Vehicle thermal management system and heavy-duty truck

Abstract

The invention relates to the technical field of vehicle heat management, and discloses a vehicle heat management system and a heavy-duty lorry, the vehicle heat management system comprises an air conditioning system and a battery heat exchange system, the air conditioning system comprises a compressor, an outdoor heat exchanger, an indoor evaporator and an indoor condenser, and the outdoor heat exchanger is provided with a first opening and a second opening; the indoor evaporator is provided with a third opening and a fourth opening, the indoor condenser is provided with a fifth opening and a sixth opening, the first opening is selectively communicated with the third opening or the fifth opening, an outlet of the compressor is selectively communicated with the second opening or the sixth opening, and an inlet of the compressor is selectively communicated with the second opening or the fourth opening. The seventh opening is selectively communicated with the first opening, and the eighth opening is selectively communicated with an inlet of the compressor or an outlet of the compressor. The technical problems that the number of overlapped functional parts of a heat integration management system is large, the system structure is complex, and refrigerants of an air conditioning system cannot be used for battery heat dissipation are solved.

Description

Technical Field

[0001] The present application relates to the field of vehicle thermal management technology, and in particular to a vehicle thermal management system and a heavy-duty truck. Background Art

[0002] With the development and maturity of new energy vehicles, the application of thermal integrated management systems in new energy vehicles is becoming more and more extensive. The thermal integrated management system integrates all the distributed heat energy consumption units on the vehicle and arranges and manages them in a unified manner. The thermal integrated management system controls the temperature of each system from the perspective of the entire vehicle, absorbs heat from the environment and waste heat, and improves the cruising range of new energy vehicles. However, in related technologies, the thermal integrated management system has many overlapping functional parts, a complex system architecture, and the refrigerant of the air-conditioning system cannot be used for battery heat dissipation. Summary of the invention

[0003] The present application provides a vehicle thermal management system and a heavy-duty truck, which solve the technical problems of the thermal integrated management system having many overlapping functional parts, a complex system architecture, and the refrigerant of the air-conditioning system being unable to be used for battery heat dissipation, thereby achieving the technical effect of improving the operating efficiency of the thermal management system.

[0004] In order to achieve the above objectives, the main technical solutions adopted in this application include:

[0005] In a first aspect, an embodiment of the present application provides a vehicle thermal management system including an air-conditioning system and a battery heat exchange system, the air-conditioning system including a compressor, an outdoor heat exchanger, an indoor evaporator and an indoor condenser, the compressor having an inlet and an outlet, the outdoor heat exchanger having a first opening and a second opening, the indoor evaporator having a third opening and a fourth opening, the indoor condenser having a fifth opening and a sixth opening, the first opening being selectively connected to the third opening or the fifth opening, the outlet of the compressor being selectively connected to the second opening or the sixth opening, the inlet of the compressor being selectively connected to the second opening or the fourth opening, the battery heat exchange system including a battery pack liquid cooling plate, the battery pack liquid cooling plate having a seventh opening and an eighth opening, the seventh opening being selectively connected to the first opening, and the eighth opening being selectively connected to the inlet of the compressor or the outlet of the compressor.

[0006] The battery heat exchange system in the vehicle thermal management system proposed in the embodiment of the present application includes a battery pack liquid cooling plate, and the battery pack liquid cooling plate has a seventh opening and an eighth opening. The seventh opening can be selectively connected to the first opening, and the eighth opening can be selectively connected to the inlet of the compressor or the outlet of the compressor, so that the refrigerant of the vehicle air-conditioning system can selectively flow into the battery pack liquid cooling plate. If the temperature of the battery pack is too high, it can be cooled by the refrigerant of the air-conditioning system. If the temperature of the battery pack is too low, it can be heated by the refrigerant of the air-conditioning system, thereby improving the utilization rate of components, reducing the setting of duplicate functional components, reducing the manufacturing cost of the vehicle thermal management system, improving the assembly efficiency of the vehicle thermal management system, reducing the use of vehicle energy consumption, and improving the vehicle's cruising range.

[0007] Optionally, the vehicle thermal management system includes a first channel, two ends of the first channel are respectively connected to the inlet of the compressor and the second opening, and a first on-off valve is arranged on the first channel. The vehicle thermal management system also includes a second channel, a first sub-channel and a second sub-channel, one end of the second channel is connected to the outlet of the compressor, two ends of the first sub-channel are respectively connected to the other end of the second channel and the sixth opening, two ends of the second sub-channel are respectively connected to the other end of the second channel and the eighth opening, and a second on-off valve is arranged on the second channel.

[0008] By introducing the first channel, the second channel, the first sub-channel and the second sub-channel, the thermal management system can flexibly switch between different working modes. The setting of these channels allows the system to selectively connect or disconnect different components according to actual needs, thereby realizing diversified heat management strategies, and enabling the refrigerant of the vehicle's air-conditioning system to selectively flow into the battery pack liquid cold plate. If the battery pack temperature is too low, it can be heated by the refrigerant of the air-conditioning system, thereby improving the utilization rate of components, reducing the setting of duplicate functional components, reducing the manufacturing cost of the vehicle thermal management system, improving the assembly efficiency of the vehicle thermal management system, reducing the use of vehicle energy consumption, and increasing the vehicle's cruising range.

[0009] Optionally, the vehicle thermal management system also includes a third channel, a fourth channel and a fifth channel, the two ends of the third channel are respectively connected to the first opening and the seventh opening, the two ends of the fourth channel are respectively connected to the third opening and the third channel, the two ends of the fifth channel are respectively connected to the fifth opening and the third channel, a portion of the third channel located between the connection between the fifth channel and the third channel and the seventh opening is provided with a first expansion valve, the fourth channel is provided with a second expansion valve, and the fifth channel is provided with a third expansion valve.

[0010] The third channel is provided with a first expansion valve at the part between the connection between the fifth channel and the third channel and the seventh opening, the fourth channel is provided with a second expansion valve, and the fifth channel is provided with a third expansion valve, which can change the pressure, temperature and form of the refrigerant accordingly, so that the refrigerant flows into the outdoor heat exchanger, indoor evaporator, indoor condenser or battery pack liquid cold plate in a suitable form, and performs heat absorption or heat release functions on each component accordingly, optimizes the thermal management strategy, and ensures that the best thermal management effect can be achieved under various working conditions. Moreover, through the setting of each channel and each expansion valve, the system can adjust the heat and transmission path of the refrigerant according to actual needs, expand the adaptability and response speed of the system, reduce energy waste, and improve the overall energy utilization efficiency.

[0011] Optionally, the vehicle thermal management system also includes a motor heat exchange system, which includes a motor heat exchange unit, an electronically controlled heat exchange unit, a radiator and a first water pump, and the motor heat exchange unit, the electronically controlled heat exchange unit, the radiator and the first water pump are all connected end to end through connecting pipes.

[0012] The motor heat exchange unit, the electronic control heat exchange unit, the radiator and the first water pump are all connected end to end through connecting pipes. When the temperature of the motor or the electronic control is too high, the coolant can be used to reduce the temperature of the motor or the electronic control to improve the working efficiency of the motor or the electronic control.

[0013] Optionally, the motor heat exchange system also includes a water-cooled condenser, which is mounted on the first channel to exchange heat with the refrigerant in the first channel. One end of the water-cooled condenser can be selectively connected to one end of the first water pump and one end of the radiator, and the other end of the water-cooled condenser is respectively connected to the other end of the radiator and one end of the motor heat exchange part.

[0014] One end of the water-cooled condenser can be selectively connected to one end of the first water pump and one end of the radiator, and the other end of the water-cooled condenser is respectively connected to the other end of the radiator and one end of the motor heat exchange part. On the one hand, when the temperature of the vehicle motor or electronic control is too high, the water-cooled condenser and the radiator can effectively reduce the temperature of the coolant and reduce the temperature of the motor or electronic control. On the other hand, the system can adjust the cooling path as needed to optimize the cooling effect.

[0015] Optionally, the motor heat exchange system further includes an electric heating module, and two ends of the electric heating module are respectively connected to the other end of the first water pump and one end of the electric-controlled heat exchange unit.

[0016] The two ends of the electric heating module are respectively connected to the other end of the first water pump and one end of the electrically controlled heat exchange unit. The electric heating module can quickly convert electrical energy into thermal energy, and through the connection with the first water pump and the electrically controlled heat exchange unit, the coolant can be quickly heated. In a cold environment, the refrigerant can absorb heat from the water-cooled condenser, thereby improving the overall efficiency of the system.

[0017] Optionally, one end of the water-cooled condenser, one end of the first water pump and one end of the radiator are connected through a three-way valve.

[0018] The three-way valve can distribute the fluid to different pipes to achieve diversion control. The coolant can flow from the first water pump to the radiator or water-cooled condenser. The water-cooled condenser, the first water pump and the radiator are connected by the three-way valve to form a compact and efficient thermal management system. This integrated design reduces the number of internal parts of the car, and also eliminates the connecting pipes between parts, optimizes the pipe connection method, saves space inside the vehicle, facilitates the rapid assembly of the vehicle, and reduces production costs.

[0019] Optionally, the vehicle thermal management system also includes a sixth channel and a seventh channel, one end of the sixth channel is connected to the first channel and is located between the second opening and the first on-off valve, the other end of the sixth channel is connected to the second channel and is located between the outlet of the compressor and the second on-off valve, the sixth channel is provided with a third on-off valve, one end of the seventh channel is connected to the eighth opening, the other end of the seventh channel is connected to the inlet of the compressor, and the seventh channel is also provided with a fourth on-off valve.

[0020] One end of the seventh channel is connected to the eighth opening, and the other end of the seventh channel is connected to the inlet of the compressor. The seventh channel is also provided with a fourth on-off valve. The refrigerant can flow out of the battery pack liquid cold plate through the seventh channel and enter the compressor to complete the refrigeration cycle, so that the refrigerant and compressor of the air-conditioning system can be applied to the battery heat exchange system, reducing the setting of the same components in the thermal management system and reducing the manufacturing and use costs of the thermal management system.

[0021] In a second aspect, an embodiment of the present application further provides a heavy-duty truck, the heavy-duty truck comprising the vehicle thermal management system of any one of the embodiments of the present application.

[0022] The heavy-duty truck proposed in the embodiment of the present application includes a vehicle thermal management system. The battery heat exchange system of the vehicle thermal management system includes a battery pack liquid cooling plate. The battery pack liquid cooling plate has a seventh opening and an eighth opening. The seventh opening can be selectively connected to the first opening, and the eighth opening can be selectively connected to the inlet of the compressor or the outlet of the compressor, so that the refrigerant of the vehicle air-conditioning system can selectively flow into the battery pack liquid cooling plate. If the temperature of the battery pack is too high, it can be cooled by the refrigerant of the air-conditioning system. If the temperature of the battery pack is too low, it can be heated by the refrigerant of the air-conditioning system. This improves the utilization rate of components, reduces the setting of duplicate functional components, reduces the manufacturing cost of the vehicle thermal management system, improves the assembly efficiency of the vehicle thermal management system, reduces the use of vehicle energy consumption, and increases the vehicle's cruising range.

[0023] Optionally, the heavy-duty truck includes a power motor, and the peak power of the power motor is not less than 300KW.

[0024] The peak power of the power motor is not less than 300KW, which can effectively and quickly increase the temperature of the coolant, and then transfer the heat to the refrigerant, optimize the heating strategy of the thermal management system of the heavy-duty truck, reduce the component design of the thermal management system of the heavy-duty truck, and reduce the manufacturing cost of the thermal management system of the heavy-duty truck. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0026] Figure 1 A schematic diagram of the structure of a vehicle thermal management system provided in one embodiment of the present application;

[0027] Figure 2 A schematic diagram of the structure of a vehicle thermal management system provided in one embodiment of the present application;

[0028] Figure 3 A schematic diagram of the structure of a vehicle thermal management system provided in one embodiment of the present application;

[0029] Figure 4 A schematic diagram of the structure of working mode 1 of a vehicle thermal management system provided by an embodiment of the present application;

[0030] Figure 5 A schematic diagram of the structure of the working mode 2 of the vehicle thermal management system provided by an embodiment of the present application;

[0031] Figure 6 A schematic diagram of the structure of the working mode 3 of the vehicle thermal management system provided by an embodiment of the present application;

[0032] Figure 7 A schematic diagram of the structure of the working mode 4 of the vehicle thermal management system provided by an embodiment of the present application;

[0033] Figure 8 A structural diagram of working mode 5 of a vehicle thermal management system provided in one embodiment of the present application;

[0034] Fig. 9 A schematic diagram of the structure of the working mode 6 of the vehicle thermal management system provided by one embodiment of the present application;

[0035] Fig.10 A structural diagram of working mode 7 of a vehicle thermal management system provided in one embodiment of the present application;

[0036] Fig.11 A schematic diagram of the structure of working mode 8 of a vehicle thermal management system provided by an embodiment of the present application;

[0037] Fig.12 A structural diagram of working mode nine of a vehicle thermal management system provided by an embodiment of the present application;

[0038] Fig.13 A schematic diagram of the structure of a working mode 10 of a vehicle thermal management system provided in an embodiment of the present application;

[0039] Fig.14 A schematic diagram of the structure of an eleventh working mode of a vehicle thermal management system provided by an embodiment of the present application;

[0040] Fig.15 A schematic diagram of the structure of a twelve-step operation mode of a vehicle thermal management system provided in an embodiment of the present application;

[0041] Fig.16 A schematic diagram of the structure of a thirteenth working mode of a vehicle thermal management system provided in an embodiment of the present application;

[0042] Fig.17 A structural diagram of a fourteenth working mode of a vehicle thermal management system provided in an embodiment of the present application;

[0043] Fig.18 A structural diagram of a fifteenth working mode of a vehicle thermal management system provided in an embodiment of the present application;

[0044] Fig.19 A schematic diagram of the structure of a sixteenth working mode of a vehicle thermal management system provided in an embodiment of the present application;

[0045] Fig. 20 A structural diagram of a seventeenth working mode of a vehicle thermal management system provided in an embodiment of the present application;

[0046] Fig.21 A schematic diagram of the structure of an eighteenth working mode of a vehicle thermal management system provided by an embodiment of the present application;

[0047] Fig. 22 A structural diagram of a nineteenth working mode of a vehicle thermal management system provided in an embodiment of the present application;

[0048] Fig.23 A schematic diagram of the structure of working mode 20 of a vehicle thermal management system provided by an embodiment of the present application;

[0049] Fig.24 A schematic diagram of the structure of working mode 21 of a vehicle thermal management system provided in one embodiment of the present application;

[0050] Fig.25This is a structural diagram of working mode 22 of a vehicle thermal management system provided in one embodiment of the present application.

[0051] [Description of Reference Numerals]

[0052] Thermal management system 100;

[0053] Compressor 120; inlet 121; outlet 122;

[0054] Outdoor heat exchanger 130; first opening 131; second opening 132;

[0055] Indoor evaporator 140; third opening 141; fourth opening 142;

[0056] Indoor condenser 150; fifth opening 151; sixth opening 152;

[0057] Battery pack liquid cooling plate 160; seventh opening 161; eighth opening 162;

[0058] Fan 170;

[0059] Blower 180;

[0060] First channel 190; first cut-off valve 191;

[0061] Second channel 200; second cut-off valve 201; first sub-channel 210; second sub-channel 220;

[0062] A third channel 230; a first expansion valve 232;

[0063] Fourth channel 240; second expansion valve 241;

[0064] Fifth channel 250; third expansion valve 251;

[0065] Motor heat exchange unit 260; electric control heat exchange unit 270; radiator 280; first water pump 290;

[0066] Water-cooled condenser 300; three-way valve 310;

[0067] Sixth channel 320; third cut-off valve 321;

[0068] Seventh channel 330; fourth cut-off valve 331;

[0069] Expansion water tank 340;

[0070] Gas-liquid separator 350;

[0071] A first temperature sensor 360; a first pressure sensor 370;

[0072] A second temperature sensor 380;

[0073] A third temperature sensor 390;

[0074] A first pressure and temperature sensor 400; a second pressure and temperature sensor 410; a third pressure and temperature sensor 420; a fourth pressure and temperature sensor 430;

[0075] Electric heating module 440;

[0076] Cab 450. DETAILED DESCRIPTION

[0077] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0078] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as those commonly understood by technicians in the technical field of this application; the terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" in the specification and claims of this application and the above-mentioned drawings and any variations thereof are intended to cover non-exclusive inclusions. The terms "first", "second", etc. in the specification and claims of this application or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order or a primary and secondary relationship.

[0079] Reference to "embodiments" in this application means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments.

[0080] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "attached" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0081] The term "and / or" in this application is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this application generally indicates that the associated objects before and after are in an "or" relationship.

[0082] The term "multiple" as used in this application refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple sheets" refers to more than two sheets (including two sheets).

[0083] With the development and maturity of new energy vehicles, the application of thermal integrated management systems in new energy vehicles is becoming more and more extensive. Integrated thermal management is to integrate all the distributed thermal energy consumption units on the whole vehicle and arrange and manage them in a unified manner. One is the integration of the same functional parts, and the other is the integration of layout. All thermal management components are centrally arranged to make a modular design. The last is the integration of control. The temperature of each system is controlled from the perspective of vehicle energy management, and energy is absorbed from the environment and waste heat as much as possible. It can greatly improve the range of new energy vehicles and is an important core technology of new energy vehicles.

[0084] At present, the cooling or heating systems of most new energy commercial vehicles are independent systems. The air conditioning circuit and the battery circuit are connected in parallel through a heat exchanger, and the motor cooling circuit is an independent circuit and does not participate in the coupling. In the existing integrated thermal management architecture, functional parts overlap and there are many components. It is common for multiple components to achieve the same function, so the number of parts can be reduced and the architecture can be simplified by integrating the same functional parts. At present, the demand for battery cooling in new energy vehicles is mainly met by independent condensers, but the indirect cooling of water through the condenser and the heat exchange of the battery through water will cause a large heat loss. At the same time, there must be a sufficient temperature difference between the water and the battery for cooling and cooling, and the heat exchange efficiency is too low. This leads to increased energy consumption of the entire vehicle and reduced cruising range. If this part can be optimized in the integrated thermal management system, the thermal management efficiency of the entire vehicle will be greatly improved.

[0085] In the related art, the thermal integrated management system has many overlapping functional parts and a complex system architecture, and the refrigerant of the air-conditioning system cannot be used for battery heat dissipation.

[0086] In view of this, some embodiments of the present application provide a vehicle thermal management system and a heavy-duty truck, wherein the vehicle thermal management system includes an air conditioning system and a battery heat exchange system.

[0087] The air conditioning system includes a compressor, an outdoor heat exchanger, an indoor evaporator and an indoor condenser, the compressor having an inlet and an outlet, the outdoor heat exchanger having a first opening and a second opening, the indoor evaporator having a third opening and a fourth opening, the indoor condenser having a fifth opening and a sixth opening, the first opening being selectively connected to the third opening or the fifth opening, the outlet of the compressor being selectively connected to the second opening or the sixth opening, the inlet of the compressor being selectively connected to the second opening or the fourth opening, the battery heat exchange system including a battery pack liquid cooling plate, the battery pack liquid cooling plate having a seventh opening and an eighth opening, the seventh opening being selectively connected to the first opening, and the eighth opening being selectively connected to the inlet of the compressor or the outlet of the compressor.

[0088] In the above scheme, the battery heat exchange system includes a battery pack liquid cooling plate, and the battery pack liquid cooling plate has a seventh opening and an eighth opening. The seventh opening can be selectively connected to the first opening, and the eighth opening can be selectively connected to the inlet of the compressor or the outlet of the compressor, so that the refrigerant of the vehicle air-conditioning system can selectively flow into the battery pack liquid cooling plate. If the temperature of the battery pack is too high, it can be cooled by the refrigerant of the air-conditioning system. If the temperature of the battery pack is too low, it can be heated by the refrigerant of the air-conditioning system, thereby improving the utilization rate of components, reducing the setting of duplicate functional components, reducing the manufacturing cost of the vehicle thermal management system, improving the assembly efficiency of the vehicle thermal management system, reducing the use of vehicle energy consumption, and improving the vehicle's cruising range.

[0089] For the convenience of description, the following embodiments are described by taking a vehicle thermal management system according to an embodiment of the present application as an example.

[0090] Please refer to Figures 1 to 3 , Figure 1 A schematic diagram of the structure of a vehicle thermal management system 100 provided in one embodiment of the present application; Figure 2 A schematic diagram of the structure of a vehicle thermal management system 100 provided in one embodiment of the present application; Figure 3 A schematic diagram of the structure of a vehicle thermal management system 100 provided in one embodiment of the present application.

[0091] In this embodiment, the vehicle thermal management system 100 includes an air conditioning system and a battery heat exchange system. The air conditioning system includes a compressor 120, an outdoor heat exchanger 130, an indoor evaporator 140, and an indoor condenser 150. The compressor 120 has an inlet 121 and an outlet 122. The outdoor heat exchanger 130 has a first opening 131 and a second opening 132. The indoor evaporator 140 has a third opening 141 and a fourth opening 142. The indoor condenser 150 has a fifth opening 151 and a sixth opening 152. The first opening 131 can be selectively connected to the third opening 141. Or the fifth opening 151, the outlet 122 of the compressor 120 is selectively connected to the second opening 132 or the sixth opening 152, the inlet 121 of the compressor 120 is selectively connected to the second opening 132 or the fourth opening 142, the battery heat exchange system includes a battery pack liquid cooling plate 160, the battery pack liquid cooling plate 160 has a seventh opening 161 and an eighth opening 162, the seventh opening 161 is selectively connected to the first opening 131, and the eighth opening 162 is selectively connected to the inlet 121 of the compressor 120 or the outlet 122 of the compressor 120.

[0092] The compressor 120 can work on the low-temperature, low-pressure gaseous refrigerant, so that the low-temperature, low-pressure gaseous refrigerant is converted into a high-temperature, high-pressure gaseous refrigerant. The compressor 120 has an inlet 121 and an outlet 122. The low-temperature, low-pressure gaseous refrigerant enters the compressor 120 from the inlet 121, and then exits the compressor 120 from the outlet 122 in the form of a high-temperature, high-pressure gaseous state. The outdoor heat exchanger 130 has a first opening 131 and a second opening 132. The refrigerant can enter the outdoor heat exchanger 130 from the first opening 131 or the second opening 132, and release heat or absorb heat in the outdoor heat exchanger 130. The indoor evaporator 140 has a third opening 141 and a fourth opening 142. The refrigerant can enter the indoor evaporator 140 from the third opening 141 or the fourth opening 142. The indoor evaporator 140 can absorb heat and vaporize the liquid refrigerant, which can reduce the temperature in the environment. The indoor condenser 150 has a fifth opening 151 and a sixth opening 152 . The refrigerant can enter the indoor condenser 150 from the fifth opening 151 or the sixth opening 152 . The indoor condenser 150 can liquefy the gaseous refrigerant to release heat and then increase the ambient temperature.

[0093] The first opening 131 can be selectively connected to the third opening 141 or the fifth opening 151, and the refrigerant can flow out of the outdoor heat exchanger 130 from the first opening 131 of the outdoor heat exchanger 130, enter the indoor evaporator 140 from the third opening 141, or enter the indoor condenser 150 from the fifth opening 151. Depending on the usage scenario, the first opening 131 can be selectively connected to the third opening 141 or the fifth opening 151, that is, the refrigerant flowing out of the first opening 131 of the outdoor heat exchanger 130 can selectively enter the indoor evaporator 140 or the outdoor heat exchanger 130. The outlet 122 of the compressor 120 can be selectively connected to the second opening 132 or the sixth opening 152, and the inlet 121 of the compressor 120 can be selectively connected to the second opening 132 or the fourth opening 142. That is to say, the refrigerant can exit the outdoor heat exchanger 130 from the second opening 132 of the outdoor heat exchanger 130, and then enter the compressor 120 from the inlet 121 of the compressor 120. After being compressed by the compressor 120, the refrigerant becomes a high-temperature and high-pressure gaseous refrigerant, and then exits the compressor 120 from the outlet 122 of the compressor 120, and then enters the indoor condenser 150 from the sixth opening 152 of the indoor condenser 150. It can be understood that the refrigerant can also leave the indoor evaporator 140 from the fourth opening 142 of the indoor evaporator 140, and then enter the indoor evaporator 140 from the inlet 121 of the compressor 120. After being compressed and worked by the compressor 120, it becomes a high-temperature and high-pressure gaseous refrigerant. The refrigerant can then leave the compressor 120 from the outlet 122 of the compressor 120, and then the refrigerant can enter the outdoor heat exchanger 130 from the second outlet 122 of the outdoor heat exchanger 130, and the refrigerant can release heat in the outdoor heat exchanger 130.

[0094] The vehicle thermal management system 100 further includes a battery pack liquid cooling plate 160, which has a seventh opening 161 and an eighth opening 162, and the refrigerant can flow into or out of the battery pack liquid cooling plate 160 from the seventh opening 161 or the eighth opening 162. The seventh opening 161 can be selectively connected to the first opening 131, and the eighth opening 162 can be selectively connected to the inlet 121 of the compressor 120 or the outlet 122 of the compressor 120. It can be understood that the refrigerant can exit the outdoor heat exchanger 130 from the first outlet 122 of the outdoor heat exchanger 130, and then enter the battery pack liquid cooling plate 160 from the seventh inlet 121, and exit the battery pack liquid cooling plate 160 from the eighth outlet 122 of the battery pack liquid cooling plate 160. The refrigerant can absorb heat in the battery pack liquid cooling plate 160. When the temperature of the battery pack is too high, the battery pack can be cooled. The refrigerant can also release heat in the battery pack liquid cooling plate 160. When the temperature of the battery pack is too low, the battery pack can be appropriately heated to make the operating temperature of the battery pack suitable.

[0095] Specifically, the battery heat exchange system includes a battery pack liquid cooling plate 160, and the battery pack liquid cooling plate 160 has a seventh opening 161 and an eighth opening 162. The seventh opening 161 can be selectively connected to the first opening 131, and the eighth opening 162 can be selectively connected to the inlet 121 of the compressor 120 or the outlet 122 of the compressor 120, so that the refrigerant of the vehicle air-conditioning system can selectively flow into the battery pack liquid cooling plate 160. If the temperature of the battery pack is too high, it can be cooled by the refrigerant of the air-conditioning system. If the temperature of the battery pack is too low, it can be heated by the refrigerant of the air-conditioning system, thereby improving the utilization rate of components, reducing the setting of duplicate functional components, reducing the manufacturing cost of the vehicle thermal management system 100, improving the assembly efficiency of the vehicle thermal management system 100, reducing the use of vehicle energy consumption, and improving the vehicle's cruising range.

[0096] Please refer to Figures 1 to 3 In this embodiment, the vehicle thermal management system 100 includes a first channel 190, and the two ends of the first channel 190 are respectively connected to the inlet 121 of the compressor 120 and the second opening 132, and a first shut-off valve 191 is arranged on the first channel 190. The vehicle thermal management system 100 also includes a second channel 200, a first sub-channel 210 and a second sub-channel 220, one end of the second channel 200 is connected to the outlet 122 of the compressor 120, the two ends of the first sub-channel 210 are respectively connected to the other end of the second channel 200 and the sixth opening 152, the two ends of the second sub-channel 220 are respectively connected to the other end of the second channel 200 and the eighth opening 162, and a second shut-off valve 201 is arranged on the second channel 200.

[0097] The vehicle thermal management system 100 includes a first channel 190, and both ends of the first channel 190 are respectively connected to the second outlet 122 of the outdoor heat exchanger 130 and the inlet 121 of the compressor 120, so that the refrigerant can exit the outdoor heat exchanger 130 from the second outlet 122 of the outdoor heat exchanger 130, and then enter the compressor 120 from the inlet 121 of the compressor 120. A first cut-off valve 191 is provided on the first channel 190, and the first cut-off valve 191 can control the opening and closing of the first channel 190 to block the refrigerant from entering the compressor 120 from the first channel 190. The vehicle thermal management system 100 also includes a second channel 200, one end of which can be connected to the outlet 122 of the compressor 120. The vehicle thermal management system 100 also includes a first sub-channel 210 and a second sub-channel 220. The two ends of the first sub-channel 210 are respectively connected to the sixth opening 152 of the indoor condenser 150 and the other end of the second channel 200, and the two ends of the second sub-channel 220 are respectively connected to the other end of the second channel 200 and the eighth opening of the battery pack liquid cooling plate 160. The refrigerant can exit the compressor 120 from the outlet 122 of the compressor 120. At this time, the refrigerant is in a high-temperature and high-pressure gaseous state. Then, the high-temperature and high-pressure gaseous refrigerant can enter the indoor condenser 150 through the first sub-channel 210 or enter the battery pack liquid cooling plate 160 through the second sub-channel 220 to liquefy the refrigerant and release heat, thereby increasing the temperature of the corresponding indoor condenser 150 or the battery pack liquid cooling plate 160 to achieve a warming effect.

[0098] A second cut-off valve 201 is also provided on the second channel 200 . By controlling the opening and closing of the second cut-off valve 201 , the refrigerant can enter the first sub-channel 210 or the second sub-channel 220 from the second cut-off valve 201 .

[0099] Specifically, by introducing the first channel 190, the second channel 200, the first sub-channel 210 and the second sub-channel 220, the thermal management system 100 can be flexibly switched between different working modes. The setting of these channels allows the system to selectively connect or disconnect different components according to actual needs, thereby realizing diversified thermal management strategies, and enabling the refrigerant of the vehicle air-conditioning system to selectively flow into the battery pack liquid cooling plate 160. If the battery pack temperature is too low, it can be heated by the refrigerant of the air-conditioning system, thereby improving the utilization rate of components, reducing the setting of duplicate functional components, reducing the manufacturing cost of the vehicle thermal management system 100, improving the assembly efficiency of the vehicle thermal management system 100, reducing the use of vehicle energy consumption, and improving the vehicle's cruising range.

[0100] Please refer to Figures 1 to 3In the present embodiment, the vehicle thermal management system 100 further includes a third channel 230, a fourth channel 240 and a fifth channel 250, the two ends of the third channel 230 are respectively connected to the first opening 131 and the seventh opening 161, the two ends of the fourth channel 240 are respectively connected to the third opening 141 and the third channel 230, the two ends of the fifth channel are respectively connected to the fifth opening 151 and the third channel 230, a first expansion valve 232 is provided in a portion of the third channel 230 located between the connection between the fifth channel 250 and the third channel 230 and the seventh opening 161, the fourth channel 240 is provided with a second expansion valve 241, and the fifth channel 250 is provided with a third expansion valve 251.

[0101] The two ends of the third channel 230 are connected to the first opening 131 and the seventh opening 161, respectively. For example, the refrigerant can exit the outdoor heat exchanger 130 from the first opening 131 of the outdoor heat exchanger 130, and then the refrigerant enters the third channel 230. The refrigerant can enter the seventh opening 161 from the third channel 230, and then enter the battery pack liquid cold plate 160 from the seventh opening 161. The two ends of the fourth channel 240 are connected to the third channel 230 with the third opening 141, respectively, and the two ends of the fifth channel 250 are connected to the third channel 230 with the fifth opening 151, respectively. That is, the refrigerant flowing into the third channel 230 can also flow into the fourth channel 240, and then flow into the third opening 141 of the indoor evaporator 140 from the fourth channel 240. The refrigerant can also enter the fifth channel 250 from the fifth opening 151 of the indoor condenser 150, and then flow into the third channel 230 from the fifth channel 250, and then enter the first opening 131 of the outdoor heat exchanger 130 from the third channel 230.

[0102] A first expansion valve 232 is provided between the connection between the fifth channel 250 and the third channel 230 and the seventh opening 161, and the first expansion valve 232 is provided on the third channel 230. That is to say, the first expansion valve 232 can determine whether the refrigerant can flow from the third channel 230 to the battery pack liquid cold plate 160, and on the other hand, the refrigerant enters the third channel 230 from the first opening 131 of the outdoor heat exchanger 130, and then passes through the first expansion valve 232, and absorbs heat through expansion of the first expansion valve 232, so that the refrigerant is converted from a high-temperature and high-pressure liquid or a medium-temperature and high-pressure liquid to a low-temperature and low-pressure liquid, and then enters the battery pack liquid cold plate 160, and then evaporates and absorbs heat in the battery pack liquid cold plate 160, so that the temperature of the battery pack is reduced.

[0103] The second expansion valve 241 is arranged on the fourth channel 240. The refrigerant enters the third channel 230 from the first opening 131 of the outdoor heat exchanger 130, and then enters the fourth channel 240 from the third channel 230. Since the second expansion valve 241 is arranged on the fourth channel 240, the refrigerant is transformed from a high-temperature and high-pressure liquid or a medium-temperature and high-pressure liquid into a low-temperature and low-pressure liquid when passing through the second expansion valve 241, and enters the indoor evaporator 140 to evaporate and absorb heat, thereby reducing the temperature of the environment where the indoor evaporator 140 is located. In addition, the third expansion valve 251 can also control whether the refrigerant is opened or closed in the fourth channel 240, thereby controlling whether the refrigerant flows into the indoor evaporator 140.

[0104] The third expansion valve 251 is disposed on the fifth channel 250, and the third expansion valve 251 can control the opening and closing of the fifth channel 250, and further control whether the refrigerant flows through the fifth channel 250. The refrigerant can exit the indoor condenser 150 from the fifth opening 151 of the indoor condenser 150, and then enter the fifth channel 250. When the refrigerant passes through the third expansion valve 251, it is converted from a high-temperature and high-pressure liquid state to a low-temperature and low-pressure gas state.

[0105] Specifically, the third channel 230 is provided with a first expansion valve 232 at the portion between the connection between the fifth channel 250 and the third channel 230 and the seventh opening 161, the fourth channel 240 is provided with a second expansion valve 241, and the fifth channel 250 is provided with a third expansion valve 251, which can change the pressure, temperature and form of the refrigerant accordingly, so that the refrigerant flows into the outdoor heat exchanger 130, the indoor evaporator 140, the indoor condenser 150 or the battery pack liquid cold plate 160 in a suitable form, and performs heat absorption or heat release functions on each component accordingly, optimizes the thermal management strategy, and ensures that the best thermal management effect can be achieved under various working conditions. Moreover, through the setting of each channel and each expansion valve, the system can adjust the heat and transmission path of the refrigerant according to actual needs, expand the adaptability and response speed of the system, reduce energy waste, and improve the overall energy utilization efficiency.

[0106] Please refer to Figures 1 to 3 In this embodiment, the vehicle thermal management system 100 also includes a motor heat exchange system, which includes a motor heat exchange unit 260, an electronically controlled heat exchange unit 270, a radiator 280 and a first water pump 290. The motor heat exchange unit 260, the electronically controlled heat exchange unit 270, the radiator 280 and the first water pump 290 are all connected end to end through connecting pipes.

[0107] The vehicle thermal management system 100 also includes a motor heat exchange system, which is used to cool the temperature of the motor and the electronic control. The motor heat exchange system includes a motor heat exchange unit 260, an electronic control heat exchange unit 270, a radiator 280 and a first water pump 290. The motor heat exchange unit 260 is connected to the motor for motor heat exchange, and the electronic control heat exchange unit 270 is connected to the electronic control for electronic control heat exchange. The motor heat exchange unit 260, the electronic control heat exchange unit 270, the radiator 280 and the first water pump 290 are all connected end to end through connecting pipes, that is, the first water pump 290 can circulate the coolant (generally cooling water) on the connecting pipe to dissipate heat for the motor or the electronic control.

[0108] Specifically, the motor heat exchange unit 260, the electronic control heat exchange unit 270, the radiator 280 and the first water pump 290 are all connected end to end through connecting pipes. When the temperature of the motor or the electronic control is too high, the coolant can be used to reduce the temperature of the motor or the electronic control, thereby improving the working efficiency of the motor or the electronic control.

[0109] Please refer to Figures 1 to 3 In this embodiment, the motor heat exchange system also includes a water-cooled condenser 300, which is mounted on the first channel 190 to perform heat exchange with the refrigerant in the first channel 190. One end of the water-cooled condenser 300 can be selectively connected to the other end of the first water pump 290 and one end of the radiator 280, and the other end of the water-cooled condenser 300 is respectively connected to the other end of the radiator 280 and one end of the motor heat exchange part 260.

[0110] The motor heat exchange system also includes a water-cooled condenser 300, which is sleeved on the first channel 190. The water-cooled condenser 300 is used to absorb the high-temperature cooling water in the motor heat exchange system. After the cooling water dissipates heat to the motor or the electronic control, the temperature of the cooling water in the motor heat exchange system will increase, and then pass through the water-cooled condenser 300, and the water-cooled condenser 300 can reduce the temperature of the cooling water. Exemplarily, the water-cooled condenser 300 may include a heat sink to absorb the heat of the cooling water and effectively transfer the heat to the surrounding environment. After absorbing the heat in the cooling water, the water-cooled condenser 300 can also transfer the heat in the cooling water to the refrigerant in the first channel 190, and then perform heat exchange with the refrigerant in the first channel 190.

[0111] One end of the water-cooled condenser 300 can be selectively connected to one end of the first water pump 290 and one end of the radiator 280, and the coolant can flow from the first water pump 290 to the water-cooled condenser 300 or from the first water pump to the radiator 280. The other end of the water-cooled condenser 300 is respectively connected to the other end of the radiator 280 and one end of the motor heat exchange part 260. It can be understood that the coolant can flow from the first water pump 290 to the radiator 280, and the radiator 280 is used to dissipate the heat of the coolant and reduce the temperature of the coolant. After the coolant flows out of the radiator 280, it enters the motor heat exchange part 260 and the electric control heat exchange part 270 to dissipate the heat of the motor or the electric control of the vehicle. The coolant can also flow from the first water pump 290 to the water-cooled condenser 300, and then flow from the water-cooled condenser 300 into the motor heat exchange part 260 and the electric control heat exchange part 270 to dissipate the heat of the motor and the electric control. The coolant can also flow from the first water pump 290 into the water-cooled condenser 300 and the radiator 280 at the same time to enhance the heat dissipation effect of the coolant, and then flow from the water-cooled condenser 300 and the radiator 280 to the motor heat exchange part 260 and the electronic control heat exchange part 270 to dissipate heat for the vehicle's motor and electronic control.

[0112] Specifically, one end of the water-cooled condenser 300 can be selectively connected to one end of the first water pump 290 and one end of the radiator 280, and the other end of the water-cooled condenser 300 is respectively connected to the other end of the radiator 280 and one end of the motor heat exchange part 260. On the one hand, when the temperature of the vehicle motor or electronic control is too high, the water-cooled condenser 300 and the radiator 280 can effectively reduce the temperature of the coolant, thereby reducing the temperature of the motor or electronic control. On the other hand, the system can adjust the cooling path as needed to optimize the cooling effect.

[0113] Please refer to Figures 1 to 3 In this embodiment, the motor heat exchange system further includes an electric heating module 440 , and two ends of the electric heating module 440 are respectively connected to the other end of the first water pump 290 and one end of the electric control heat exchange unit 270 .

[0114] The motor heat exchange system can also be set as an electric heating module 440. For example, the electric heating module 440 can include a PTC heater. The two ends of the electric heating module 440 are respectively connected to the other end of the first water pump 290 and one end of the electric control heat exchange unit 270. When the coolant flows through the electric heating module 440, the temperature of the coolant will increase. When the ambient temperature is low or the coolant temperature is low, the electric heating module 440 heats the coolant. After the coolant flows through the water-cooled condenser 300, the temperature of the water-cooled condenser 300 will also increase accordingly. Furthermore, the water-cooled condenser 300 can heat the refrigerant flowing through the water-cooled condenser 300 in the thermal management system 100, and the refrigerant can absorb heat in the water-cooled condenser 300. In addition, under extremely cold weather conditions, the heating of the motor and the electric control can also be enhanced, so that the temperature of the coolant increases, and the refrigerant passing through the water-cooled condenser 300 can also be heated, so that the refrigerant absorbs heat from the water-cooled condenser 300.

[0115] Specifically, the two ends of the electric heating module 440 are respectively connected to the other end of the first water pump 290 and one end of the electrically controlled heat exchange unit 270. The electric heating module 440 can quickly convert electrical energy into thermal energy, and through the connection with the first water pump 290 and the electrically controlled heat exchange unit 270, the coolant can be quickly heated. In a cold environment, the refrigerant can absorb heat from the water-cooled condenser 300, thereby improving the overall efficiency of the system.

[0116] Please refer to Figures 1 to 3 In this embodiment, one end of the water-cooled condenser 300 , one end of the first water pump 290 , and one end of the radiator 280 are connected via a three-way valve 310 .

[0117] The three-way valve 310 can distribute the fluid to different pipes to achieve diversion control, and the coolant can flow from the first water pump 290 to the radiator 280 or the water-cooled condenser 300. The water-cooled condenser 300, the first water pump 290 and the radiator 280 are connected by the three-way valve 310 to form a compact and efficient thermal management system 100. This integrated design reduces the number of internal parts of the automobile, and also eliminates the connecting pipes between parts, optimizes the pipe connection method, saves space inside the vehicle, facilitates the rapid assembly of the entire vehicle, and reduces production costs.

[0118] The introduction of the three-way valve 310 makes the system more flexible. By switching the conduction state of the three-way valve 310, different cooling modes can be switched to meet the thermal management requirements of the vehicle under different working conditions. For example, when rapid heat dissipation is required, the channel leading to the radiator 280 can be opened to increase the flow of the coolant; when a lower temperature needs to be maintained, the channel leading to the radiator 280 can be closed or reduced to allow more coolant to flow through the water-cooled condenser 300 for cooling.

[0119] Please refer to Figures 1 to 3 In the present embodiment, the vehicle thermal management system 100 further includes a sixth channel 320 and a seventh channel 330, wherein one end of the sixth channel 320 is connected to the first channel 190 and is located between the second opening 132 and the first cut-off valve 191, and the other end of the sixth channel 320 is connected to the second channel 200 and is located between the outlet 122 of the compressor 120 and the second cut-off valve 201, and the sixth channel 320 is provided with a third cut-off valve 321, one end of the seventh channel 330 is connected to the eighth opening 162, and the other end of the seventh channel 330 is connected to the inlet 121 of the compressor 120, and the seventh channel 330 is also provided with a fourth cut-off valve 331.

[0120] It can be understood that after the refrigerant leaves the compressor 120 from the compressor outlet 122, it flows through the condenser and the outdoor heat exchanger 130 and the first expansion valve 232, and then enters the battery pack liquid cooling plate 160. The refrigerant absorbs heat in the battery pack liquid cooling plate 160, so that the temperature of the battery pack liquid cooling plate 160 is reduced, thereby reducing the temperature of the battery pack. Then, the refrigerant enters the seventh channel 330 from the eighth opening 162 of the battery pack liquid cooling plate 160, and then re-enters the compressor 120 to complete the refrigeration cycle.

[0121] Specifically, one end of the seventh channel 330 is connected to the eighth opening 162, and the other end of the seventh channel 330 is connected to the inlet 121 of the compressor 120. The seventh channel 330 is also provided with a fourth shut-off valve 331. The refrigerant can flow out of the battery pack liquid cold plate 160 through the seventh channel 330 and enter the compressor 120 to complete the refrigeration cycle, so that the refrigerant and compressor 120 of the air-conditioning system can be applied to the battery heat exchange system, reducing the setting of the same components in the thermal management system 100 and reducing the manufacturing and use costs of the thermal management system 100.

[0122] In some embodiments, the motor heat exchange system further includes an expansion water tank 340 for the coolant in the motor heat exchange system.

[0123] In some embodiments, the air conditioning system also includes a first temperature sensor 360 and a first pressure sensor 370. The first temperature sensor 360 is used to measure the temperature of the refrigerant at the fourth outlet 122 of the indoor evaporator 140, and the first pressure sensor 370 is used to measure the pressure of the refrigerant at the fourth outlet 122 of the indoor evaporator 140 or the pressure of the refrigerant at the eighth outlet 122, and then calculate the superheat of the refrigerant at the fourth outlet 122.

[0124] In some embodiments, the air conditioning system further includes a gas-liquid separator 350 , which is disposed at the inlet 121 of the compressor 120 . The gas-liquid separator 350 is used to absorb liquid in the refrigerant to prevent the liquid from entering the compressor 120 .

[0125] In some embodiments, the air conditioning system further includes a second temperature sensor 380, which is used to measure the temperature of the refrigerant at the eighth outlet 122 of the indoor evaporator 140, and calculate the superheat of the refrigerant at the eighth outlet 122 in combination with the pressure of the refrigerant at the eighth outlet 122.

[0126] In some embodiments, the motor heat exchange system further includes a third temperature sensor 390 , which is used to measure the coolant temperature.

[0127] In some embodiments, the air conditioning system further includes a first pressure and temperature sensor 400 , which is used to measure the pressure and temperature of the refrigerant at the outlet 122 of the compressor 120 .

[0128] In some embodiments, the air conditioning system also includes a second pressure and temperature sensor 410, which is used to measure the refrigerant pressure and refrigerant temperature of the fifth outlet 122 of the indoor condenser 150, and the second pressure and temperature sensor 410 is used to calculate the refrigerant subcooling degree of the fifth outlet 122 of the indoor condenser 150.

[0129] In some embodiments, the air conditioning system also includes a third pressure and temperature sensor 420, which is used to measure the refrigerant pressure and refrigerant temperature at the liquid cooling plate outlet 122, and the third pressure and temperature sensor 420 is used to calculate the refrigerant supercooling degree at the battery pack liquid cooling plate 160 outlet 122.

[0130] In some embodiments, the air conditioning system further includes a fourth pressure and temperature sensor 430, which is used to measure the pressure and temperature of the refrigerant at the first outlet 122 of the outdoor heat exchanger 130, and then calculate the subcooling degree of the refrigerant.

[0131] In some embodiments, the thermal management system 100 further includes a fan 170 , and the fan 170 is used to dissipate heat for the radiator 280 and the outdoor heat exchanger 130 .

[0132] In some embodiments, the thermal management device further includes a blower 180 , and the blower 180 is used to blow the cooling air of the indoor evaporator 140 or the heating air of the indoor condenser 150 into the cab 450 .

[0133] In some embodiments, the vehicle thermal management system 100 also includes but is not limited to the following working modes:

[0134] Please refer to Figure 4 , Figure 4This is a schematic diagram of the structure of the working mode 1 of the vehicle thermal management system 100 provided in one embodiment of the present application. Working mode 1 of the vehicle thermal management system 100: When the temperature of the motor or the electronic control is too high, the temperature of the motor or the electronic control is greater than 40 degrees Celsius, the first water pump 290 is started, and the fan 170 is turned on at the same time. The coolant flows from the first water pump 290 into the radiator 280, the motor heat exchange unit 260, and the electronic control heat exchange unit 270 to complete the coolant circulation and dissipate heat for the motor or the electronic control.

[0135] Please refer to Figure 5 , Figure 5 This is a structural diagram of the working mode 2 of the vehicle thermal management system 100 provided in an embodiment of the present application. Working mode 2 of the vehicle thermal management system 100: When only cooling the cab 450, the second expansion valve 241 and the third cut-off valve 321 are opened, the second expansion valve 241 is adjusted according to the supercooling degree of the refrigerant at the indoor evaporator 140, the fan 170 and the compressor 120 are turned on and run, the refrigerant enters the indoor evaporator 140 to absorb heat, and the blower 180 blows cold air into the cab 450 to complete the cooling of the cab 450.

[0136] Please refer to Figure 6 , Figure 6 This is a structural diagram of the working mode three of the vehicle thermal management system 100 provided in an embodiment of the present application. In the working mode three of the vehicle thermal management system 100, when only cooling the battery pack, the third cut-off valve 321 and the fourth cut-off valve 331 are opened, and the first electronic expansion valve is opened. The first electronic expansion valve is adjusted according to the supercooling degree of the refrigerant at the liquid cooling plate, and the refrigerant enters the battery pack liquid cooling plate 160 to absorb heat, thereby cooling the battery pack.

[0137] Please refer to Figure 7 , Figure 7 This is a structural diagram of the working mode 4 of the vehicle thermal management system 100 provided in one embodiment of the present application. In the working mode 4 of the vehicle thermal management system 100, both the cab 450 and the battery pack need to be cooled, the compressor 120 and the fan 170 are turned on, the first electronic expansion valve and the second electronic expansion valve are turned on, the third cut-off valve 321 and the fourth cut-off valve 331 are turned on, and the refrigerant enters the indoor evaporator 140 and the battery pack liquid cold plate 160 respectively to absorb heat, thereby cooling the cab 450 and the battery pack.

[0138] Please refer to Figure 8 , Figure 8A structural diagram of the working mode 5 of the vehicle thermal management system 100 provided in one embodiment of the present application. Working mode 5 of the vehicle thermal management system 100: the cab 450 is heated, and the coolant is less than 0 degrees Celsius, the ambient temperature is less than -10 degrees Celsius, the first cut-off valve 191 and the second cut-off valve 201 are opened, the third electronic expansion valve is opened, the outdoor heat exchanger 130 is not running, and the refrigerant enters the eighth opening 162 of the indoor condenser 150 from the outlet 122 of the compressor 120, and releases heat in the indoor condenser 150. At the same time, the first water pump 290 is turned on, and the electric heating module 440 heats the coolant, thereby raising the temperature of the water-cooled condenser 300. When the refrigerant flows through the water-cooled condenser 300, it can absorb heat from the water-cooled condenser 300.

[0139] Please refer to Fig. 9 , Fig. 9 A structural diagram of the sixth working mode of the vehicle thermal management system 100 provided in an embodiment of the present application. The sixth working mode of the vehicle thermal management system 100: the cab 450 is heated, the coolant is less than 0 degrees Celsius, the ambient temperature is greater than -10 degrees Celsius, the first cut-off valve 191 and the second cut-off valve 201 are opened, the third electronic expansion valve is opened, and the outdoor heat exchanger 130 is also running. When the refrigerant flows through the outdoor heat exchanger 130, it can absorb heat in the outdoor heat exchanger 130. The first water pump 290 is turned on, and the electric heating module 440 heats the coolant, thereby increasing the temperature of the water-cooled condenser 300. When the refrigerant flows through the water-cooled condenser 300, it can absorb heat from the water-cooled condenser 300. The refrigerant releases heat in the indoor condenser 150, and the hot air heated by the indoor condenser 150 of the blower 180 is blown into the cab 450, thereby completing the heating of the cab 450.

[0140] Please refer to Fig.10 , Fig.10 A structural diagram of the working mode seven of the vehicle thermal management system 100 provided in one embodiment of the present application. Working mode seven of the vehicle thermal management system 100: The cab 450 is heated, the coolant is greater than 0 degrees Celsius and less than 25 degrees Celsius, and the difference between the coolant and the ambient temperature is within 5 degrees Celsius. The first cut-off valve 191 and the second cut-off valve 201 are opened, the third electronic expansion valve is opened, the outdoor heat exchanger 130 is running, the first water pump 290 is not running, the refrigerant only absorbs heat from the outdoor heat exchanger 130, and then releases heat in the indoor condenser 150, and the blower 180 blows hot air into the cab 450.

[0141] Please refer to Fig.11 , Fig.11The structural diagram of the working mode eight of the vehicle thermal management system 100 provided in one embodiment of the present application. Working mode eight of the vehicle thermal management system 100: heating the cab 450, at this time, the temperature of the control motor and the electronic control is increased, the coolant is greater than 0 degrees Celsius and less than 25 degrees Celsius, the ambient temperature is too low, the refrigerant no longer absorbs heat from the outside, the first water pump 290 is running, the first cut-off valve 191 and the second cut-off valve 201 are opened, the third electronic expansion valve is opened, and the coolant flows from the water-cooled condenser 300 into the motor heat exchange part 260 and the electronic control heat exchange part 270, the coolant can absorb heat from the motor heat exchange part 260 and the electronic control heat exchange part 270, and then the temperature of the coolant increases, so that the temperature of the water-cooled condenser 300 increases, the refrigerant absorbs heat from the water-cooled condenser 300, and then enters the indoor condenser 150 to release heat, and the blower 180 blows hot air into the cab 450, thereby completing the heating of the cab 450.

[0142] Fig.12 A structural diagram of the working mode nine of the vehicle thermal management system 100 provided in an embodiment of the present application. Working mode nine of the vehicle thermal management system 100: heating the cab 450, the coolant is greater than 0 degrees Celsius, the coolant is less than 25 degrees Celsius, the difference between the coolant and the ambient temperature is within 5 degrees Celsius, and the ambient temperature is greater than -10 degrees Celsius. At this time, the temperature of the control motor and the electronic control rises, the first cut-off valve 191 and the second cut-off valve 201 are opened, and the third electronic expansion valve is opened. At this time, the refrigerant absorbs heat from the outdoor heat exchanger 130, and the refrigerant also absorbs heat from the water-cooled condenser 300. The coolant absorbs excess heat from the motor or the electronic control to heat the coolant, and the refrigerant enters the indoor condenser 150 to release heat. The blower 180 blows hot air into the cab 450 to complete the heating of the cab 450.

[0143] Fig.13 A structural diagram of the working mode 10 of the vehicle thermal management system 100 provided in one embodiment of the present application. Working mode 10 of the vehicle thermal management system 100: Heating the cab 450, the coolant is greater than 0 degrees Celsius and the difference between the coolant and the ambient temperature is greater than 5 degrees Celsius, and the ambient temperature is greater than -10 degrees Celsius. The first cut-off valve 191 and the second cut-off valve 201 are opened, and the third electronic expansion valve is opened. The coolant flows from the first water pump 290 to the water-cooled condenser 300 and the radiator 280 respectively. The refrigerant absorbs heat in the water-cooled condenser 300 and the outdoor heat exchanger 130, and then enters the indoor condenser 150 to release heat, completing the heating of the cab 450.

[0144] Please refer to Fig.14 , Fig.14A structural diagram of the eleventh working mode of the vehicle thermal management system 100 provided for an embodiment of the present application. The eleventh working mode of the vehicle thermal management system 100: battery heating, the coolant is greater than -5 degrees Celsius and the coolant is less than 0 degrees Celsius, and the ambient temperature is less than -10 degrees Celsius. The first cut-off valve 191 and the second cut-off valve 201 are opened, the first expansion valve 232 is opened, the coolant flows from the first water pump 290 into the water-cooled condenser 300, the electric heating module 440 is turned on, the coolant absorbs heat from the electric heating module 440, the coolant temperature rises, and then the temperature of the water-cooled condenser 300 rises, the refrigerant absorbs heat from the water-cooled condenser 300, the outdoor heat exchanger 130 does not operate, and the refrigerant releases heat when flowing through the battery pack liquid cold plate 160, and the blower 180 blows hot air into the cab 450 to complete the heating of the cab 450.

[0145] Please refer to Fig.15 , Fig.15 A structural diagram of the twelve working mode of the vehicle thermal management system 100 provided in an embodiment of the present application. The twelve working mode of the vehicle thermal management system 100: battery heating, the coolant is greater than -5 degrees Celsius and the coolant is less than 0 degrees Celsius, and the ambient temperature is greater than -10 degrees Celsius. The first cut-off valve 191 and the second cut-off valve 201 are opened, the first expansion valve 232 is opened, the coolant flows from the first water pump 290 into the water-cooled condenser 300, the electric heating module 440 is turned on, the coolant absorbs heat from the electric heating module 440, the coolant temperature rises, and then the temperature of the water-cooled condenser 300 rises, the refrigerant absorbs heat from the water-cooled condenser 300, the outdoor heat exchanger 130 is running, and the refrigerant absorbs heat from the outdoor heat exchanger 130 when flowing through the outdoor heat exchanger 130, and releases heat when flowing through the battery pack liquid cold plate 160, and the blower 180 blows hot air into the cab 450 to complete the heating of the cab 450.

[0146] Please refer to Fig.16 , Fig.16 A structural diagram of the working mode thirteen of the vehicle thermal management system 100 provided in an embodiment of the present application. Working mode thirteen of the vehicle thermal management system 100: battery heating, the coolant is greater than 0 degrees Celsius and less than 25 degrees Celsius, the difference between the coolant and the ambient temperature is within 5 degrees Celsius, the first cut-off valve 191 and the second cut-off valve 201 are opened, the first expansion valve 232 is opened, the outdoor heat exchanger 130 and the fan 170 are running, the refrigerant absorbs heat from the outdoor heat exchanger 130, and the refrigerant enters the battery pack liquid cold plate 160 to release heat, thereby completing the temperature increase of the battery pack.

[0147] Please refer to Fig.17 , Fig.17A structural diagram of the fourteenth working mode of the vehicle thermal management system 100 provided in an embodiment of the present application. The fourteenth working mode of the vehicle thermal management system 100: battery heating, the coolant is greater than 0 degrees Celsius and less than 25 degrees Celsius, the difference between the coolant and the ambient temperature is greater than 5 degrees Celsius, the ambient temperature is less than 10 degrees Celsius, the first cut-off valve 191 and the second cut-off valve 201 are opened, the first expansion valve 232 is opened, the first water pump 290 is running, the temperature of the control motor and the electronic control is increased, the coolant absorbs heat from the motor heat exchange part 260 and the electronic control heat exchange part 270, the coolant temperature increases, and then the temperature of the water-cooled condenser 300 also increases, the refrigerant absorbs heat from the water-cooled condenser 300, and the refrigerant releases heat in the battery pack liquid cold plate 160 to complete the heating of the battery pack.

[0148] Please refer to Fig.18 , Fig.18 A structural diagram of the fifteenth working mode of the vehicle thermal management system 100 provided in an embodiment of the present application. The fifteenth working mode of the vehicle thermal management system 100: battery heating, the coolant is greater than 0 degrees Celsius and less than 25 degrees Celsius, the difference between the coolant and the ambient temperature is greater than 5 degrees Celsius, the ambient temperature is greater than -10 degrees Celsius, the first cut-off valve 191 and the second cut-off valve 201 are opened, the first expansion valve 232 is opened, the coolant flows from the first water pump 290 into the water-cooled condenser 300 and then into the motor heat exchange part 260 and the electric control heat exchange part 270, and then absorbs the heat of the motor and the electric control from the motor and the electric control, the refrigerant absorbs heat from the outdoor heat exchanger 130 and the water-cooled condenser 300, and then enters the battery pack liquid cold plate 160 to release heat, completing the battery pack heating.

[0149] Please refer to Fig.19 , Fig.19 A structural diagram of the sixteenth working mode of the vehicle thermal management system 100 provided in an embodiment of the present application. The sixteenth working mode of the vehicle thermal management system 100: battery heating, the coolant is less than 0 degrees Celsius, the ambient temperature is less than -10 degrees Celsius, the first cut-off valve 191 and the second cut-off valve 201 are opened, the first expansion valve 232 is opened, the electric heating module 440 heats the coolant, the motor and the electronic control generate heat, the coolant absorbs heat from the motor and the electronic control and the electric heating module 440, enters the water-cooled condenser 300, the refrigerant absorbs heat from the water-cooled condenser 300, and the refrigerant releases heat in the battery pack liquid cold plate 160, raising the temperature of the battery pack liquid cold plate 160.

[0150] Please refer to Fig. 20 , Fig. 20A structural diagram of the seventeenth working mode of the vehicle thermal management system 100 provided in an embodiment of the present application. Seventeenth working mode of the vehicle thermal management system 100: heating the battery and the cab 450, the coolant is less than 0 degrees Celsius, the ambient temperature is greater than -10 degrees Celsius, the first cut-off valve 191 and the second cut-off valve 201 are opened, the first expansion valve 232 and the third expansion valve 251 are opened, the electric heating module 440 is opened, the electric heating module 440 heats the coolant, the refrigerant absorbs heat from the water-cooled condenser 300, and the refrigerant can also absorb heat from the outdoor heat exchanger 130, and the refrigerant releases heat in the indoor condenser 150 and the battery pack liquid cold plate 160, completing the heating of the cab 450 and the battery pack.

[0151] Please refer to Fig.21 , Fig.21 A structural diagram of the eighteenth working mode of the vehicle thermal management system 100 provided in one embodiment of the present application. The eighteenth working mode of the vehicle thermal management system 100: the battery and the cab 450 are heated, the coolant is greater than 0 degrees Celsius and less than 25 degrees Celsius, the difference between the coolant temperature and the temperature of the cooling water in the battery is less than 5 degrees Celsius, and the ambient temperature is lower than -10 degrees Celsius. The first cut-off valve 191 and the second cut-off valve 201 are opened, the first expansion valve 232 and the third expansion valve 251 are opened, the coolant absorbs heat from the motor and the electronic control, the refrigerant absorbs heat from the coolant in the water-cooled condenser 300, the refrigerant does not absorb heat from the outdoor heat exchanger 130, and the refrigerant releases heat in the indoor condenser 150 and the battery pack liquid cold plate 160.

[0152] Please refer to Fig. 22 , Fig. 22 A structural diagram of the working mode 19 of the vehicle thermal management system 100 provided in an embodiment of the present application. Working mode 19 of the vehicle thermal management system 100: The battery and the cab 450 are heated, the coolant is greater than 0 degrees Celsius and less than 25 degrees Celsius, the difference between the coolant temperature in the motor heat exchange system and the temperature of the cooling water in the battery is less than 5 degrees Celsius, and the ambient temperature is greater than -10 degrees Celsius, the first cut-off valve 191 and the second cut-off valve 201 are opened, the first expansion valve 232 and the third expansion valve 251 are opened, the temperature of the control motor and the electronic control is increased, the coolant absorbs heat from the motor and the electronic control, and then absorbs heat from the refrigerant from the water-cooled condenser 300, the outdoor heat exchanger 130 is opened, the refrigerant can also absorb heat from the outdoor heat exchanger 130, and the refrigerant releases heat in the battery pack liquid cold plate 160 and the indoor condenser 150.

[0153] Please refer to Fig.23 , Fig.23A structural diagram of the working mode 20 of the vehicle thermal management system 100 provided in an embodiment of the present application. Working mode 20 of the vehicle thermal management system 100: The battery and the cab 450 are heated, the coolant temperature is greater than 35 degrees Celsius, the first cut-off valve 191 and the second cut-off valve 201 are opened, the first expansion valve 232 and the third expansion valve 251 are opened, the coolant can absorb excess heat from the motor and the electronic control, and the coolant enters the radiator 280 and the water-cooled condenser 300 from the first water pump 290. On the one hand, the radiator 280 can reduce the temperature of the coolant, and on the other hand, the refrigerant can absorb heat from the water-cooled condenser 300. It can be understood that the outdoor heat exchanger 130 is turned on, and the refrigerant can also absorb heat from the outdoor heat exchanger 130. The refrigerant releases heat in the indoor condenser 150 and the battery pack liquid cold plate 160 to complete the heating of the cab 450 and the battery pack.

[0154] Please refer to Fig.24 , Fig.24 This is a structural diagram of the working mode 21 of the vehicle thermal management system 100 provided in an embodiment of the present application. Working mode 21 of the vehicle thermal management system 100: Dehumidify the driving room 450 in the vehicle, the second cut-off valve 201 is opened, the second expansion valve 241 and the third expansion valve 251 are opened, and the air with high humidity first passes through the indoor evaporator 140 for cooling, and the moisture is condensed and discharged, and then passes through the indoor condenser 150 to heat up into dry air, thereby completing the dehumidification process.

[0155] Please refer to Fig.25 , Fig.25 The schematic diagram of the structure of the working mode 22 of the vehicle thermal management system 100 provided in one embodiment of the present application. Working mode 22 of the vehicle thermal management system 100: defrosting the outdoor heat exchanger 130, the third cut-off valve 321 is opened, the second expansion valve 241 is closed, and the refrigerant enters the outdoor heat exchanger 130 from the outlet 122 of the compressor 120, and releases heat in the outdoor heat exchanger 130, so that the temperature of the outdoor heat exchanger 130 can be increased, thereby completing the defrosting of the outdoor heat exchanger 130.

[0156] The embodiments of the present application also provide a heavy-duty truck, which includes the vehicle thermal management system 100 of any one of the embodiments of the present application.

[0157] The heavy-duty truck proposed in the embodiment of the present application includes a vehicle thermal management system 100, and the battery heat exchange system of the vehicle thermal management system 100 includes a battery pack liquid cooling plate 160. The battery pack liquid cooling plate 160 has a seventh opening 161 and an eighth opening 162. The seventh opening 161 can be selectively connected to the first opening 131, and the eighth opening 162 can be selectively connected to the inlet 121 of the compressor 120 or the outlet 122 of the compressor 120, so that the refrigerant of the vehicle air-conditioning system can selectively flow into the battery pack liquid cooling plate 160. If the temperature of the battery pack is too high, it can be cooled by the refrigerant of the air-conditioning system. If the temperature of the battery pack is too low, it can be heated by the refrigerant of the air-conditioning system, thereby improving the utilization rate of components, reducing the setting of duplicate functional components, reducing the manufacturing cost of the vehicle thermal management system 100, improving the assembly efficiency of the vehicle thermal management system 100, reducing the use of vehicle energy consumption, and improving the vehicle's cruising range.

[0158] In an embodiment of the present application, the heavy-duty truck includes a power motor, and the peak power of the power motor is not less than 300KW.

[0159] When a heavy-duty truck is in extremely cold conditions, the output power of the power motor can be reduced to enhance the heating effect of the power motor. When the coolant flows through the heat exchange part of the power motor, it can quickly heat up, thereby providing heat for the refrigerant and completing the heat exchange of the refrigerant.

[0160] The peak power of the power motor is not less than 300KW, which can effectively and quickly increase the temperature of the coolant, and then transfer the heat to the refrigerant, optimize the heating strategy of the thermal management system 100 of the heavy-duty truck, reduce the component design of the thermal management system 100 of the heavy-duty truck, and reduce the manufacturing cost of the thermal management system 100 of the heavy-duty truck.

[0161] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity 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, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0162] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0163] The above is only an embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

[0164] Although the embodiments of the present application have been described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A vehicle thermal management system, characterized in that: include: An air conditioning system, comprising a compressor, an outdoor heat exchanger, an indoor evaporator and an indoor condenser, wherein the compressor has an inlet and an outlet, the outdoor heat exchanger has a first opening and a second opening, the indoor evaporator has a third opening and a fourth opening, the indoor condenser has a fifth opening and a sixth opening, the first opening can be selectively communicated with the third opening or the fifth opening, the outlet of the compressor can be selectively communicated with the second opening or the sixth opening, and the inlet of the compressor can be selectively communicated with the second opening or the fourth opening; A battery heat exchange system includes a battery pack liquid cooling plate, wherein the battery pack liquid cooling plate has a seventh opening and an eighth opening, wherein the seventh opening can be selectively connected to the first opening, and the eighth opening can be selectively connected to the inlet of the compressor or the outlet of the compressor.

2. The vehicle thermal management system according to claim 1, characterized in that: The vehicle thermal management system comprises a first channel, two ends of the first channel are respectively connected to the inlet of the compressor and the second opening, and a first on-off valve is arranged on the first channel; The vehicle thermal management system also includes a second channel, a first sub-channel and a second sub-channel, one end of the second channel is connected to the outlet of the compressor, two ends of the first sub-channel are respectively connected to the other end of the second channel and the sixth opening, two ends of the second sub-channel are respectively connected to the other end of the second channel and the eighth opening, and a second on-off valve is arranged on the second channel.

3. The vehicle thermal management system according to claim 2, characterized in that: The vehicle thermal management system further includes a third channel, a fourth channel and a fifth channel, wherein two ends of the third channel are connected to the first opening and the seventh opening respectively, two ends of the fourth channel are connected to the third opening and the third channel respectively, and two ends of the fifth channel are connected to the fifth opening and the third channel respectively; A first expansion valve is provided at a portion of the third channel between a connection between the fifth channel and the third channel and the seventh opening, a second expansion valve is provided at the fourth channel, and a third expansion valve is provided at the fifth channel.

4. The vehicle thermal management system according to claim 3, characterized in that: The vehicle thermal management system also includes a motor heat exchange system, which includes a motor heat exchange unit, an electronically controlled heat exchange unit, a radiator and a first water pump. The motor heat exchange unit, the electronically controlled heat exchange unit, the radiator and the first water pump are all connected end to end through connecting pipes.

5. The vehicle thermal management system according to claim 4, characterized in that: The motor heat exchange system further includes a water-cooled condenser, which is sleeved on the first channel to perform heat exchange with the refrigerant in the first channel; One end of the water-cooled condenser can be selectively connected to one end of the first water pump and one end of the radiator, and the other end of the water-cooled condenser is respectively connected to the other end of the radiator and one end of the motor heat exchange part.

6. The vehicle thermal management system according to claim 5, characterized in that: The motor heat exchange system further includes an electric heating module, two ends of which are respectively connected to the other end of the first water pump and one end of the electric control heat exchange unit.

7. The vehicle thermal management system according to claim 6, characterized in that: One end of the water-cooled condenser, one end of the first water pump and one end of the radiator are connected through a three-way valve.

8. The vehicle thermal management system according to claim 1, characterized in that: The vehicle thermal management system also includes a sixth channel and a seventh channel, one end of the sixth channel is connected to the first channel and is located between the second opening and the first on-off valve, the other end of the sixth channel is connected to the second channel and is located between the outlet of the compressor and the second on-off valve, the sixth channel is provided with a third on-off valve, one end of the seventh channel is connected to the eighth opening, the other end of the seventh channel is connected to the inlet of the compressor, and the seventh channel is also provided with a fourth on-off valve.

9. A heavy-duty truck, characterized in that: include: The vehicle thermal management system according to any one of claims 1 to 8.

10. The heavy-duty truck according to claim 9, characterized in that: The heavy-duty truck comprises a power motor, and the peak power of the power motor is not less than 300KW.

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