branch and the outdoor heat exchange bypass branch are arranged in parallel. The outdoor heat exchange branch comprises a first stop valve and a first outdoor heat exchanger; an outlet of a refrigerant flow channel of the first outdoor heat exchanger is communicated with a refrigerant inlet of the compressor; the outdoor heat exchange bypass branch comprises a second stop valve, and a refrigerant outlet of the second stop valve communicates with a refrigerant inlet of the compressor. Under the condition that air heat cannot be enriched through the first outdoor heat exchanger in an extremely low temperature environment, the first stop valve is closed, the second stop valve is opened, and a refrigerant flowing out of a refrigerant flow channel outlet of the non-air heat exchanger does not flow through the first outdoor heat exchanger any more and flows back to the compressor through the outdoor heat exchange bypass branch and the liquid storage tank; and heat loss during heat exchange through the first outdoor heat exchanger is avoided.

Description

Technical Field

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

[0002] In the related art, the thermal management system of new energy vehicles uses a heat pump system to perform thermal management on thermal management objects such as battery packs and vehicle cabins. The aforementioned thermal management includes cooling management and heating management.

[0003] During heating management, the high-temperature and high-pressure liquid refrigerant formed by the compressor in the heat pump system flows through the heat management object heat exchanger, transfers heat to the heat management object through the heat management object heat exchanger, and becomes a low-temperature and high-pressure liquid refrigerant. Subsequently, the low-temperature and high-pressure refrigerant is throttled to a low-temperature and low-pressure liquid refrigerant under the throttling action of the throttle valve and enters the heating heat exchanger, where it absorbs heat and evaporates to become a gaseous refrigerant, realizing heat re-enrichment. In the related art, the heating heat exchanger includes a water-cooled heat exchanger and an outdoor air heat exchanger connected in series.

[0004] However, when the ambient temperature is extremely low (for example, below -10°C), due to the performance limitations of the heat pump system components, the low-temperature and low-pressure liquid refrigerant can no longer absorb heat and evaporate in the outdoor heat exchanger to achieve heat enrichment, but instead releases heat and causes heat loss. Summary of the invention

[0005] In order to solve the above technical problems, the embodiments of the present disclosure provide a thermal management system and a vehicle.

[0006] In a first aspect, an embodiment of the present disclosure provides a thermal management system, including a refrigerant circulation loop;

[0007] The refrigerant circulation loop includes a compressor, a first throttle valve, a non-air heat exchanger, and an outdoor heat exchange branch and an outdoor heat exchange bypass branch arranged in parallel;

[0008] The outdoor heat exchange branch includes a first stop valve and a first outdoor heat exchanger; the first stop valve is arranged at the inlet end of the refrigerant flow channel of the first outdoor heat exchanger; the outlet of the refrigerant flow channel of the first outdoor heat exchanger is connected to the refrigerant inlet of the compressor;

[0009] The outdoor heat exchange bypass branch includes a second stop valve, and the refrigerant outlet of the second stop valve is connected to the refrigerant inlet of the compressor;

[0010] The refrigerant outlet of the first throttle valve is communicated with the inlet of the refrigerant flow channel of the non-air heat exchanger; the refrigerant outlet of the non-air heat exchanger is communicated with the refrigerant inlets of the first stop valve and the second stop valve.

[0011] Optionally, it further includes a power plant coolant circulation loop, wherein the power plant coolant circulation loop includes a power plant heat exchanger;

[0012] The non-air heat exchanger includes a water-cooled heat exchanger; the water-cooled heat exchanger includes a coolant flow channel as part of a coolant circulation loop of the power plant;

[0013] The inlet of the coolant flow channel of the water-cooled heat exchanger is communicated with the outlet of the coolant flow channel of the power device heat exchanger.

[0014] Optionally, the power unit coolant circulation loop further includes a second outdoor heat exchanger and a three-way valve;

[0015] The first port of the three-way valve is communicated with the outlet of the coolant flow channel of the water-cooled heat exchanger, and the second port of the three-way valve is communicated with the inlet of the coolant flow channel of the second outdoor heat exchanger;

[0016] The second outdoor heat exchanger and the third port of the three-way valve are in communication with the inlet of the coolant flow channel of the power unit heat exchanger.

[0017] Optionally, the power unit coolant circulation loop further includes an electric heater;

[0018] The inlet of the coolant flow channel of the electric heater is communicated with the outlet of the coolant flow channel of the power device heat exchanger, and the outlet of the coolant flow channel of the electric heater is communicated with the inlet of the coolant flow channel of the water-cooled heat exchanger.

[0019] Optionally, the refrigerant circulation loop further includes a battery branch; the battery branch includes an intermediate heat exchanger and a battery heat exchanger;

[0020] The intermediate heat exchanger includes a first refrigerant flow channel and a second refrigerant flow channel that are independent of each other;

[0021] One port of the refrigerant flow channel of the battery heat exchanger is in communication with the first port of the first refrigerant flow channel, and the other port is in communication with the first port of the second refrigerant flow channel;

[0022] The refrigerant outlet of the compressor is in communication with the second port of the first refrigerant flow channel;

[0023] The second port of the second refrigerant flow channel is communicated with the refrigerant inlet of the first throttle valve refrigerant.

[0024] Optionally, the battery branch circuit further includes a first refrigerant pipeline;

[0025] One end of the first refrigerant pipeline is connected to the refrigerant outlet of the compressor, and the other end is connected to the second port of the first refrigerant flow channel;

[0026] The first refrigerant pipeline includes a third stop valve, which is opened when the battery branch is used to perform heating management on the battery, so that the high-temperature and high-pressure refrigerant flowing out of the compressor refrigerant outlet flows to the first refrigerant flow channel.

[0027] Optionally, the outdoor heat exchange branch further includes a fourth stop valve; the refrigerant inlet of the fourth stop valve is connected to the refrigerant flow channel outlet of the first outdoor heat exchanger, and the refrigerant outlet of the fourth stop valve is connected to the refrigerant inlet of the compressor;

[0028] The battery branch circuit also includes a second throttle valve and a second refrigerant pipeline;

[0029] One port of the refrigerant flow channel of the battery heat exchanger is connected to the first port of the second refrigerant flow channel through the first throttle valve;

[0030] The second port of the second refrigerant flow channel is connected to the outlet of the refrigerant flow channel of the first outdoor heat exchanger;

[0031] The second port of the first refrigerant flow channel is connected to the refrigerant inlet of the compressor through the second refrigerant pipeline;

[0032] The second refrigerant pipeline includes a fifth stop valve, which is opened when the battery branch is used to perform refrigeration management on the battery, so that the refrigerant flowing through the battery branch flows back to the compressor.

[0033] Optionally, the refrigerant circulation loop further includes a third throttle valve and a cabin evaporator;

[0034] The refrigerant inlet of the third throttle valve is communicated with the outlet of the refrigerant flow passage of the first outdoor heat exchanger, and the refrigerant outlet of the third throttle valve is communicated with the inlet of the refrigerant flow passage of the cabin evaporator;

[0035] The outlet of the cabin evaporator refrigerant flow channel is communicated with the refrigerant inlet of the compressor.

[0036] Optionally, the refrigerant circulation loop further includes a third refrigerant pipeline;

[0037] One port of the third refrigerant pipeline is in communication with the second port of the second refrigerant flow channel, and the other port is in communication with the refrigerant inlet of the first throttle valve;

[0038] The third refrigerant pipeline includes a sixth stop valve.

[0039] Optionally, the refrigerant circulation loop further includes a cabin condenser and a fourth throttle valve;

[0040] The inlet of the refrigerant flow channel of the cabin condenser is connected to the outlet of the refrigerant flow channel of the compressor;

[0041] The refrigerant flow channel inlet of the fourth throttle valve is communicated with the outlet of the refrigerant flow channel of the compressor, and the refrigerant flow channel outlet of the fourth throttle valve is communicated with the refrigerant flow channel inlet of the first throttle valve.

[0042] In a second aspect, an embodiment of the present disclosure also provides a vehicle, comprising a thermal management system as described above.

[0043] Compared with the prior art, the technical solution provided by the embodiments of the present disclosure has the following advantages:

[0044] By adopting the solution provided in the embodiment of the present disclosure, when the air heat cannot be enriched through the first outdoor heat exchanger in an extremely low temperature environment, the first stop valve is closed and the second stop valve is opened, and the refrigerant flowing out from the refrigerant flow channel outlet of the non-air heat exchanger no longer flows through the first outdoor heat exchanger, but flows back to the compressor through the outdoor heat exchange bypass branch and the liquid storage tank, thereby avoiding heat loss when flowing through the first outdoor heat exchanger for heat exchange. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0046] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the following briefly introduces the drawings required for use in the embodiments or the prior art description. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative labor, among which:

[0047] Figure 1 is a partial structural schematic diagram of a thermal management system provided by an embodiment of the present disclosure;

[0048] Figure 2 The structure of the thermal management system provided by some other embodiments of the present disclosure is shown in FIG.

[0049] Figure 3 is a schematic diagram of the cyclic operation of the thermal management system in the battery cooling mode in some embodiments;

[0050] Figure 4 is a schematic diagram of the cycle operation of the thermal management system in the combined cooling mode in some embodiments;

[0051] Figure 5 is a schematic diagram of the cycle operation of the thermal management system in a cabin cooling mode in some embodiments;

[0052] Figure 6 is a schematic diagram of the cycle operation of the thermal management system in the cabin heating mode in some embodiments;

[0053] Figure 7 is a schematic diagram of the cycle operation of the thermal management system in some embodiments in a cabin heating mode achieved by waste heat recovery;

[0054] Figure 8 is a schematic diagram of the cycle operation of the thermal management system in some embodiments in a mode of heating the battery pack and the cabin simultaneously;

[0055] Fig. 9 is a schematic diagram of the cycle operation of the thermal management system in the first single steam dehumidification mode in some embodiments;

[0056] Fig.10 is a schematic diagram of the cyclic operation of the thermal management system in the second single evaporation dehumidification mode in some embodiments. DETAILED DESCRIPTION

[0057] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as being limited to the embodiments described herein, which are instead provided for a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are only for exemplary purposes and are not intended to limit the scope of protection of the present disclosure.

[0058] The term "including" and its variations used in this document are open inclusions, that is, "including but not limited to". The term "based on" means "based at least in part on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one other embodiment"; the term "some embodiments" means "at least some embodiments". Relevant definitions of other terms will be given in the description below. It should be noted that the concepts of "first", "second", etc. mentioned in this disclosure are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0059] It should be noted that the modifications of "one" and "plurality" mentioned in the present disclosure are illustrative rather than restrictive, and those skilled in the art should understand that unless otherwise clearly indicated in the context, it should be understood as "one or more".

[0060] In order to solve the problem in the prior art that in an extremely low temperature environment, the refrigerant used for heating not only fails to achieve heat enrichment but also causes heat loss when flowing through an outdoor heat exchanger, a new thermal management system is provided in the embodiments of the present disclosure.

[0061] The thermal management system provided by the embodiment of the present disclosure includes a refrigerant circulation loop. The refrigerant circulation loop is a loop used to realize refrigerant circulation and utilize heat absorption and heat release during the refrigerant circulation process to realize thermal management of a thermal management object.

[0062] Figure 1 FIG. 1 is a schematic diagram of a partial structure of a thermal management system provided by an embodiment of the present disclosure. Figure 1 As shown, the thermal management system includes a refrigerant circulation circuit 100. The refrigerant circulation circuit 100 includes a liquid storage tank 110, a compressor 120, a thermal management heat exchanger 130, a first throttle valve 140, a non-air heat exchanger 150, an outdoor heat exchange branch 160 and an outdoor heat exchange bypass branch 170.

[0063] The liquid storage tank 110 is a component for storing part of the liquid refrigerant, and is used to temporarily store the liquid refrigerant that is not fully gasified during the refrigerant circulation process to prevent the liquid refrigerant from directly entering the compressor 120. In some embodiments, the liquid storage tank 110 may have a gas-liquid separation function, and the refrigerant returning to the liquid storage tank 110 may be separated into gas and liquid, and the separated gaseous refrigerant is directed to the compressor 120.

[0064] The compressor 120 is used to compress the low-pressure gaseous refrigerant so as to compress the low-pressure gaseous refrigerant into a high-temperature and high-pressure refrigerant.

[0065] The thermal management heat exchanger 130 is a heat radiator that transfers heat from a high-temperature and high-pressure liquid refrigerant to a thermal management object when performing heating management. In the disclosed embodiment, the thermal management heat exchanger 130 may include a heat radiator for thermal management of various thermal management objects. For example, in some applications, the thermal management heat exchanger 130 may include a cabin condenser and a battery heat exchanger.

[0066] It should be noted that in some other embodiments, the refrigerant circulation loop 100 can work not only in the heating management mode but also in the cooling mode, and the aforementioned thermal management heat exchanger 130 is no longer a condenser but an evaporator. That is to say, in some embodiments, the thermal management heat exchanger 130 has not only the function of performing heating management on the thermal management object but also the function of performing cooling management on the thermal management object.

[0067] In the disclosed embodiment, the non-air heat exchanger 150 is a heat exchanger used to achieve heat absorption and evaporation of the refrigerant, thereby achieving heat enrichment. As the name suggests, the non-air heat exchanger 150 is not a heat exchanger for exchanging heat with the air, that is, it is not a heat exchanger for enriching the heat in the air. In a specific implementation, the non-air heat exchanger 150 can be a water-cooled heat exchanger 151, or it can be other heat exchangers currently known in the art or that may be developed in the future. In some embodiments, the non-air heat exchanger 150 can not only have the function of heat enrichment when performing heating management, but also have the function of heat dissipation when performing cooling management.

[0068] The outdoor heat exchange branch 160 is a refrigerant branch used to achieve heat exchange between the refrigerant and the outdoor air, and then achieve heat enrichment when the ambient temperature is not particularly low. In the disclosed embodiment, the outdoor heat exchange branch 160 includes a first stop valve 161 and a first outdoor heat exchanger 162. For convenience and system analysis, the connection relationship between the first stop valve 161 and the first outdoor heat exchanger 162 in the outdoor heat exchanger will be analyzed later.

[0069] In the disclosed embodiment, the outdoor heat exchange branch 160 is a refrigerant branch for achieving heat enrichment. In some applications, the outdoor heat exchange branch 160 not only has the function of achieving heat enrichment, but also has the function of achieving excess heat loss.

[0070] The outdoor heat exchange bypass branch 170 is used to bypass the outdoor heat exchange branch 160, thereby preventing the refrigerant from flowing through the branch of the outdoor heat exchanger.

[0071] The following is an analysis of the connection relationship of the refrigerant circulation loop 100 in the thermal management system in the embodiment of the present disclosure. Figure 1 As shown, in the embodiment of the present disclosure: (1) the inlet of the refrigerant flow channel of the thermal management heat exchanger 130 is connected to the refrigerant outlet of the compressor 120, and the outlet of the refrigerant flow channel of the thermal management heat exchanger 130 is connected to the refrigerant inlet of the first throttle valve 140; (2) the refrigerant outlet of the first throttle valve 140 is connected to the inlet of the refrigerant flow channel of the non-air heat exchanger 150; (3) the outlet of the refrigerant flow channel of the non-air heat exchanger 150 is connected to the refrigerant inlet of the first stop valve 161 in the outdoor heat exchange branch 160 and the second stop valve 171 in the outdoor heat exchange bypass branch 170; (4) the refrigerant outlet of the first stop valve 161 is connected to the refrigerant flow channel inlet of the first outdoor heat exchanger 162; (5) the outlet of the refrigerant flow channel of the first outdoor heat exchanger 162 is connected to the refrigerant inlet of the compressor 120 through the liquid storage tank 110; (6) the refrigerant outlet of the second stop valve 171 is connected to the refrigerant inlet of the compressor 120.

[0072] When the thermal management system provided by the embodiment of the present disclosure is used for heating management, the high-temperature and high-pressure refrigerant compressed by the compressor 120 first passes through the non-air heat exchanger 150 to release heat to form a low-temperature and high-pressure liquid refrigerant. Subsequently, the low-temperature and high-pressure refrigerant is throttled to a low-temperature and low-pressure liquid refrigerant under the throttling action of the first throttle valve 140 and enters the non-air heat exchanger 150. Since the temperature of the non-air heat exchanger 150 is not too low, at least part of the low-temperature and low-pressure liquid refrigerant absorbs heat and evaporates in the non-air heat exchanger 150 to become a gaseous refrigerant.

[0073] In a non-extremely low temperature environment, when the air heat is still enriched through the first outdoor heat exchanger, the first stop valve 161 is opened, the second stop valve 171 is closed, and the refrigerant flows into the first outdoor heat exchanger 162. Part of the low-temperature and low-pressure liquid refrigerant that has not yet been vaporized absorbs heat and evaporates at the first outdoor heat exchanger 162, turning into a gaseous refrigerant. Finally, the gaseous refrigerant flows out of the refrigerant flow channel outlet of the first outdoor heat exchanger 162, and flows back to the compressor 120 through the liquid storage tank 110.

[0074] In an extremely low temperature environment, when the air heat cannot be enriched by the first outdoor heat exchanger 162, the first stop valve 161 is closed, the second stop valve 171 is opened, and the refrigerant flowing out of the refrigerant flow channel outlet of the non-air heat exchanger 150 no longer flows through the first outdoor heat exchanger 162, but flows back to the compressor 120 through the outdoor heat exchange bypass branch 170 and the liquid storage tank 110. In this way, the heat of the refrigerant can be prevented from being lost when flowing through the first outdoor heat exchanger 162.

[0075] Figure 2 1 is a schematic diagram of another thermal management system provided by an embodiment of the present disclosure. The thermal management system in the embodiment of the present disclosure also includes a refrigerant circulation loop 100. The refrigerant circulation loop 100 also includes the aforementioned liquid storage tank 110, a compressor 120, a thermal management heat exchanger 130, a first throttle valve 140, a non-air heat exchanger 150, an outdoor heat exchange branch 160 and an outdoor bypass branch 170. Figure 1 What is different from the above is that the thermal management heat exchanger 130 and the non-air heat exchanger 150 in the embodiment of the present disclosure are specific types of heat exchangers.

[0076] In the disclosed embodiment, the non-air heat exchanger 150 in the refrigerant circulation loop 100 is a water-cooled heat exchanger 151. The water-cooled heat exchanger 151 includes not only a refrigerant flow channel but also a coolant flow channel. The coolant flow channel is used to circulate the coolant.

[0077] like Figure 2 As shown, the thermal management system in the embodiment of the present disclosure further includes a power plant coolant circulation loop 200. The power plant coolant circulation loop 200 is a coolant circulation loop 200 that performs thermal management on the power plant and simultaneously assists the refrigerant circulation loop 100 in thermal management. The power plant coolant circulation loop 200 includes a power plant heat exchanger 210.

[0078] The power device heat exchanger 210 is a heat exchanger for dissipating heat from the power device. In a specific implementation, the power device may include a controller heat exchanger 211 disposed in a motor controller and a motor heat exchanger 212 disposed in a drive motor.

[0079] In the disclosed embodiment, the inlet of the coolant flow channel of the water-cooled heat exchanger 151 is connected to the outlet of the coolant flow channel of the power device heat exchanger 210. The coolant flowing out of the coolant flow channel of the power device heat exchanger 210 can flow into the water-cooled heat exchanger 151 to perform heat exchange with the refrigerant flowing through the water-cooled heat exchanger 151.

[0080] As analyzed above, when heating the thermal management object, the low-temperature and low-pressure refrigerant throttled by the first throttle valve 140 into the water-cooled heat exchanger 151 makes the temperature of the heat exchange tube wall of the water-cooled heat exchanger 151 lower than the coolant temperature. At this time, the coolant flowing through the water-cooled heat exchanger 151 releases heat, so that the heat is transferred to the refrigerant through the heat exchange tube wall of the water-cooled heat exchanger 151.

[0081] In the embodiment of the present disclosure, when cooling the thermal management object, the high-temperature and high-pressure refrigerant flows through the refrigerant flow channel of the water-cooled heat exchanger 151. The temperature of the high-temperature and high-pressure refrigerant is greater than the temperature of the heat exchange tube wall of the water-cooled heat exchanger 151 and the temperature of the coolant, and heat is transferred from the high-temperature and high-pressure refrigerant to the coolant flowing through the water-cooled heat exchanger 151 via the heat exchange tube wall of the water-cooled heat exchanger 151.

[0082] Please see further Figure 2 In the embodiment of the present disclosure, the power unit coolant circulation loop 200 may further include a second outdoor heat exchanger 220 and a three-way valve 230 .

[0083] The second outdoor heat exchanger 220 is a heat exchanger that enables the coolant to exchange heat with the air to achieve corresponding thermal management. In specific implementation: (1) when the temperature of the coolant flowing through the second outdoor heat exchanger 220 is higher than the ambient temperature, the second outdoor heat exchanger 220 acts as a heat emitter, and transfers the heat in the coolant to the air through the heat exchange tube wall of the second outdoor heat exchanger 220; (2) when the temperature of the coolant flowing through the second outdoor heat exchanger 220 is lower than the ambient temperature, the second outdoor heat exchanger 220 acts as a heat absorber, and the heat is transferred from the air to the coolant through the heat exchange tube wall of the second outdoor heat exchanger 220.

[0084] The three-way valve 230 is used to control whether the coolant flowing through the water-cooled heat exchanger 151 flows through the second outdoor heat exchanger 220. Specifically, the first port of the three-way valve 230 is connected to the outlet of the coolant flow channel of the water-cooled heat exchanger 151, and the second port of the three-way valve 230 is connected to the inlet of the coolant flow channel of the second outdoor heat exchanger 220. The second outdoor heat exchanger 220 and the third port of the three-way valve 230 are connected to the inlet of the coolant flow channel of the power device heat exchanger 210.

[0085] In the disclosed embodiment: (1) If the first port and the second port of the three-way valve 230 are connected, the coolant flowing out of the coolant flow channel of the water-cooled heat exchanger 151 passes through the first port and the second port of the three-way valve 230, enters the second outdoor heat exchanger 220, and flows into the power unit heat exchanger 210 after passing through the second outdoor heat exchanger 220. If the first port and the third port of the three-way valve 230 are connected, the second outdoor heat exchanger 220 is bypassed, and the coolant flowing out of the coolant flow channel of the water-cooled heat exchanger 151 passes through the first port and the third port of the three-way valve 230, and directly flows into the power unit heat exchanger 210.

[0086] In the disclosed embodiment, according to the ambient temperature, the coolant temperature, and the thermal management requirements for the power device and the refrigerant thermal management object, the connection mode of the three-way valve 230 port can be controlled accordingly to control whether the coolant flows through the second outdoor heat exchanger 220. For example, when the ambient temperature is very low and there is a heating requirement for the power device and / or the refrigerant thermal management object, in order to avoid heat loss when the coolant passes through the second outdoor heat exchanger 220, the first port and the third port of the three-way valve 230 can be controlled to be connected, and the coolant no longer flows through the second outdoor heat exchanger 220. When both the power device and the thermal management have cooling requirements, the first port and the second port of the three-way valve 230 can be controlled to be connected, so that the cooling heat flows through the second outdoor heat exchanger 220 for heat exchange.

[0087] In an extremely low temperature environment, the heat generated by the compressor 120 and the heat recovered from the heat generated by the power unit are not enough to meet the thermal management requirements of the refrigerant thermal management object, causing the entire system to operate in an unreasonable state. In order to solve this problem, in the embodiment of the present disclosure, the power unit coolant circulation loop 200 also includes an electric heater 240. The inlet of the coolant flow channel of the electric heater 240 is connected to the outlet of the coolant flow channel of the power unit heat exchanger 210, and the outlet of the coolant flow channel of the electric heater 240 is connected to the inflow of the coolant flow channel of the water-cooled heat exchanger 151. In the aforementioned extremely low temperature environment, the electric heater 240 heats the coolant flowing through its coolant flow channel, so that the coolant is heated and transferred to the refrigerant circulation loop 100 through the water-cooled heat exchanger 151.

[0088] In addition, in order to enable the coolant to circulate, the power plant coolant circulation loop 200 further includes a water pump 250 .

[0089] The refrigerant circulation circuit 100 also includes a battery branch 180. The battery branch 180 is a branch in the refrigerant circulation circuit 100 for thermal management of the battery pack, which can perform cooling management or heating management on the battery pack. The battery branch 180 includes an intermediate heat exchanger 181 and a battery heat exchanger 182. The intermediate heat exchanger 181 includes a first refrigerant flow channel and a second refrigerant flow channel.

[0090] like Figure 2 As shown, one port of the refrigerant flow channel of the battery heat exchanger 182 is connected to the first port of the first refrigerant flow channel, and the other port is connected to the first port of the second refrigerant flow channel. The refrigerant outlet of the compressor 120 is connected to the second port of the first refrigerant flow channel. The second port of the second refrigerant flow channel is connected to the refrigerant inlet of the first throttle valve 140.

[0091] When the thermal management system performs battery heating management, the high-temperature and high-pressure refrigerant compressed by the compressor 120 first flows through the battery branch 180, then flows from the battery branch 180 into the first throttle valve 140, and enters the refrigerant flow channel of the water-cooled heat exchanger 151 after being throttled by the first throttle valve 140. When the high-temperature and high-pressure refrigerant flows through the battery branch 180, it flows through the first refrigerant flow channel of the intermediate heat exchanger 181, the refrigerant flow channel of the battery heat exchanger 182, and the second refrigerant flow channel of the intermediate heat exchanger 181 in sequence.

[0092] When the battery is heated, the high-temperature and high-pressure refrigerant releases heat at the battery heat exchanger 182 to heat the battery pack. The high-temperature and high-pressure refrigerant releases heat at the battery heat exchanger 182, and its temperature decreases. Accordingly, the temperature of the refrigerant flowing out of the battery heat exchanger 182 and flowing into the second refrigerant flow channel of the intermediate heat exchanger 181 is lower than the temperature of the refrigerant flowing from the first refrigerant flow channel of the intermediate heat exchanger 181 to the refrigerant flow channel of the battery heat exchanger 182. Due to the temperature difference, the excessively high-temperature and high-pressure refrigerant in the first refrigerant flow channel will release heat at the intermediate heat exchanger 181, and transfer the heat to the low-temperature and high-pressure refrigerant in the second refrigerant flow channel through the heat exchange tube wall of the intermediate heat exchanger 181.

[0093] By utilizing the temperature difference between the refrigerants in the first refrigerant flow channel and the second refrigerant flow channel of the intermediate heat exchanger 181, heat is transferred from the high-temperature and high-pressure refrigerant in the first refrigerant flow channel to the low-temperature and high-pressure refrigerant in the second refrigerant cold flow channel, thereby cooling the high-temperature and high-pressure refrigerant. This can prevent the high-temperature and high-pressure refrigerant from directly entering the battery heat exchanger 182, and can also prevent the high-temperature refrigerant from heating the battery pack through the battery heat exchanger 182, causing the temperature difference of the battery cells in different areas of the battery pack to be large. In addition, by using the intermediate heat exchanger 181 to transfer the heat of the high-temperature and high-pressure refrigerant to the low-temperature and high-pressure refrigerant after cooling, rather than directly dissipating the heat, it is possible to reduce heat loss in the low-temperature working mode and reduce system energy consumption.

[0094] As previously analyzed, the second port of the first refrigerant flow channel of the intermediate heat exchanger 181 is connected to the refrigerant outlet of the compressor 120. Figure 2As shown, in a specific implementation, the battery branch 180 includes a first refrigerant pipeline 183. One end of the first refrigerant port is connected to the refrigerant outlet of the compressor 120, and the other end is connected to the second port of the first refrigerant flow channel. The first refrigerant pipeline 183 includes a third stop valve 184. The third stop valve 184 is opened when the battery branch 180 is used to perform heating management on the battery, so that the high-temperature and high-pressure refrigerant flowing out of the refrigerant outlet of the compressor 120 flows into the first refrigerant flow channel.

[0095] As analyzed above, when the ambient temperature is not particularly low, when the heat management object is being heated, the first stop valve 161 in the outdoor heat exchange branch 160 is opened, so that the refrigerant flows through the first outdoor heat exchanger 162 and then flows back to the liquid storage tank 110. In the disclosed embodiment, not only when the heat management object is heated, the refrigerant needs to flow through the first outdoor heat exchanger 162, but also when the heat management object is cooled, the refrigerant needs to flow through the first outdoor heat exchanger 162 to release heat and form a low-temperature and high-pressure refrigerant. At this time, the low-temperature and high-pressure refrigerant cannot flow directly back to the liquid storage tank 110.

[0096] In order to solve the problem that the low-temperature and high-pressure refrigerant cannot flow back to the liquid storage tank 110, the outdoor heat exchange branch 160 in the disclosed embodiment further includes a fourth stop valve 163. The refrigerant inlet of the fourth stop valve 163 is connected to the refrigerant flow channel outlet of the first air heat exchanger 162, and the refrigerant outlet of the fourth stop valve 163 is connected to the refrigerant inlet of the compressor 120. When the heat management object is heated, the fourth stop valve 163 is opened to allow the refrigerant to flow back to the liquid storage tank 110 after absorbing heat. When the heat management object is cooled, the fourth stop valve 163 is closed to prevent the low-temperature and high-pressure refrigerant from flowing back to the liquid storage tank 110.

[0097] In the disclosed embodiment, the battery branch 180 can not only realize the heating management of the battery, but also realize the cooling management of the battery. In order to realize the cooling management of the battery, the second port of the second refrigerant flow channel of the intermediate heat exchanger 181 is connected to the outlet of the refrigerant flow channel of the first outdoor heat exchanger 162.

[0098] In addition, the battery branch 180 also includes a second throttle valve 185 and a second refrigerant pipeline 186. One port of the refrigerant flow channel of the battery heat exchanger 182 is connected to the first port of the second refrigerant flow channel through the first throttle valve 140. The second port of the second refrigerant flow channel is connected to the refrigerant inlet of the liquid storage tank 110 through the second refrigerant pipeline 186. The second refrigerant pipeline 186 includes a fifth stop valve 187, which is opened when the battery branch 180 is used to refrigerate the battery, so that the refrigerant flowing through the battery branch 180 flows back to the compressor 120.

[0099] When the battery branch 180 performs cooling management on the battery, the refrigerant passes through the second refrigerant flow channel of the intermediate heat exchanger 181, the second throttle valve 185, the refrigerant flow channel of the battery heat exchanger 182, and the first refrigerant flow channel of the intermediate heat exchanger 181 in sequence. By controlling the throttling opening of the first throttle valve 140, the low-temperature and high-pressure mixed refrigerant can be throttled to a low-temperature and low-pressure liquid refrigerant that enters the refrigerant flow channel of the battery heat exchanger 182 and the first refrigerant flow channel of the intermediate heat exchanger 181. The low-temperature and low-pressure liquid refrigerant absorbs heat in the refrigerant flow channel of the battery heat exchanger 182 and evaporates to become a gaseous refrigerant, thereby realizing cooling management of the battery pack.

[0100] In the disclosed embodiment, by appropriately increasing the throttling opening of the first throttle valve 140, the throttled low-temperature and low-pressure liquid refrigerant does not absorb heat and evaporate in time at the intermediate heat exchanger 181, but absorbs heat and evaporates at the first refrigerant flow channel flowing to the intermediate heat exchanger 181. Since the liquid refrigerant absorbs heat when evaporating, the temperature of the heat exchange tube wall of the intermediate heat exchanger 181 is relatively low. Since the temperature of the low-temperature and high-pressure mixed refrigerant flowing through the second refrigerant flow channel of the intermediate heat exchanger 181 is higher than the temperature of the heat exchange tube wall of the intermediate heat exchanger 181, the low-temperature and high-pressure mixed refrigerant flowing through the second refrigerant flow channel is further cooled, so that the supercooling of the low-temperature and high-pressure mixed refrigerant can be further increased, so that the low-temperature and high-pressure mixed refrigerant is further converted into a liquid-phase high-pressure refrigerant. Since the liquid-phase high-pressure refrigerant is easy to distribute, after the liquid-phase refrigerant is throttled by the second throttle valve 185, the liquid-phase refrigerant can be more evenly distributed in the refrigerant flow channel of the intermediate heat exchanger 181.

[0101] Please see further Figure 2 In the disclosed embodiment, the refrigerant circulation circuit 100 further includes a cabin refrigeration branch 190. The cabin refrigeration branch 190 includes a third throttle valve 191 and a cabin evaporator 192. The refrigerant inlet of the third throttle valve 191 is connected to the outlet of the refrigerant flow channel of the first outdoor heat exchanger 162, and the refrigerant outlet of the third throttle valve 191 is connected to the inlet of the refrigerant flow channel of the cabin evaporator 192; the outlet of the refrigerant flow channel of the cabin evaporator 192 is connected to the refrigerant inlet of the liquid storage tank 110. When cooling the cabin, the low-temperature and high-pressure refrigerant is throttled to a low-temperature and low-pressure refrigerant through the third throttle valve 191 and enters the refrigerant flow channel of the cabin evaporator 192. The low-temperature and low-pressure refrigerant absorbs heat at the cabin evaporator 192 and evaporates to become a gaseous refrigerant, and the gaseous refrigerant flows back to the liquid storage tank 110.

[0102] Please continue to see Figure 2 In the disclosed embodiment, the cabin cooling branch 190 may include a first check valve 193 in addition to the cabin evaporator 192 and the third throttle valve 191. The first check valve 193 is disposed at the outlet of the refrigerant flow channel of the cabin evaporator 192 to prevent the refrigerant from flowing back into the cabin evaporator 192.

[0103] As analyzed above, the second port of the second refrigerant flow channel of the intermediate heat exchanger 181 needs to be connected to the refrigerant inlet of the first throttle valve 140. In the disclosed embodiment, the refrigerant circulation circuit 100 includes a third refrigerant pipeline 310. One port of the third refrigerant pipeline 310 is connected to the second port of the second refrigerant flow channel, and the other port is connected to the refrigerant inlet of the first throttle valve 140; the third refrigerant pipeline 310 includes a sixth stop valve 311.

[0104] In the battery heating mode, the sixth stop valve 311 in the third refrigerant pipeline 310 is opened, and the refrigerant flowing out from the second port of the second refrigerant flow channel of the intermediate heat exchanger 181 in the battery branch 180 flows to the first throttle valve 140 via the third refrigerant pipeline 310 .

[0105] In the disclosed embodiment, the refrigerant circulation circuit 100 further includes a cabin condenser 320 and a fourth throttle valve 330. The inlet of the refrigerant flow channel of the cabin condenser 320 is connected to the outlet of the refrigerant flow channel of the compressor 120; the inlet of the refrigerant flow channel of the fourth throttle valve 330 is connected to the outlet of the refrigerant flow channel of the compressor 120, and the outlet of the refrigerant flow channel of the fourth throttle valve 330 is connected to the refrigerant inlet of the first throttle valve 140. In certain working modes, there is a need to heat the cabin, and the cabin air can be heated by the cabin condenser 320.

[0106] like Figure 2 As shown, in the disclosed embodiment, the outdoor heat exchange branch 160 includes a fourth refrigerant pipeline 164 , and the refrigerant flow channel outlet of the first outdoor heat exchanger 162 is connected to the refrigerant inlet of the fourth stop valve 163 through the fourth refrigerant pipeline 164 .

[0107] As analyzed above, by setting the fourth stop valve 163, it is possible to prevent the refrigerant used for refrigeration from directly flowing back to the liquid storage tank 110. In practical applications, the stop valve is mostly a solenoid valve, which cannot be completely closed due to the characteristics of the solenoid valve and the external pressure. Under extremely low temperature conditions, the high-pressure gaseous refrigerant in the liquid storage tank 110 may flow into the first outdoor heat exchanger through the fourth stop valve 163 and the fourth refrigerant pipeline 164. In order to avoid this problem, a second one-way valve 165341 is also provided in the fourth refrigerant pipeline 164.

[0108] As analyzed above, in the disclosed embodiment, the outlet of the refrigerant flow channel of the first outdoor heat exchanger is connected to the second refrigerant flow channel of the second refrigerant flow channel of the intermediate heat exchanger 181. Specifically, the refrigerant circulation loop 100 includes a fifth refrigerant pipeline 340. The fifth refrigerant pipeline 340 is used to connect the fourth refrigerant pipeline 164 and the inlet of the second refrigerant flow channel of the intermediate heat exchanger 181. At this time, the fifth refrigerant pipeline 340 is also connected to the refrigerant inlet of the fourth one-way valve.

[0109] In some working modes, there may be high-pressure refrigerant at the second port of the second refrigerant flow channel, and the high-pressure refrigerant may flow back to the fourth stop valve 163 and directly return to the liquid storage tank 110. In order to avoid the aforementioned problem, a third one-way valve 341 is further provided in the fifth refrigerant pipeline 340, and the third one-way valve 341 is used to prevent the refrigerant from flowing back to the fourth stop valve 163 along the fifth refrigerant pipeline 340.

[0110] In order to provide a more detailed introduction to the thermal management system provided by the embodiment of the present disclosure, the following analyzes how the thermal management system works in various working modes. Figure 2 Of course, in certain operating modes, Figure 2 Some components in the thermal management system shown are non-essential components, and accordingly, the thermal management system executing the corresponding working mode may not include non-essential components.

[0111] 1. Battery cooling mode

[0112] Figure 3 The figure is a schematic diagram of the cycle operation of the thermal management system in the battery cooling mode in some embodiments. The battery cooling mode can be a cooling mode in the process of battery heat release when the vehicle is running, or a cooling mode in the process of battery charging when the vehicle is stopped. The core of the cooling mode is to cool the battery and control the battery to be within the set operating temperature range.

[0113] like Figure 3 As shown, in the battery cooling mode: (1) the third stop valve 184 in the first refrigerant pipeline 183 is closed; (2) the sixth stop valve 311 in the third refrigerant pipeline 310 is closed; (3) the fourth stop valve 163 in the fourth refrigerant pipeline 164 is closed; (4) the fifth stop valve 187 in the second refrigerant pipeline 186 is opened (when the fifth stop valve 187 has a throttling function, the throttling function is turned on); (5) the first port and the second port of the three-way valve 230 are connected, so that the second outdoor heat exchanger 220 is connected in series to the power unit coolant circulation loop 200; (6) the third throttle valve 191 is closed; (7) the third throttle valve 191 and the fourth throttle valve 330 are fully open.

[0114] In the battery cooling mode, the heat exchange process of the refrigerant circulation loop 100 is as follows: After the gaseous refrigerant is compressed by the compressor 120 into other high-temperature and high-pressure refrigerants, the high-temperature and high-pressure gaseous refrigerant flows through the cabin condenser 320 and then passes through the water-cooled heat exchanger 151. Heat exchange is performed in the water-cooled heat exchanger 151, and part of the heat is transferred to the coolant in the power unit coolant circulation loop 200 via the water-cooled heat exchanger 151, becoming a medium-temperature and high-pressure refrigerant. Subsequently, the medium-temperature and high-pressure refrigerant passes through the first stop valve 161 and enters the first outdoor heat exchanger 162 to release heat, becoming a low-temperature and high-pressure refrigerant. At this time, the low-temperature and high-pressure liquid refrigerant may still be a gas-liquid two-phase refrigerant. Subsequently, the low-temperature and high-pressure liquid refrigerant flows into the second refrigerant flow channel of the intermediate heat exchanger 181 via the fourth refrigerant pipeline 164 and the fifth refrigerant pipeline 340. In the second refrigerant flow channel, the low-temperature and high-pressure liquid refrigerant exchanges heat with the low-temperature and low-pressure refrigerant that has passed through the second throttle valve 185 and flows through the battery heat exchanger 182 and the first refrigerant flow channel of the intermediate heat exchanger 181, further releasing heat and becoming a low-temperature and high-pressure liquid refrigerant with a higher degree of supercooling. At this time, the probability of the refrigerant being in the liquid phase is higher. Afterwards, the low-temperature and high-pressure liquid refrigerant is transformed into a low-temperature and low-pressure liquid refrigerant under the throttling effect of the second throttle valve 185, enters the first refrigerant flow channel of the battery heat exchanger 182 and the intermediate heat exchanger 181, absorbs heat and evaporates, and after passing through the fifth stop valve 187 and the liquid storage tank 110, flows back to the compressor 120.

[0115] In the battery cooling mode, the heat exchange process of the power unit coolant circulation loop 200 is as follows: driven by the water pump 250, the coolant flows through the controller heat exchanger 211 and the motor heat exchanger 212. According to the temperature of the controller heat exchanger 211 and the motor heat exchanger 212, the coolant may dissipate heat in the controller heat exchanger 211 and the motor heat exchanger 212, or it may absorb heat (for example, when the vehicle is in high-speed motion, the operating heat generation temperature of the controller and the motor is relatively high, and the coolant absorbs heat in the controller heat exchanger 211 and the motor heat exchanger 212. For another example, when the vehicle is in the external fast charging mode, the controller and the motor are not working. At this time, the coolant temperature may be higher than the motor and the controller, and the coolant will also dissipate heat in the controller heat exchanger 211 and the motor heat exchanger 212). Subsequently, the coolant enters the water-cooled heat exchanger 151 and absorbs heat in the water-cooled heat exchanger 151. The coolant then flows through the second outdoor heat exchanger 220 via the three-way valve 230 to dissipate heat, and flows back to the water pump 250 to continue the aforementioned cycle.

[0116] 2. Combined cooling mode

[0117] The combined cooling mode is a mode that cools the cabin and the battery at the same time. Figure 4The figure is a schematic diagram of the cycle operation of the thermal management system in the combined cooling mode in some embodiments. The combined cooling mode can be executed when the vehicle is driving or when the vehicle is parked. The core of the combined cooling mode is to cool the battery pack and the cabin air at the same time through the refrigerant, so that the battery temperature and the cabin temperature are in the corresponding set temperature range at the same time.

[0118] In the combined cooling mode, the difference compared to the battery cooling mode is that the third throttle valve 191 in the cabin cooling branch 190 works, so that the low-temperature and high-pressure refrigerant can be throttled to a low-temperature and low-pressure refrigerant that absorbs heat and evaporates in the cabin evaporator 192. The control strategies of other parts of the refrigerant circulation loop 100 and the power unit coolant circulation loop 200 are the same as those in the battery cooling mode and will not be repeated here. For details, please refer to the analysis of the battery cooling mode.

[0119] 3. Cabin cooling mode

[0120] The cabin cooling mode is a mode for cooling only the vehicle cabin. Figure 5 1 is a schematic diagram of the cycle operation of the thermal management system in the cabin cooling mode in some embodiments. Compared with the combined cooling mode, the cooling refrigerant in the cabin cooling mode does not flow through the battery branch 180 and the second refrigerant pipeline 186. Therefore, compared with the combined cooling mode, it only needs to close the second throttle valve 185 and the fifth stop valve 187. The rest is the same as the combined cooling mode and will not be repeated here. For details, please refer to the analysis of the battery cooling mode and the combined cooling mode in the previous text.

[0121] 4. Cabin heating mode

[0122] The cabin heating mode is a mode in which the cabin is heated by using the second outdoor heat exchanger 220 to collect heat from the air and the compressor 120 to generate heat when the ambient temperature is not too low and the power unit coolant circulation loop 200 provides less heat that can be enriched.

[0123] Figure 6 FIG. 1 is a schematic diagram of the cycle operation of the thermal management system in the cabin heating mode in some embodiments. Figure 6 As shown, in the cabin heating mode: (1) the second throttle valve 185 and the third throttle valve 191 are closed; (2) the fifth stop valve 187 in the second refrigerant pipeline 186 is closed; (3) the third stop valve 184 in the first refrigerant pipeline 183 is closed; (4) the sixth stop valve 311 in the third refrigerant pipeline 310 is closed; (5) at least one of the third throttle valve 191 or the fourth throttle valve 330 turns on the throttling function and ensures the circulation of the refrigerant; (6) the fourth stop valve 163 in the fourth refrigerant pipeline 164 is opened; (7) the first stop valve 161 is opened and the second stop valve 171 is closed.

[0124] In the cabin heating mode, the heat exchange process of the refrigerant circulation loop 100 is as follows: After the gaseous refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 120, the high-temperature and high-pressure refrigerant flows through the cabin condenser 320, and releases heat in the cabin condenser 320 to heat the air in the cabin condenser 320, thereby heating the air in the cabin and turning into a medium-temperature and high-pressure liquid refrigerant. Subsequently, the medium-temperature and high-pressure liquid refrigerant is turned into a low-temperature and low-pressure liquid refrigerant under the throttling effect of the third throttle valve 191 or the fourth throttle valve 330. The low-temperature and low-pressure liquid refrigerant evaporates and absorbs heat after passing through the water-cooled heat exchanger 151 and the first outdoor heat exchanger 162, and turns into a low-temperature and low-pressure gaseous refrigerant. Subsequently, the low-temperature and low-pressure gaseous refrigerant passes through the fourth refrigerant pipeline 164 and the liquid storage tank 110, and then flows back to the compressor 120.

[0125] In the cabin heating mode, the water pump 250 in the power unit coolant circulation loop 200 works. Under the driving action of the water pump 250, the coolant flows into the water-cooled heat exchanger 151 after passing through the controller heat exchanger 211 and the motor heat exchanger 212, and dissipates heat and cools down in the water-cooled heat exchanger 151. Subsequently, the coolant flows through the second outdoor heat exchanger 220, and absorbs heat and heats up at the second outdoor heat exchanger 220. The coolant that has absorbed heat and heated up flows back to the water pump 250.

[0126] 5. Waste heat recovery to achieve cabin heating mode

[0127] The cabin heating mode achieved by waste heat recovery is a mode in which the heat that can be accumulated by the power unit coolant circulation loop 200 is used, and the heat generated by the work of the compressor 120 is used to heat the cabin when the power unit coolant circulation loop 200 provides a large amount of heat that can be accumulated (that is, the temperature of the coolant is higher after passing through the controller heat exchanger 211 and the motor heat exchanger 212).

[0128] Figure 7 FIG. 1 is a schematic diagram of the cycle operation of the thermal management system in some embodiments in the cabin heating mode of waste heat recovery. Figure 7 As shown, in the cabin heating mode: (1) the second throttle valve 185 and the third throttle valve 191 are closed; (2) the fifth stop valve 187 in the second refrigerant pipeline 186 is closed; (3) the third stop valve 184 in the first refrigerant pipeline 183 is closed; (4) the sixth stop valve 311 in the third refrigerant pipeline 310 is closed; (5) at least one of the third throttle valve 191 or the fourth throttle valve 330 turns on the throttling function and ensures the circulation of the refrigerant; (6) the fourth stop valve 163 in the fourth refrigerant pipeline 164 is opened; (7) the first port and the third port in the three-way valve 230 are connected; (8) the water pump 250 works to drive the coolant circulation; (9) the first stop valve 161 is closed and the second stop valve 171 is opened.

[0129] When the cabin heating mode is realized by waste heat recovery, the heat exchange process of the refrigerant circulation loop 100 is as follows: After the gaseous refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 120, the high-temperature and high-pressure refrigerant flows through the cabin condenser 320, and releases heat in the cabin condenser 320 to heat the air in the cabin condenser 320, thereby heating the air in the cabin and turning it into a medium-temperature and high-pressure liquid refrigerant. Subsequently, the medium-temperature and high-pressure liquid refrigerant is turned into a low-temperature and low-pressure liquid refrigerant under the throttling effect of the third throttle valve 191 or the fourth throttle valve 330. The low-temperature and low-pressure liquid refrigerant evaporates and absorbs heat when passing through the water-cooled heat exchanger 151, and turns into a low-temperature and low-pressure gaseous refrigerant. Subsequently, the low-temperature and low-pressure gaseous refrigerant passes through the outdoor heat exchange bypass branch and the liquid storage tank 110, and then flows back to the compressor 120.

[0130] In the cabin heating mode using waste heat recovery, the heat exchange process of the power unit coolant circulation loop 200 is as follows: driven by the water pump 250, the coolant flows through the controller heat exchanger 211 and the motor heat exchanger 212 to absorb heat, and flows through the electric heater 240, and then the coolant flows through the water-cooled heat exchanger 151 to release heat. After flowing through the water-cooled heat exchanger 151, the coolant flows through the first port and the third port of the three-way valve 230 in sequence, and flows back to the water pump 250 to continue circulating.

[0131] 6. Battery pack and cabin heating mode

[0132] The simultaneous heating mode for the battery pack and the cabin is a mode in which the battery pack and the cabin are heated simultaneously under extremely low temperature conditions (for example, -10°C). Under extremely low temperature conditions, the heat generated by the operation of the power unit and the heat generated by the work of the compressor 120 are unlikely to meet the requirements for simultaneous heating of the battery pack and the cabin. At this time, the electric heater 240 is required to heat the coolant to provide more heat for the overall system. Of course, in some accidental cases, it is also possible that the coolant temperature in the power unit coolant circulation loop 200 is very high, in which case the electric heater 240 may not need to be turned on.

[0133] Figure 8 FIG. 1 is a schematic diagram of the cycle operation of the thermal management system in some embodiments in the mode of heating the battery pack and the cabin simultaneously. Figure 8As shown, in the battery pack and cabin heating mode: (1) the second throttle valve 185 is fully open; (2) the third throttle valve 191 is closed; (3) the fifth stop valve 187 in the second refrigerant pipeline 186 is closed; (4) the third stop valve 184 in the first refrigerant pipeline 183 is opened; (5) the sixth stop valve 311 in the third refrigerant pipeline 310 is opened; (6) the third throttle valve 191 is throttled, and the fourth throttle valve 330 controls the refrigerant flow through the cabin condenser 320 according to the situation; (7) the fourth stop valve 163 in the fourth refrigerant pipeline 164 is opened; (8) the second port and the third port in the three-way valve 230 are connected; (9) the water pump 250 is working to drive the coolant circulation; (10) the first stop valve 161 is closed, and the second stop valve 171 is opened.

[0134] In the mode of heating the battery pack and the cabin at the same time, the heat exchange process of the refrigerant circulation loop 100 is as follows: the gaseous refrigerant is compressed by the compressor 120 into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant is divided into two paths. One path passes through the first refrigerant pipeline 183 and passes through the battery pack thermal management branch to release heat and passes through the third refrigerant pipeline 310 to reach the third throttle valve 191 to achieve heating of the battery pack; the other path passes through the cabin condenser 320, and releases heat in the cabin condenser 320 to heat the air in the cabin condenser 320, thereby achieving heating of the air in the cabin, and then passes through the fourth throttle valve 330 to reach the third throttle valve 191. Subsequently, under the throttling action of the third throttle valve 191, the refrigerant becomes a low-temperature and low-pressure liquid refrigerant. The low-temperature and low-pressure liquid refrigerant evaporates and absorbs heat when passing through the water-cooled heat exchanger 151, and becomes a low-temperature and low-pressure gaseous refrigerant. Then, the low-temperature and low-pressure gaseous refrigerant flows back to the compressor 120 after passing through the outdoor heat exchanger bypass branch 170 and the liquid storage tank 110 .

[0135] In the mode of heating the battery pack and the cabin at the same time, the heat exchange process of the power unit coolant circulation loop 200 is as follows: driven by the water pump 250, the coolant flows through the controller heat exchanger 211 and the motor heat exchanger 212 to absorb heat, and then passes through the electric heater 240 to absorb heat (as analyzed above, in some cases, when the coolant flows through the electric heater 240, the motor heater does not work, and the coolant may not absorb heat at this time), and then the coolant flows through the water-cooled heat exchanger 151 to release heat. After flowing through the water-cooled heat exchanger 151, the coolant flows through the first port and the third port of the three-way valve 230 in sequence, and flows back to the water pump 250 to continue circulating.

[0136] 7. Waste heat recovery to achieve battery pack heating mode

[0137] The waste heat recovery battery pack heating mode is a mode in which the heat that can be enriched by the power unit coolant circulation loop 200 is used, and the heat generated by the compressor 120 is used to heat the battery pack when the power unit coolant circulation loop 200 provides a large amount of heat that can be enriched (that is, the temperature of the coolant is higher after passing through the controller heat exchanger 211 and the motor heat exchanger 212).

[0138] The refrigerant circulation process in the battery pack heating mode achieved by waste heat recovery is basically the same as the refrigerant circulation process in the battery pack and cabin heating mode, except that the high-temperature and high-pressure refrigerant does not flow through the cabin condenser 320. The coolant circulation process in the battery pack heating mode achieved by waste heat recovery is the same as that in the cabin heating mode achieved by waste heat recovery, and will not be repeated here. For details, please refer to the analysis of the cabin heating mode achieved by waste heat recovery and the battery pack and cabin heating mode achieved by waste heat recovery in the previous article.

[0139] 8. The first single steam dehumidification mode

[0140] The first single evaporation dehumidification mode is a mode in which the refrigerant circulation circuit 100 is used to achieve cabin air dehumidification and heating when the ambient temperature is low or the vehicle is running.

[0141] Fig. 9 FIG. 1 is a schematic diagram of the cycle operation of the thermal management system in the first single evaporation dehumidification mode in some embodiments. Fig. 9 As shown, in the first single evaporation dehumidification mode: (1) the second throttle valve 185 is closed; (2) the third throttle valve 191 is throttled according to the cooling demand of the cabin evaporator 192; (3) the fifth stop valve 187 in the second refrigerant pipeline 186 is closed; (4) the third stop valve 184 in the first refrigerant pipeline 183 is closed; (5) the sixth stop valve 311 in the third refrigerant pipeline 310 is closed; (6) the third throttle valve 191 and the fourth throttle valve 330 are fully open; (7) the fourth stop valve 163 in the fourth refrigerant pipeline 164 is closed; (8) the water pump 250 is working; (9) the first stop valve 161 is opened and the second stop valve 171 is closed.

[0142] In the first single evaporation dehumidification mode, the heat exchange process of the refrigerant circulation loop 100 is as follows: the gaseous refrigerant is compressed by the compressor 120 into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant passes through the cabin condenser 320, and releases heat in the cabin condenser 320 to heat the air in the cabin condenser 320, thereby heating the air in the cabin, and passes through the fourth throttle valve 330 and the third throttle valve 191, and then passes through the water-cooled heat exchanger 151 and the first outdoor heat exchanger 162162, and changes to a low-temperature and high-pressure refrigerant. The low-temperature and high-pressure refrigerant reaches the cabin refrigeration branch 190 after passing through the fourth refrigerant pipeline 164 and the fifth refrigerant pipeline 340, and is throttled to a low-temperature and low-pressure liquid refrigerant under the action of the third throttle valve 191. The low-temperature and low-pressure liquid refrigerant absorbs heat and evaporates in the cabin evaporator 192, cools the air flowing through the cabin evaporator 192, and causes the water vapor in the air to condense on the surface of the cabin evaporator 192, thereby dehumidifying the air. It should be noted that the dehumidified air flows through the cabin condenser 320 to be heated.

[0143] 9. Second single steam dehumidification mode

[0144] The second single evaporation dehumidification mode is a mode that utilizes the refrigerant circulation circuit 100 to achieve cabin air dehumidification and heating when the ambient temperature is not particularly low.

[0145] Fig.10 FIG. 1 is a schematic diagram of the cycle operation of the thermal management system in the first single evaporation dehumidification mode in some embodiments. Fig.10 As shown, in the first single evaporation dehumidification mode: (1) the second throttle valve 185 is closed; (2) the third throttle valve 191 is throttled according to the cooling demand of the cabin evaporator 192; (3) the fifth stop valve 187 in the second refrigerant pipeline 186 is closed; (4) the third stop valve 184 in the first refrigerant pipeline 183 is closed; (5) the sixth stop valve 311 in the third refrigerant pipeline 310 is opened; (6) the third throttle valve 191 is closed; (7) the fourth throttle valve 330 is fully opened; (8) the fourth stop valve 163 in the fourth refrigerant pipeline 164 is closed; (9) the water pump 250 does not work.

[0146] In the second single evaporation dehumidification mode, the heat exchange process of the refrigerant circulation loop 100 is as follows: the gaseous refrigerant is compressed by the compressor 120 into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant passes through the cabin condenser 320, and releases heat in the cabin condenser 320 to heat the air in the cabin condenser 320, thereby heating the air in the cabin, changing the temperature to a medium-temperature and high-pressure refrigerant, and passing through the fourth throttle valve 330. The medium-temperature and high-pressure refrigerant reaches the cabin refrigeration branch 190 through the third refrigerant pipeline 310, and is throttled to a medium-temperature and low-pressure liquid refrigerant under the action of the third throttle valve 191. The medium-temperature and low-pressure liquid refrigerant absorbs heat and evaporates in the cabin evaporator 192, cooling the air flowing through the cabin evaporator 192, so that the water vapor in the air condenses to the surface of the cabin evaporator 192, thereby dehumidifying the air. It should be noted that the dehumidified air flows through the cabin condenser 320 to achieve heating.

[0147] As mentioned above, in certain embodiments of the thermal management system, the sixth stop valve 311 in the third refrigerant pipeline 310 is replaced by the first one-way valve. In this case, the thermal management system cannot execute the second single evaporation dehumidification mode.

[0148] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0149] The above are only specific embodiments of the present disclosure, so that those skilled in the art can understand or implement the present disclosure. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to the embodiments described herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A thermal management system, characterized in that: Including refrigerant circulation circuit; The refrigerant circulation loop includes a compressor, a first throttle valve, a non-air heat exchanger, and an outdoor heat exchange branch and an outdoor heat exchange bypass branch arranged in parallel; The outdoor heat exchange branch includes a first stop valve and a first outdoor heat exchanger; the first stop valve is arranged at the inlet end of the refrigerant flow channel of the first outdoor heat exchanger; the outlet of the refrigerant flow channel of the first outdoor heat exchanger is connected to the refrigerant inlet of the compressor; The outdoor heat exchange bypass branch includes a second stop valve, and the refrigerant outlet of the second stop valve is connected to the refrigerant inlet of the compressor; The refrigerant outlet of the first throttle valve is communicated with the inlet of the refrigerant flow channel of the non-air heat exchanger; the refrigerant outlet of the non-air heat exchanger is communicated with the refrigerant inlets of the first stop valve and the second stop valve.

2. The thermal management system according to claim 1, characterized in that: Also included is a power plant coolant circulation loop, the power plant coolant circulation loop including a power plant heat exchanger; The non-air heat exchanger includes a water-cooled heat exchanger; the water-cooled heat exchanger includes a coolant flow channel as part of a coolant circulation loop of the power plant; The inlet of the coolant flow channel of the water-cooled heat exchanger is communicated with the outlet of the coolant flow channel of the power device heat exchanger.

3. The thermal management system according to claim 2, characterized in that: The power unit coolant circulation loop also includes a second outdoor heat exchanger and a three-way valve; The first port of the three-way valve is communicated with the outlet of the coolant flow channel of the water-cooled heat exchanger, and the second port of the three-way valve is communicated with the inlet of the coolant flow channel of the second outdoor heat exchanger; The second outdoor heat exchanger and the third port of the three-way valve are in communication with the inlet of the coolant flow channel of the power unit heat exchanger.

4. The thermal management system according to claim 2, characterized in that: The power unit coolant circulation loop also includes an electric heater; The inlet of the coolant flow channel of the electric heater is communicated with the outlet of the coolant flow channel of the power device heat exchanger, and the outlet of the coolant flow channel of the electric heater is communicated with the inlet of the coolant flow channel of the water-cooled heat exchanger.

5. The thermal management system according to any one of claims 1 to 4, characterized in that: The refrigerant circulation loop further includes a battery branch; the battery branch includes an intermediate heat exchanger and a battery heat exchanger; The intermediate heat exchanger includes a first refrigerant flow channel and a second refrigerant flow channel that are independent of each other; One port of the refrigerant flow channel of the battery heat exchanger is in communication with the first port of the first refrigerant flow channel, and the other port is in communication with the first port of the second refrigerant flow channel; The refrigerant outlet of the compressor is in communication with the second port of the first refrigerant flow channel; The second port of the second refrigerant flow channel is communicated with the refrigerant inlet of the first throttle valve refrigerant.

6. The thermal management system according to claim 5, characterized in that: The battery branch circuit also includes a first refrigerant pipeline; One end of the first refrigerant pipeline is connected to the refrigerant outlet of the compressor, and the other end is connected to the second port of the first refrigerant flow channel; The first refrigerant pipeline includes a third stop valve, which is opened when the battery branch is used to perform heating management on the battery, so that the high-temperature and high-pressure refrigerant flowing out of the compressor refrigerant outlet flows to the first refrigerant flow channel.

7. The thermal management system according to claim 5, characterized in that: The outdoor heat exchange branch further includes a fourth stop valve; the refrigerant inlet of the fourth stop valve is connected to the refrigerant flow channel outlet of the first outdoor heat exchanger, and the refrigerant outlet of the fourth stop valve is connected to the refrigerant inlet of the compressor; The battery branch circuit also includes a second throttle valve and a second refrigerant pipeline; One port of the refrigerant flow channel of the battery heat exchanger is connected to the first port of the second refrigerant flow channel through the first throttle valve; The second port of the second refrigerant flow channel is connected to the outlet of the refrigerant flow channel of the first outdoor heat exchanger; The second port of the first refrigerant flow channel is connected to the refrigerant inlet of the compressor through the second refrigerant pipeline; The second refrigerant pipeline includes a fifth stop valve, which is opened when the battery branch is used to perform refrigeration management on the battery, so that the refrigerant flowing through the battery branch flows back to the compressor.

8. The thermal management system according to claim 7, characterized in that: The refrigerant circulation loop also includes a third throttle valve and a cabin evaporator; The refrigerant inlet of the third throttle valve is communicated with the outlet of the refrigerant flow passage of the first outdoor heat exchanger, and the refrigerant outlet of the third throttle valve is communicated with the inlet of the refrigerant flow passage of the cabin evaporator; The outlet of the cabin evaporator refrigerant flow channel is communicated with the refrigerant inlet of the compressor.

9. The thermal management system according to claim 5, characterized in that: The refrigerant circulation loop also includes a third refrigerant pipeline; One port of the third refrigerant pipeline is in communication with the second port of the second refrigerant flow channel, and the other port is in communication with the refrigerant inlet of the first throttle valve; The third refrigerant pipeline includes a sixth stop valve.

10. The thermal management system according to claim 9, characterized in that: The refrigerant circulation loop also includes a cabin condenser and a fourth throttle valve; The inlet of the refrigerant flow channel of the cabin condenser is connected to the outlet of the refrigerant flow channel of the compressor; The refrigerant flow channel inlet of the fourth throttle valve is communicated with the outlet of the refrigerant flow channel of the compressor, and the refrigerant flow channel outlet of the fourth throttle valve is communicated with the refrigerant flow channel inlet of the first throttle valve.

11. A vehicle, characterized in that: Comprising a thermal management system as claimed in any one of claims 1 to 10.

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