Vehicle thermal management system and heavy duty truck

Abstract

The application relates to the technical field of vehicle thermal management, and discloses a vehicle thermal management system and a heavy truck. The vehicle thermal 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. 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 is selectively communicated with the third opening or the fifth opening. The outlet of the compressor is selectively communicated with the second opening or the sixth opening. The 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. The eighth opening is selectively communicated with the inlet of the compressor or the outlet of the compressor. The application solves the technical problems that the heat integration management system has many overlapping functional components, the system architecture is complex, and the refrigerant of the air conditioning system cannot be used for battery heat dissipation.

Description

Technical Field

[0001] This application relates to the field of vehicle thermal management technology, and more particularly to a vehicle thermal management system and a heavy-duty truck. Background Technology

[0002] With the development and maturation of new energy vehicles, the application of thermal integrated management systems (TIMS) in these vehicles is becoming increasingly widespread. A TMS integrates and manages all distributed heat dissipation units throughout the vehicle, controlling the temperature of each system from a vehicle-wide perspective, absorbing heat from the environment and waste heat to improve the driving range of new energy vehicles. However, in related technologies, TMS has many overlapping functional components, a complex system architecture, and the refrigerant in the air conditioning system cannot be used for battery cooling. Summary of the Invention

[0003] This application provides a vehicle thermal management system and a heavy-duty truck, which solves the technical problems of overlapping functional components, complex system architecture, and the inability of air conditioning refrigerant to be used for battery cooling in thermal integrated management systems, thereby achieving the technical effect of improving the operating efficiency of the thermal management system.

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

[0005] In a first aspect, embodiments of this application provide a vehicle thermal management system including an air conditioning system and a battery heat exchange system. The air conditioning system includes a compressor, an outdoor heat exchanger, an indoor evaporator, and an indoor condenser. 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 is selectively connected to the third opening or the fifth opening. The outlet of the compressor is selectively connected to the second opening or the sixth opening. The inlet of the compressor is selectively connected to the second opening or the fourth opening. The battery heat exchange 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 is selectively connected to the first opening. The eighth opening is 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 this application 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 or outlet of the compressor. This allows the refrigerant from the vehicle's air conditioning system to selectively flow into the battery pack liquid cooling plate. If the battery pack temperature is too high, it can be cooled by the refrigerant from the air conditioning system; if the battery pack temperature is too low, it can be heated by the refrigerant from the air conditioning system. This improves the utilization rate of components, reduces the setting of redundant functional components, lowers the manufacturing cost of the vehicle thermal management system, improves the assembly efficiency of the vehicle thermal management system, reduces vehicle energy consumption, and increases the vehicle's driving range.

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

[0008] By introducing a first channel, a second channel, a first sub-channel, and a second sub-channel, the thermal management system can flexibly switch between different operating modes. The configuration of these channels allows the system to selectively connect or disconnect different components according to actual needs, thereby realizing diversified thermal management strategies. This enables the refrigerant from the vehicle's air conditioning system to selectively flow into the battery pack's liquid cooling plate. If the battery pack temperature is too low, it can be heated by the refrigerant from the air conditioning system. This improves the utilization rate of components, reduces the number of redundant functional components, lowers the manufacturing cost of the vehicle's thermal management system, improves the assembly efficiency of the vehicle's thermal management system, reduces vehicle energy consumption, and increases the vehicle's driving range.

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

[0010] The third channel, located between the connection point of the fifth and third channels and the seventh opening, is equipped with a first expansion valve. The fourth channel has a second expansion valve, and the fifth channel has a third expansion valve. These valves can correspondingly change the pressure, temperature, and form of the refrigerant, allowing it to flow into the outdoor heat exchanger, indoor evaporator, indoor condenser, or battery pack liquid cooling plate in a suitable form. This enables the refrigerant to absorb or release heat at each component, optimizing the thermal management strategy and ensuring optimal thermal management performance under various operating conditions. Furthermore, through the arrangement of each channel and expansion valve, the system can adjust the refrigerant's heat output and transmission path according to actual needs, expanding the system's adaptability and response speed, reducing energy waste, and improving overall energy 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. The motor heat exchange unit, the electronically controlled heat exchange unit, the radiator, and the first water pump are all connected end to end by connecting pipes.

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

[0013] Optionally, the motor heat exchange system also includes a water-cooled condenser, which is fitted into 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 connected to the other end of the radiator and one end of the motor heat exchange section.

[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, while the other end of the water-cooled condenser is connected to the other end of the radiator and one end of the motor heat exchange section. On the one hand, when the temperature of the vehicle motor or electronic control is too high, the water-cooled condenser and radiator 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.

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

[0016] The two ends of the electric heating module are connected to the other end of the first water pump and one end of the electronically controlled heat exchanger, respectively. The electric heating module can quickly convert electrical energy into heat energy and, through its connection with the first water pump and the electronically controlled heat exchanger, enables the coolant to be heated rapidly. In cold environments, this allows the refrigerant to 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 by a three-way valve.

[0018] A three-way valve can distribute fluid into different pipes, achieving flow control. Coolant can flow from the first water pump to the radiator or the water-cooled condenser. By connecting the water-cooled condenser, the first water pump, and the radiator through the three-way valve, a compact and efficient thermal management system is formed. This integrated design reduces the number of internal parts in the car, eliminates the need for connecting pipes between parts, optimizes pipe connection methods, saves space inside the vehicle, facilitates rapid assembly of the entire 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 compressor outlet and the second on / off valve. The sixth channel is equipped with a third on / off valve. One end of the seventh channel is connected to the eighth opening, and the other end of the seventh channel is connected to the compressor inlet. The seventh channel is also equipped 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 compressor inlet. A fourth shut-off valve is also installed on the seventh channel. The refrigerant can flow out of the battery pack liquid cooling plate through the seventh channel and enter the compressor to complete the refrigeration cycle. This allows the refrigerant and compressor of the air conditioning system to be used in the battery heat exchange system, reducing the number of identical components in the thermal management system and lowering the manufacturing and usage costs of the thermal management system.

[0021] Secondly, this application also provides a heavy-duty truck, which includes the vehicle thermal management system of any one of the embodiments of this application.

[0022] The heavy-duty truck proposed in this 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 or outlet of the compressor. This allows the refrigerant of the vehicle's air conditioning system to selectively flow into the battery pack liquid cooling plate. If the battery pack temperature is too high, it can be cooled by the refrigerant of the air conditioning system. If the battery pack temperature 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 redundant functional components, lowers the manufacturing cost of the vehicle thermal management system, improves the assembly efficiency of the vehicle thermal management system, reduces vehicle energy consumption, and increases the vehicle's driving range.

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

[0024] The peak power of the motor is not less than 300KW, which can effectively and quickly increase the temperature of the coolant, thereby transferring heat to the refrigerant, optimizing the heating strategy of the thermal management system of heavy-duty trucks, reducing the design of components in the thermal management system of heavy-duty trucks, and reducing the manufacturing cost of the thermal management system of heavy-duty trucks. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the structure of a vehicle thermal management system provided in an embodiment of this application;

[0027] Figure 2 This is a schematic diagram of the structure of a vehicle thermal management system provided in an embodiment of this application;

[0028] Figure 3 This is a schematic diagram of the structure of a vehicle thermal management system provided in an embodiment of this application;

[0029] Figure 4 This is a schematic diagram of the working mode of a vehicle thermal management system provided in an embodiment of this application;

[0030] Figure 5 This is a schematic diagram of the working mode 2 of the vehicle thermal management system provided in one embodiment of this application;

[0031] Figure 6 This is a schematic diagram of the working mode three of the vehicle thermal management system provided in an embodiment of this application;

[0032] Figure 7 This is a schematic diagram of the working mode four of the vehicle thermal management system provided in one embodiment of this application;

[0033] Figure 8 This is a schematic diagram of the working mode five of the vehicle thermal management system provided in an embodiment of this application;

[0034] Figure 9 This is a schematic diagram of the working mode six of the vehicle thermal management system provided in one embodiment of this application;

[0035] Figure 10 This is a schematic diagram of the working mode seven of the vehicle thermal management system provided in an embodiment of this application;

[0036] Figure 11 A schematic diagram of the working mode eight of the vehicle thermal management system provided in an embodiment of this application;

[0037] Figure 12 This is a schematic diagram of the working mode nine of the vehicle thermal management system provided in an embodiment of this application;

[0038] Figure 13 A schematic diagram of the working mode 10 of the vehicle thermal management system provided in an embodiment of this application;

[0039] Figure 14 This is a schematic diagram of the working mode eleven of the vehicle thermal management system provided in an embodiment of this application;

[0040] Figure 15 This is a schematic diagram of the working mode twelve of the vehicle thermal management system provided in an embodiment of this application;

[0041] Figure 16 This is a schematic diagram of the working mode thirteen of the vehicle thermal management system provided in an embodiment of this application;

[0042] Figure 17 This is a schematic diagram of the working mode fourteen of the vehicle thermal management system provided in an embodiment of this application;

[0043] Figure 18 A schematic diagram of the working mode 15 of the vehicle thermal management system provided in an embodiment of this application;

[0044] Figure 19 A schematic diagram of the working mode sixteen of the vehicle thermal management system provided in an embodiment of this application;

[0045] Figure 20 This is a schematic diagram of the working mode seventeen of the vehicle thermal management system provided in an embodiment of this application;

[0046] Figure 21 A schematic diagram of the working mode 18 of the vehicle thermal management system provided in an embodiment of this application;

[0047] Figure 22 A schematic diagram of the working mode nineteen of the vehicle thermal management system provided in an embodiment of this application;

[0048] Figure 23 A schematic diagram of the working mode 20 of the vehicle thermal management system provided in an embodiment of this application;

[0049] Figure 24 A schematic diagram of the working mode 21 of the vehicle thermal management system provided in an embodiment of this application;

[0050] Figure 25This is a structural schematic diagram of the working mode twenty-two of the vehicle thermal management system provided in an embodiment of this application.

[0051] [Explanation of Labels in the Attached Image]

[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 shut-off valve 191;

[0061] Second channel 200; Second shut-off valve 201; First sub-channel 210; Second sub-channel 220;

[0062] Third channel 230; First expansion valve 232;

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

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

[0065] Motor heat exchanger 260; Electrically controlled heat exchanger 270; Radiator 280; First water pump 290;

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

[0067] Sixth channel 320; Third shut-off valve 321;

[0068] Seventh channel 330; Fourth shut-off valve 331;

[0069] Expansion tank 340;

[0070] Gas-liquid separator 350;

[0071] First temperature sensor 360; First pressure sensor 370;

[0072] Second temperature sensor 380;

[0073] Third temperature sensor 390;

[0074] First pressure and temperature sensor 400; second pressure and temperature sensor 410; third pressure and temperature sensor 420; fourth pressure and temperature sensor 430;

[0075] Electric heating module 440;

[0076] 450 for the driver's cab. Detailed Implementation

[0077] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0078] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

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

[0080] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0081] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0082] In this application, "multiple" refers to two or more (including two), and similarly, "multiple groups" refers to two or more (including two), and "multiple pieces" refers to two or more (including two).

[0083] With the development and maturation of new energy vehicles, the application of integrated thermal management systems in these vehicles is becoming increasingly widespread. Integrated thermal management involves integrating and managing all distributed thermal energy consumption units throughout the vehicle. This includes integration of components with similar functions, integration of layout (modular design of all thermal management components), and finally, integration of control. By managing the temperature of each system from the perspective of overall vehicle energy management, energy can be absorbed from the environment and waste heat as much as possible, significantly improving the driving range of new energy vehicles. This is a crucial core technology for new energy vehicles.

[0084] Currently, most new energy commercial vehicles have independent cooling or heating systems. The air conditioning circuit and battery circuit are connected in parallel via a heat exchanger, while the motor cooling circuit is an independent circuit and not involved in coupling. In existing integrated thermal management architectures, functional components overlap and there are many parts; multiple components often perform the same function. Therefore, integrating components with the same function can reduce the number of parts and simplify the architecture. Currently, the cooling needs of new energy vehicles are mainly met by independent condensers. However, indirectly cooling the battery with water through the condenser, and exchanging heat with the battery through water, results in significant heat loss. Furthermore, a sufficient temperature difference between the water and the battery is required for effective cooling, leading to low heat exchange efficiency. This increases overall vehicle energy consumption and reduces driving range. Optimizing this component in an integrated thermal management system would greatly improve the overall vehicle thermal management efficiency.

[0085] In related technologies, thermal integrated management systems have many overlapping functional components and complex system architectures, and the refrigerant in air conditioning systems cannot be used for battery heat dissipation.

[0086] In view of this, some embodiments of this application propose a vehicle thermal management system and a heavy-duty truck, the vehicle thermal management system including 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 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 connected to either the third or the fifth opening. The compressor outlet can be selectively connected to either the second or the sixth opening. The compressor inlet can be selectively connected to either the second or the fourth opening. The battery heat exchange 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. The eighth opening can be selectively connected to either the compressor inlet or the compressor outlet.

[0088] In the above solution, the battery heat exchange system includes a battery pack liquid cooling plate with 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 compressor inlet or compressor outlet. This allows the refrigerant from the vehicle's air conditioning system to selectively flow into the battery pack liquid cooling plate. If the battery pack temperature is too high, it can be cooled by the refrigerant from the air conditioning system; if the battery pack temperature is too low, it can be heated by the refrigerant from the air conditioning system. This improves the utilization rate of components, reduces the number of redundant functional components, lowers the manufacturing cost of the vehicle's thermal management system, improves the assembly efficiency of the vehicle's thermal management system, reduces vehicle energy consumption, and increases the vehicle's driving range.

[0089] For ease of explanation, the following embodiments use a vehicle thermal management system according to an embodiment of this application as an example.

[0090] Please refer to Figures 1 to 3 , Figure 1 This is a schematic diagram of the structure of a vehicle thermal management system 100 provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a vehicle thermal management system 100 provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a vehicle thermal management system 100 provided in an embodiment of this 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. The compressor 120 outlet 122 may be connected to the second opening 132 or the sixth opening 152, and the compressor 120 inlet 121 may be connected to the second opening 132 or the fourth opening 142. The battery heat exchange system includes a battery pack liquid cooling plate 160, which has a seventh opening 161 and an eighth opening 162. The seventh opening 161 may be connected to the first opening 131, and the eighth opening 162 may be connected to the compressor 120 inlet 121 or the compressor 120 outlet 122.

[0092] Compressor 120 performs work on low-temperature, low-pressure gaseous refrigerant, converting it into high-temperature, high-pressure gaseous refrigerant. Compressor 120 has an inlet 121 and an outlet 122. The low-temperature, low-pressure gaseous refrigerant enters compressor 120 through inlet 121 and exits compressor 120 as a high-temperature, high-pressure gaseous refrigerant through outlet 122. Outdoor heat exchanger 130 has a first opening 131 and a second opening 132. Refrigerant can enter outdoor heat exchanger 130 through either opening 131 or opening 132, where it releases or absorbs heat. Indoor evaporator 140 has a third opening 141 and a fourth opening 142. Refrigerant can enter indoor evaporator 140 through either opening 141 or opening 142. Indoor evaporator 140 can absorb heat and vaporize liquid refrigerant, thus lowering the ambient temperature. The indoor condenser 150 has a fifth opening 151 and a sixth opening 152. Refrigerant can enter the indoor condenser 150 through the fifth opening 151 or the sixth opening 152. The indoor condenser 150 can liquefy the gaseous refrigerant to release heat and then raise the ambient temperature.

[0093] The first opening 131 can be selectively connected to either the third opening 141 or the fifth opening 151. Refrigerant can exit the outdoor heat exchanger 130 from the first opening 131, enter the indoor evaporator 140 from the third opening 141, or enter the indoor condenser 150 from the fifth opening 151. Depending on the application scenario, the first opening 131 can be selectively connected to either the third opening 141 or the fifth opening 151. In other words, the refrigerant flowing out from the first opening 131 of the outdoor heat exchanger 130 can selectively enter either 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, and then enter the compressor 120 from the inlet 121. 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, and then enters the indoor condenser 150 from the sixth opening 152. Understandably, the refrigerant can also exit the indoor evaporator 140 from the fourth opening 142, and then enter the indoor evaporator 140 from the inlet 121 of the compressor 120. After being compressed and working by the compressor 120, it becomes a high-temperature, high-pressure gaseous refrigerant. Then, the refrigerant can exit the compressor 120 from the outlet 122, and then enter the outdoor heat exchanger 130 from the second outlet 122. The refrigerant can release heat in the outdoor heat exchanger 130.

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

[0095] Specifically, the battery heat exchange system includes a battery pack liquid cooling plate 160, which 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 or the outlet 122 of the compressor 120. This allows the refrigerant from the vehicle's air conditioning system to selectively flow into the battery pack liquid cooling plate 160. If the battery pack temperature is too high, it can be cooled by the refrigerant from the air conditioning system; if the battery pack temperature is too low, it can be heated by the refrigerant from the air conditioning system. This improves the utilization rate of components, reduces the number of redundant functional components, lowers the manufacturing cost of the vehicle thermal management system 100, improves the assembly efficiency of the vehicle thermal management system 100, reduces vehicle energy consumption, and increases the vehicle's driving range.

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

[0097] The vehicle thermal management system 100 includes a first channel 190, with its two ends connected to the second outlet 122 of the outdoor heat exchanger 130 and the inlet 121 of the compressor 120, respectively. Refrigerant can exit the outdoor heat exchanger 130 from the second outlet 122 and then enter the compressor 120 from the inlet 121. A first shut-off valve 191 is provided on the first channel 190, which can control the opening and closing of the first channel 190 to prevent 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. 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. 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 and release heat, thereby raising the temperature of the corresponding indoor condenser 150 or battery pack liquid cooling plate 160 to achieve the effect of heating.

[0098] A second shut-off valve 201 is also provided on the second channel 200. By controlling the opening and closing of the second shut-off valve 201, the refrigerant can enter the first sub-channel 210 or the second sub-channel 220 from the second shut-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 flexibly switch between different operating modes. The configuration of these channels allows the system to selectively connect or disconnect different components according to actual needs, thereby realizing diversified thermal management strategies. This enables the refrigerant of the vehicle's air conditioning system to selectively flow into the liquid cooling plate 160 of the battery pack. If the battery pack temperature is too low, it can be heated by the refrigerant of the air conditioning system, improving the utilization rate of components, reducing the setting of redundant functional components, reducing the manufacturing cost of the vehicle's thermal management system 100, improving the assembly efficiency of the vehicle's thermal management system 100, reducing vehicle energy consumption, and increasing vehicle range.

[0100] Please refer to Figures 1 to 3In this 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 connected to the first opening 131 and the seventh opening 161, respectively. The two ends of the fourth channel 240 are connected to the third opening 141 and the third channel 230, respectively. The two ends of the fifth channel 250 are connected to the fifth opening 151 and the third channel 230, respectively. A first expansion valve 232 is provided in the portion of the third channel 230 located between the connection point of the fifth channel 250 and the third channel 230 and the seventh opening 161. A second expansion valve 241 is provided in the fourth channel 240, and a third expansion valve 251 is provided in the fifth channel 250.

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

[0102] A first expansion valve 232 is installed between the connection point of the fifth channel 250 and the third channel 230 and the seventh opening 161, and the first expansion valve 232 is installed on the third channel 230. That is to say, the first expansion valve 232 determines whether the refrigerant can flow from the third channel 230 into the battery pack liquid cooling plate 160. 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. Through the expansion and heat absorption of the first expansion valve 232, the refrigerant changes from a high-temperature and high-pressure or medium-temperature and high-pressure liquid state to a low-temperature and low-pressure liquid state, and enters the battery pack liquid cooling plate 160. Then, it evaporates and absorbs heat in the battery pack liquid cooling plate 160, thereby reducing the temperature of the battery pack.

[0103] The second expansion valve 241 is installed on the fourth channel 240. 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. Because the fourth channel 240 is equipped with the second expansion valve 241, the refrigerant changes from a high-temperature, high-pressure liquid or a medium-temperature, high-pressure liquid to a low-temperature, low-pressure liquid as it passes through the second expansion valve 241, entering the indoor evaporator 140 to evaporate and absorb heat, thereby lowering the temperature of the environment where the indoor evaporator 140 is located. Furthermore, the third expansion valve 251 can also control whether the refrigerant flows into the indoor evaporator 140, thus controlling whether the refrigerant flows into the fourth channel 240.

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

[0105] Specifically, the third channel 230, located between the connection point of the fifth channel 250 and the third channel 230 and the seventh opening 161, is equipped with a first expansion valve 232; the fourth channel 240 is equipped with a second expansion valve 241; and the fifth channel 250 is equipped with a third expansion valve 251. These valves can correspondingly change the pressure, temperature, and form of the refrigerant, allowing the refrigerant to flow into the outdoor heat exchanger 130, indoor evaporator 140, indoor condenser 150, or battery pack liquid cooling plate 160 in a suitable form. This enables the refrigerant to absorb or release heat at each component, optimizing the thermal management strategy and ensuring optimal thermal management performance under various operating conditions. Furthermore, through the arrangement of each channel and expansion valve, the system can adjust the refrigerant's heat output and transmission path according to actual needs, expanding the system's adaptability and response speed, reducing energy waste, and improving overall energy efficiency.

[0106] Please refer to Figures 1 to 3 In this embodiment, the vehicle thermal management system 100 further 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 by connecting pipes.

[0107] The vehicle thermal management system 100 also includes a motor heat exchange system, which is used to cool the motor and electronic control unit. The motor heat exchange system includes a motor heat exchange section 260, an electronic control heat exchange section 270, a radiator 280, and a first water pump 290. The motor heat exchange section 260 is connected to the motor for motor heat exchange, and the electronic control heat exchange section 270 is connected to the electronic control unit for electronic control heat exchange. The motor heat exchange section 260, the electronic control heat exchange section 270, the radiator 280, and the first water pump 290 are all connected end-to-end via connecting pipes. This means that the first water pump 290 can circulate coolant (usually cooling water) repeatedly through the connecting pipes, thereby dissipating heat from the motor or electronic control unit.

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

[0109] Please refer to Figures 1 to 3 In this embodiment, the motor heat exchange system further includes a water-cooled condenser 300, which is fitted onto the first channel 190 to exchange heat 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 connected to the other end of the radiator 280 and one end of the motor heat exchange section 260, respectively.

[0110] The motor heat exchange system also includes a water-cooled condenser 300, which is mounted on the first channel 190. The water-cooled condenser 300 absorbs the high-temperature cooling water in the motor heat exchange system. After the cooling water dissipates heat from the motor or electronic control unit, its temperature rises. Passing through the water-cooled condenser 300, the temperature of the cooling water is lowered. For example, the water-cooled condenser 300 may include heat sinks to absorb the heat from the cooling water and effectively transfer it to the surrounding environment. After absorbing heat from the cooling water, the water-cooled condenser 300 can also transfer the heat from the cooling water to the refrigerant in the first channel 190, thereby exchanging heat 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, allowing coolant to flow from the first water pump 290 into the water-cooled condenser 300 or from the first water pump 290 into the radiator 280. The other end of the water-cooled condenser 300 is connected to the other end of the radiator 280 and one end of the motor heat exchange section 260. It is understood that coolant can flow from the first water pump 290 to the radiator 280, where it dissipates heat and lowers the coolant temperature. After exiting the radiator 280, the coolant enters the motor heat exchange section 260 and the electronic control heat exchange section 270 to cool the vehicle's motor or electronic control system. Alternatively, coolant can flow from the first water pump 290 to the water-cooled condenser 300, and then from the water-cooled condenser 300 into the motor heat exchange section 260 and the electronic control heat exchange section 270 to cool the motor and electronic control system. Coolant can also flow from the first water pump 290 into the water-cooled condenser 300 and the radiator 280 simultaneously to enhance the cooling effect of the coolant. Then, it flows from the water-cooled condenser 300 and the radiator 280 to the motor heat exchange section 260 and the electronic control heat exchange section 270 to cool the vehicle's motor and electronic control system.

[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 connected to the other end of the radiator 280 and one end of the motor heat exchange section 260, respectively. 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, the two ends of which are connected to the other end of the first water pump 290 and one end of the electrically controlled heat exchange unit 270, respectively.

[0114] The motor heat exchange system can also be configured as an electric heating module 440. For example, the electric heating module 440 may include a PTC heater. Both ends of the electric heating module 440 are connected to the other end of the first water pump 290 and one end of the electronically controlled heat exchange unit 270, respectively. When the coolant flows through the electric heating module 440, the temperature of the coolant will increase. When the ambient temperature 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 it in the thermal management system 100, allowing the refrigerant to absorb heat. Additionally, under extremely cold weather conditions, the heating of the motor and electronic control unit can be enhanced, thereby increasing the coolant temperature and also heating the refrigerant passing through the water-cooled condenser 300, allowing the refrigerant to absorb heat from the water-cooled condenser 300.

[0115] Specifically, the two ends of the electric heating module 440 are connected to the other end of the first water pump 290 and one end of the electrically controlled heat exchanger 270, respectively. The electric heating module 440 can quickly convert electrical energy into heat energy, and through its connection with the first water pump 290 and the electrically controlled heat exchanger 270, it can rapidly heat the coolant. In cold environments, it enables the refrigerant to 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 by a three-way valve 310.

[0117] The three-way valve 310 can distribute fluid to different pipes, achieving flow control. Coolant can flow from the first water pump 290 to the radiator 280 or the water-cooled condenser 300. By connecting the water-cooled condenser 300, the first water pump 290, and the radiator 280 through the three-way valve 310, a compact and efficient thermal management system 100 is formed. This integrated design reduces the number of internal parts of the vehicle, eliminates the need for connecting pipes between parts, optimizes pipe connection methods, saves space inside the vehicle, facilitates rapid assembly of the entire vehicle, and reduces production costs.

[0118] The introduction of the three-way valve 310 enhances the system's flexibility. By switching the open / closed state of the three-way valve 310, different cooling modes can be switched to meet the vehicle's thermal management needs under various operating conditions. For example, when rapid heat dissipation is required, the passage to the radiator 280 can be opened to increase the coolant flow; when maintaining a lower temperature is required, the passage to the radiator 280 can be closed or reduced, allowing more coolant to flow through the water-cooled condenser 300 for cooling.

[0119] Please refer to Figures 1 to 3 In this embodiment, the vehicle thermal management system 100 further includes a sixth channel 320 and a seventh channel 330. 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 shut-off valve 191. 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 shut-off valve 201. The sixth channel 320 is provided with a third shut-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. The seventh channel 330 is also provided with a fourth shut-off valve 331.

[0120] Understandably, after the refrigerant exits the compressor 120 through outlet 122, it flows through the condenser, outdoor heat exchanger 130, and 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, which lowers the temperature of the battery pack liquid cooling plate 160 and thus lowers the temperature of the battery pack. Then, the refrigerant enters the seventh channel 330 through 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. A fourth shut-off valve 331 is also provided on the seventh channel 330. The refrigerant can flow out of the battery pack liquid cooling plate 160 through the seventh channel 330 and enter the compressor 120 to complete the refrigeration cycle. This allows the refrigerant of the air conditioning system and the compressor 120 to be used in the battery heat exchange system, reducing the number of identical components in the thermal management system 100 and lowering the manufacturing and usage costs of the thermal management system 100.

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

[0123] In some embodiments, the air conditioning system further 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 or the pressure of the refrigerant at the eighth outlet 122 of the indoor evaporator 140, thereby calculating 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 and prevent liquid from entering the compressor 120.

[0125] In some embodiments, the air conditioning system further includes a second temperature sensor 380, which measures the temperature of the refrigerant at the eighth outlet 122 of the indoor evaporator 140 and, in conjunction with the pressure of the refrigerant at the eighth outlet 122, calculates the superheat of the refrigerant at the eighth outlet 122.

[0126] In some embodiments, the motor heat exchange system further includes a third temperature sensor 390 for measuring 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 further includes a second pressure and temperature sensor 410, which is used to measure the refrigerant pressure and refrigerant temperature at the fifth outlet 122 of the indoor condenser 150, and to calculate the refrigerant subcooling at the fifth outlet 122 of the indoor condenser 150.

[0129] In some embodiments, the air conditioning system further 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 to calculate the refrigerant subcooling at the battery pack liquid cooling plate outlet 122.

[0130] In some embodiments, the air conditioning system further includes a fourth pressure and temperature sensor 430, which measures the pressure and temperature at the first outlet 122 of the refrigerant outside the outdoor heat exchanger 130, and then calculates the subcooling of the refrigerant.

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

[0132] In some embodiments, the thermal management suction also includes a blower 180 for blowing cooled indoor evaporator 140 or heated 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 operating modes:

[0134] Please refer to Figure 4 , Figure 4This is a schematic diagram of the working mode of a vehicle thermal management system 100 provided in an embodiment of this application. Working mode 1 of the vehicle thermal management system 100: When the temperature of the motor or electronic control unit is too high, exceeding 40 degrees Celsius, the first water pump 290 is started, and the fan 170 is simultaneously turned on. Coolant flows from the first water pump 290 into the radiator 280, the motor heat exchange section 260, and the electronic control unit heat exchange section 270, completing the coolant circulation and dissipating heat from the motor or electronic control unit.

[0135] Please refer to Figure 5 , Figure 5 This is a schematic diagram of the vehicle thermal management system 100 in operating mode 2 according to an embodiment of this application. Operating mode 2 of the vehicle thermal management system 100: When only cooling the driver's cab 450, the second expansion valve 241 and the third shut-off valve 321 are opened. The second expansion valve 241 is adjusted according to the subcooling of the refrigerant at the indoor evaporator 140. The fan 170 and compressor 120 are turned on, and the refrigerant enters the indoor evaporator 140 to absorb heat. The blower 180 blows cold air into the driver's cab 450, completing the cooling of the driver's cab 450.

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

[0137] Please refer to Figure 7 , Figure 7 This is a schematic diagram of the vehicle thermal management system 100 in operating mode four according to an embodiment of this application. In operating mode four, both the driver's cab 450 and the battery pack require cooling. The compressor 120 and fan 170 are turned on, the first electronic expansion valve and the second electronic expansion valve are turned on, and the third shut-off valve 321 and the fourth shut-off valve 331 are turned on. Refrigerant enters the indoor evaporator 140 and the battery pack liquid cooling plate 160 respectively to absorb heat, thereby achieving cooling of the driver's cab 450 and the battery pack.

[0138] Please refer to Figure 8 , Figure 8This is a schematic diagram of the structure of a vehicle thermal management system 100 operating in mode five according to an embodiment of this application. Operating mode five of the vehicle thermal management system 100: The driver's cab 450 is heated, the coolant temperature is below 0 degrees Celsius, the ambient temperature is below -10 degrees Celsius, the first shut-off valve 191 and the second shut-off valve 201 are open, the third electronic expansion valve is open, the outdoor heat exchanger 130 is not running, and the refrigerant enters the eighth opening 162 of the indoor condenser 150 from the compressor 120 outlet 122, where it releases heat. Simultaneously, 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. As the refrigerant flows through the water-cooled condenser 300, it can absorb heat from the water-cooled condenser 300.

[0139] Please refer to Figure 9 , Figure 9 This is a schematic diagram of the structure of a vehicle thermal management system 100 operating mode six according to an embodiment of this application. Operating mode six of the vehicle thermal management system 100: The driver's cab 450 is heated, the coolant temperature is less than 0 degrees Celsius, the ambient temperature is greater than -10 degrees Celsius, the first shut-off valve 191 and the second shut-off valve 201 are open, the third electronic expansion valve is open, the outdoor heat exchanger 130 is also running, the refrigerant absorbs heat when flowing through the outdoor heat exchanger 130, the first water pump 290 is turned on, the electric heating module 440 heats the coolant, thereby raising the temperature of the water-cooled condenser 300, the refrigerant absorbs heat from the water-cooled condenser 300 when flowing through it, and releases heat when the refrigerant is in the indoor condenser 150. The blower 180 blows the heated air from the indoor condenser 150 into the driver's cab 450, thus completing the heating of the driver's cab 450.

[0140] Please refer to Figure 10 , Figure 10 This is a schematic diagram of the structure of a vehicle thermal management system 100 operating in a seventh mode according to an embodiment of this application. Operating mode seven of the vehicle thermal management system 100: The driver's cab 450 is heated, the coolant temperature is greater than 0 degrees Celsius and less than 25 degrees Celsius, and the temperature difference between the coolant and the ambient temperature is within 5 degrees Celsius. The first shut-off valve 191 and the second shut-off valve 201 are open, the third electronic expansion valve is open, the outdoor heat exchanger 130 is running, the first water pump 290 is not running, the refrigerant absorbs heat only from the outdoor heat exchanger 130 and then releases heat in the indoor condenser 150, and the blower 180 blows hot air into the driver's cab 450.

[0141] Please refer to Figure 11 , Figure 11This is a schematic diagram of the structure of the vehicle thermal management system 100 in operating mode eight according to an embodiment of this application. Operating mode eight of the vehicle thermal management system 100: Heating of the cab 450. At this time, the temperature of the control motor and electronic control unit rises, the coolant temperature is greater than 0 degrees Celsius and less than 25 degrees Celsius, the ambient temperature is too low, and the refrigerant no longer absorbs heat from the outside. The first water pump 290 operates, the first shut-off valve 191 and the second shut-off valve 201 open, and the third electronic expansion valve opens. Coolant flows from the water-cooled condenser 300 into the motor heat exchange section 260 and the electronic control heat exchange section 270. The coolant can absorb heat from the motor heat exchange section 260 and the electronic control heat exchange section 270, and then the temperature of the coolant rises, causing the temperature of the water-cooled condenser 300 to rise. The refrigerant absorbs heat from the water-cooled condenser 300 and then enters the indoor condenser 150 to release heat. The blower 180 blows hot air into the cab 450, thereby completing the heating of the cab 450.

[0142] Figure 12 This is a schematic diagram of the structure of the vehicle thermal management system 100 in operating mode nine according to an embodiment of this application. Operating mode nine of the vehicle thermal management system 100: The driver's cab 450 is heated, the coolant temperature is greater than 0 degrees Celsius, the coolant temperature is less than 25 degrees Celsius, the temperature 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 electronic control rises, the first shut-off valve 191 and the second shut-off valve 201 open, and the third electronic expansion valve opens. The refrigerant absorbs heat from the outdoor heat exchanger 130 and also from the water-cooled condenser 300. The coolant absorbs excess heat from the motor or electronic control to heat the coolant. The refrigerant enters the indoor condenser 150 to release heat, and the blower 180 blows hot air into the driver's cab 450, completing the heating of the driver's cab 450.

[0143] Figure 13 This is a schematic diagram of the tenth working mode of the vehicle thermal management system 100 provided in an embodiment of this application. The tenth working mode of the vehicle thermal management system 100: The driver's cab 450 is heated, the coolant temperature is greater than 0 degrees Celsius and the temperature 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 shut-off valve 191 and the second shut-off valve 201 are open, the third electronic expansion valve is open, and 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 releases heat in the indoor condenser 150, completing the heating of the driver's cab 450.

[0144] Please refer to Figure 14 , Figure 14This is a schematic diagram of the working mode eleven of the vehicle thermal management system 100 provided in an embodiment of this application. Working mode eleven of the vehicle thermal management system 100: Battery heating, coolant temperature greater than -5 degrees Celsius and less than 0 degrees Celsius, ambient temperature less than -10 degrees Celsius. The first shut-off valve 191 and the second shut-off valve 201 are open, the first expansion valve 232 is open, 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 not running, the refrigerant releases heat when flowing through the battery pack liquid cooling plate 160, and the blower 180 blows hot air into the cab 450, completing the heating of the cab 450.

[0145] Please refer to Figure 15 , Figure 15 This is a schematic diagram of the working mode 12 of the vehicle thermal management system 100 provided in an embodiment of this application. Working mode 12 of the vehicle thermal management system 100: Battery heating, coolant temperature greater than -5 degrees Celsius and less than 0 degrees Celsius, ambient temperature greater than -10 degrees Celsius. The first shut-off valve 191 and the second shut-off valve 201 are open, the first expansion valve 232 is open, 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, 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 operates, the refrigerant absorbs heat when flowing through the outdoor heat exchanger 130, and releases heat when flowing through the battery pack liquid cooling plate 160. The blower 180 blows hot air into the cab 450, completing the heating of the cab 450.

[0146] Please refer to Figure 16 , Figure 16 This is a schematic diagram of the thirteenth working mode of the vehicle thermal management system 100 provided in an embodiment of this application. The thirteenth working mode of the vehicle thermal management system 100 is as follows: Battery heating, coolant temperature is greater than 0 degrees Celsius and less than 25 degrees Celsius, the temperature difference between the coolant and the ambient temperature is within 5 degrees Celsius, the first shut-off valve 191 and the second shut-off valve 201 are open, the first expansion valve 232 is open, the outdoor heat exchanger 130 and the fan 170 are running, the refrigerant absorbs heat from the outdoor heat exchanger 130, and the refrigerant releases heat into the battery pack liquid cooling plate 160, thereby raising the battery pack temperature.

[0147] Please refer to Figure 17 , Figure 17This is a schematic diagram of the fourteenth working mode of the vehicle thermal management system 100 provided in an embodiment of this application. The fourteenth working mode of the vehicle thermal management system 100 is as follows: Battery heating, coolant temperature is greater than 0 degrees Celsius and less than 25 degrees Celsius, the temperature 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 shut-off valve 191 and the second shut-off valve 201 are open, the first expansion valve 232 is open, the first water pump 290 is running, the temperature of the control motor and electronic control unit rises, the coolant absorbs heat from the heat exchange section 260 of the motor and the heat exchange section 270 of the electronic control unit, the coolant temperature rises, and then the temperature of the water-cooled condenser 300 also rises. The refrigerant absorbs heat from the water-cooled condenser 300, and the refrigerant releases heat in the battery pack liquid cooling plate 160, completing the heating of the battery pack.

[0148] Please refer to Figure 18 , Figure 18 This is a schematic diagram of the fifteenth working mode of the vehicle thermal management system 100 provided in an embodiment of this application. The fifteenth working mode of the vehicle thermal management system 100 is as follows: Battery heating, coolant temperature is greater than 0 degrees Celsius and less than 25 degrees Celsius, the temperature 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 shut-off valve 191 and the second shut-off valve 201 are open, the first expansion valve 232 is open, coolant flows from the first water pump 290 into the water-cooled condenser 300 and then into the motor heat exchange section 260 and the electronic control heat exchange section 270, thereby absorbing heat from the motor and electronic control. The refrigerant absorbs heat from the outdoor heat exchanger 130 and the water-cooled condenser 300, and then enters the battery pack liquid cooling plate 160 to release heat, completing battery pack heating.

[0149] Please refer to Figure 19 , Figure 19 This is a schematic diagram of the sixteenth working mode of the vehicle thermal management system 100 provided in an embodiment of this application. The sixteenth working mode of the vehicle thermal management system 100 is as follows: Battery heating, coolant temperature below 0 degrees Celsius, ambient temperature below -10 degrees Celsius, first shut-off valve 191 and second shut-off valve 201 open, first expansion valve 232 open, electric heating module 440 heats the coolant, motor and electronic control unit generate heat, coolant absorbs heat from motor, electronic control unit, and electric heating module 440, enters water-cooled condenser 300, refrigerant absorbs heat from water-cooled condenser 300, refrigerant releases heat in battery pack liquid cooling plate 160, raising the temperature of battery pack liquid cooling plate 160.

[0150] Please refer to Figure 20 , Figure 20This is a schematic diagram of the seventeenth working mode of the vehicle thermal management system 100 provided in an embodiment of this application. The seventeenth working mode of the vehicle thermal management system 100: The battery and cab 450 are heated; the coolant temperature is below 0 degrees Celsius; the ambient temperature is above -10 degrees Celsius; the first shut-off valve 191 and the second shut-off valve 201 are open; the first expansion valve 232 and the third expansion valve 251 are open; the electric heating module 440 is activated; the electric heating module 440 heats the coolant; the refrigerant absorbs heat from the water-cooled condenser 300; 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 cooling plate 160, thus completing the heating of the cab 450 and the battery pack.

[0151] Please refer to Figure 21 , Figure 21 This is a schematic diagram of the eighteenth operating mode of the vehicle thermal management system 100 provided in an embodiment of this application. The eighteenth operating mode of the vehicle thermal management system 100 is as follows: the battery and driver's cab 450 are heated; the coolant temperature is greater than 0 degrees Celsius and less than 25 degrees Celsius; the temperature difference between the coolant and the cooling water in the battery is less than 5 degrees Celsius; and the ambient temperature is below -10 degrees Celsius. The first shut-off valve 191 and the second shut-off valve 201 are open; the first expansion valve 232 and the third expansion valve 251 are open; the coolant absorbs heat from the motor and electronic control system; 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 cooling plate 160.

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

[0153] Please refer to Figure 23 , Figure 23This is a schematic diagram of the working mode 20 of the vehicle thermal management system 100 provided in an embodiment of this application. Working mode 20 of the vehicle thermal management system 100: The battery and driver's cab 450 are heated. The coolant temperature is greater than 35 degrees Celsius. The first shut-off valve 191 and the second shut-off valve 201 are open. The first expansion valve 232 and the third expansion valve 251 are also open. The coolant can absorb excess heat from the motor and electronic control system. 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 lower the coolant temperature; 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 also open, 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 cooling plate 160, completing the heating of the driver's cab 450 and the battery pack.

[0154] Please refer to Figure 24 , Figure 24 This is a schematic diagram of the working mode twenty-one of the vehicle thermal management system 100 provided in an embodiment of this application. Working mode twenty-one of the vehicle thermal management system 100: Dehumidifying the driver's cab 450. The second shut-off valve 201 is opened, as are the second expansion valve 241 and the third expansion valve 251. Humid air first passes through the indoor evaporator 140 for cooling, condensing and discharging moisture. Then, it passes through the indoor condenser 150 for heating into dry air, thus completing the dehumidification process.

[0155] Please refer to Figure 25 , Figure 25 This is a schematic diagram of the working mode twenty-two of the vehicle thermal management system 100 provided in an embodiment of this application. Working mode twenty-two of the vehicle thermal management system 100: Defrosting the outdoor heat exchanger 130, the third shut-off valve 321 is opened, the second expansion valve 241 is closed, and refrigerant enters the outdoor heat exchanger 130 from the compressor 120 outlet 122, releasing heat in the outdoor heat exchanger 130. Therefore, the temperature of the outdoor heat exchanger 130 can be raised, thereby completing the defrosting of the outdoor heat exchanger 130.

[0156] This application also provides a heavy-duty truck, which includes the vehicle thermal management system 100 of any of the embodiments of this application.

[0157] The heavy-duty truck proposed in this application embodiment includes a vehicle thermal management system 100. 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 or the outlet 122 of the compressor 120. This allows 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 high, it can be cooled by the refrigerant of the air conditioning system. If the battery pack temperature 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 redundant functional components, reduces the manufacturing cost of the vehicle thermal management system 100, improves the assembly efficiency of the vehicle thermal management system 100, reduces vehicle energy consumption, and increases vehicle range.

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

[0159] When heavy-duty trucks are in extremely cold conditions, the output power of the motor can be reduced to enhance the heating effect of the motor. When the coolant flows through the heat exchange section of the motor, it can heat up rapidly, thereby providing heat to the refrigerant and completing the heat exchange of the refrigerant.

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

[0161] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0162] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0163] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

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

Claims

1. A vehicle thermal management system (100), characterized in that, include: An 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) is optionally connected to either the third opening (141) or the fifth opening (151). The outlet (122) of the compressor (120) is optionally connected to either the second opening (132) or the sixth opening (152). The inlet (121) of the compressor (120) is optionally connected to either the second opening (132) or the fourth opening (142). A battery heat exchange system includes a battery pack liquid cooling plate (160), the battery pack liquid cooling plate (160) having a seventh opening (161) and an eighth opening (162), the seventh opening (161) being optionally connected to the first opening (131), and the eighth opening (162) being optionally connected to the inlet (121) or the outlet (122) of the compressor (120); The vehicle thermal management system (100) includes a first channel (190), the two ends of which are connected to the inlet (121) of the compressor (120) and the second opening (132), respectively. The vehicle thermal management system (100) further 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 by connecting pipes. The motor heat exchange system further includes a water-cooled condenser (300), which is fitted onto the first channel (190) to exchange heat with the refrigerant in the first channel (190). One end of the water-cooled condenser (300) is optionally 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 connected to the other end of the radiator (280) and one end of the motor heat exchange section (260). 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 by a three-way valve (310).

2. The vehicle thermal management system (100) according to claim 1, characterized in that, A first on / off valve is provided on the first channel (190); The vehicle thermal management system (100) further 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). A second on / off valve is provided on the second channel (200).

3. The vehicle thermal management system (100) according to claim 2, characterized in that, 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 connected to the first opening (131) and the seventh opening (161) respectively. The two ends of the fourth channel (240) are connected to the third opening (141) and the third channel (230) respectively. The two ends of the fifth channel are connected to the fifth opening (151) and the third channel (230) respectively. The third channel (230) is provided with a first expansion valve (232) at 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).

4. The vehicle thermal management system (100) according to claim 1, characterized in that, The motor heat exchange system also includes an electric heating module (440), the two ends of which are connected to the other end of the first water pump (290) and one end of the electrically controlled heat exchange unit (270), respectively.

5. The vehicle thermal management system (100) according to claim 2, characterized in that, The vehicle thermal management system (100) further includes a sixth channel (320) and a seventh channel (330). 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 on / off valve. 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 on / off valve. The sixth channel (320) is provided with a third on / off valve. One end of the seventh channel (330) is connected to the eighth opening (162). 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 on / off valve.

6. A heavy-duty truck, characterized in that, include: The vehicle thermal management system (100) according to any one of claims 1-5.

7. The heavy-duty truck according to claim 6, characterized in that, The heavy-duty truck includes a power motor, the peak power of which is not less than 300KW.

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