Thermal management system for vehicle

Abstract

The invention provides a thermal management system for a vehicle. The thermal management system comprises a first refrigerant circulation loop and a cooling liquid circulation loop. The refrigerant circulation first loop comprises a compressor, a refrigerant channel of a condenser, a liquid storage drying tank, a first flow control valve and a refrigerant channel of a battery cooler which are connected in sequence; the cooling liquid circulation loop comprises a motor cooling loop, a battery cooling loop, a warm core loop, a cold core loop and a ten-way valve. A cooling liquid circulation loop of the vehicle thermal management system comprises four loops, the four loops are connected through a ten-way valve, two cooling liquid three-way pipes and two proportional three-way valves, and a port f of the ten-way valve has a proportional shunting function so as to achieve a temperature adjusting function required by battery thermal management; on the premise of meeting multiple functional modes, the automotive thermal management system integrates and simplifies a system architecture waterway part, and considers system energy consumption, economical efficiency and integration level.

Description

Technical Field

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

[0002] Considering the requirements of future environmental regulations for automotive refrigerants, the industry trend is to use an indirect heat pump air conditioning system to adapt to a platform architecture of various environmentally friendly refrigerants including R290 (propane) / R1234yf (tetrafluoropropylene, C3H2F4) refrigerants. The use of an indirect heat pump system can effectively reduce the amount of refrigerants such as R290 / R1234yf, avoid the safety risks of flammable refrigerants, and reduce the cost of system filling. However, in order to simultaneously meet the thermal management requirements of the passenger compartment, batteries, motors, and electronic controls of new energy vehicles, the water circuits of the indirect heat pump system are often complicated, which not only sacrifices the space of the entire vehicle, but also increases the weight and cost of the entire vehicle.

[0003] Existing technologies such as patent (CN221162111U) provide an indirect heat pump air conditioning system, which includes a compressor, a condenser, a dry liquid storage tank, an expansion valve, an evaporator, a ten-way valve, an air conditioning warm core, an air conditioning cold core, a radiator, a cold core three-way valve, a warm core three-way valve, an air supply heat exchanger, an air supply expansion valve, a PTC, a first, second, and third liquid pump, a first three-way pipe, and a second three-way pipe. The indirect heat pump system avoids the safety risks of flammable refrigerants, and the water circuit part is integrated with a ten-way valve to simplify the system architecture. However, when the passenger compartment and the battery have thermal management requirements at the same time, the system cannot adjust the battery required water temperature. Patent (CN118810342A) provides an indirect heat pump air conditioning system, which includes a compressor, a heat exchanger, a water-cooled condenser, a first flow control valve, a second flow control valve, a first, second, and third water pumps, a ten-way valve, a low-temperature radiator, a cold air core, a first three-way proportional valve, a second three-way proportional valve, a gas-liquid separator, and a warm air core. The indirect heat pump system also integrates the water circuit to a certain extent, but the low-temperature dehumidification mode cannot utilize the air source and motor waste heat, which increases the system energy consumption. At the same time, when the passenger compartment and battery have different heat load requirements, it cannot be adjusted according to the battery requirements.

[0004] Therefore, there is an urgent need to develop a vehicle thermal management system with multiple functional modes, taking into account economy, integration, and adaptability to a variety of low global warming potential (GWP) refrigerants.

[0005] It should be noted that the information disclosed in the above background technology section is only used to enhance the understanding of the background of the present invention, and therefore may include information that does not constitute the prior art known to ordinary technicians in the field. Summary of the invention

[0006] In view of the problems in the prior art, the purpose of the present invention is to provide a vehicle thermal management system, which is an indirect heat pump system water circuit, which can achieve adjustment of different thermal management requirements of the passenger compartment and the battery, and has the advantages of high integration, reduction of system piping, compact space layout, and competitive system cost and weight.

[0007] An embodiment of the present invention provides a vehicle thermal management system, comprising a first refrigerant circulation loop and a coolant circulation loop;

[0008] The first refrigerant circulation loop includes a compressor, a refrigerant channel of a condenser, a liquid storage drying tank, a first flow control valve and a refrigerant channel of a battery cooler connected in sequence;

[0009] The coolant circulation loop includes a motor cooling loop, a battery cooling loop, a warm core loop, a cold core loop and a ten-way valve;

[0010] The motor cooling circuit comprises a port b of a ten-way valve, a radiator, a first coolant three-way pipe and a motor connected in sequence, and a return end of the first coolant three-way pipe and an outlet of the motor are respectively connected to ports a and j of the ten-way valve;

[0011] The battery cooling circuit includes a port e of a ten-way valve, a battery water pump and a battery cold plate connected in sequence, and the outlet of the battery cold plate is connected to the port f of the ten-way valve;

[0012] The core warming circuit comprises a ten-way valve port i, a core warming water pump, a coolant channel of a condenser, and a first proportional three-way valve connected in sequence, and an inlet and an outlet of the first proportional three-way valve (8) are respectively connected to ports c and g of the ten-way valve;

[0013] The cold core circuit includes the h port of the ten-way valve, the second coolant three-way pipe, the cold core water pump, the coolant channel of the battery cooler, the second proportional three-way valve, the outlet of the second proportional three-way valve and the d port of the ten-way valve, which are connected in sequence, and the outlet of the second proportional three-way valve is connected to one end of the second coolant three-way pipe.

[0014] According to some examples of the present invention, the ten-way valve has first to sixth modes;

[0015] The first mode is that the port b of the ten-way valve is connected to the port c, the port e of the ten-way valve is connected to the port f, and the port g, port j and port i of the ten-way valve are connected;

[0016] The second mode is that the b port of the ten-way valve is connected to the c port, the d port of the ten-way valve is connected to the e port, the g port and the j port of the ten-way valve are connected to the i port, and the f port of the ten-way valve is connected to the e port and the h port respectively;

[0017] The third mode is that the b port and the d port of the ten-way valve are connected, the e port and the f port of the ten-way valve are connected, the g port and the i port of the ten-way valve are connected, and the h port and the j port of the ten-way valve are connected;

[0018] The fourth mode is that the a port and the d port of the ten-way valve are connected, the e port and the f port of the ten-way valve are connected, the g port and the i port of the ten-way valve are connected, and the h port and the j port of the ten-way valve are connected;

[0019] The fifth mode is that the b port and the d port of the ten-way valve are connected, the c port and the e port of the ten-way valve are connected, the f port of the ten-way valve is connected to the e port and the i port respectively, the g port and the i port of the ten-way valve are connected, and the h port and the j port of the ten-way valve are connected;

[0020] The sixth mode is that port a and port d of the ten-way valve are connected, port c and port e of the ten-way valve are connected, port f of the ten-way valve is connected to port e and port i respectively, port g and port i of the ten-way valve are connected, and port h and port j of the ten-way valve are connected.

[0021] According to some examples of the present invention, the vehicle thermal management system further includes a second refrigerant circulation loop;

[0022] The second refrigerant circulation loop includes a compressor, a second flow control valve and a refrigerant channel of a battery cooler connected in sequence;

[0023] The compressor is connected to the condenser and the second flow control valve respectively through a first refrigerant three-way pipe;

[0024] The first flow control valve and the second flow control valve are connected to the battery cooler through a second refrigerant three-way pipe.

[0025] According to some examples of the present invention, the vehicle thermal management system further includes a regenerator;

[0026] The high-pressure circuit of the regenerator is arranged between the liquid storage drying tank and the first flow control valve; the low-pressure circuit of the regenerator is arranged between the battery cooler and the compressor.

[0027] According to some examples of the present invention, the vehicle thermal management system further includes a water heater;

[0028] The water heater is disposed between the coolant channel of the condenser and the first proportional three-way valve.

[0029] According to some examples of the present invention, the vehicle thermal management system further includes a refrigerant circulation second loop and a water heater;

[0030] The second refrigerant circulation loop includes a compressor, a second flow control valve and a refrigerant channel of a battery cooler connected in sequence;

[0031] The compressor is connected to the condenser and the second flow control valve respectively through a first refrigerant three-way pipe;

[0032] The first flow control valve and the second flow control valve are connected to the battery cooler via a second refrigerant three-way pipe;

[0033] The water heater is disposed between the coolant channel of the condenser and the first proportional three-way valve.

[0034] According to some examples of the present invention, the first flow control valve and / or the second flow control valve is a throttling device such as an electronic expansion valve or a capillary tube.

[0035] According to some examples of the present invention, the vehicle thermal management system further includes a warm core;

[0036] The heater core is arranged between the outlet of the first proportional three-way valve and the g port of the ten-way valve.

[0037] According to some examples of the present invention, the vehicle thermal management system further includes a cold core;

[0038] The cooling core is arranged between the outlet of the second proportional three-way valve and one end of the second coolant three-way pipe.

[0039] According to some examples of the present invention, the condenser is a water-cooled condenser.

[0040] The coolant circulation circuit of the vehicle thermal management system of the present invention includes four circuits, which are connected by a ten-way valve, two coolant three-way pipes, and two proportional three-way valves. Among them, the f port of the ten-way valve has a proportional diversion function to achieve the temperature regulation function required by the battery thermal management; the vehicle thermal management system integrates and simplifies the water circuit part of the system architecture while meeting multiple functional modes, taking into account the system energy consumption, economy, and integration. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Other features, objectives and advantages of the present invention will become more apparent from a reading of the detailed description of non-limiting embodiments made with reference to the following accompanying drawings.

[0042] Figure 1 A schematic structural diagram of a vehicle thermal management system according to a first embodiment of the present invention;

[0043] Figure 2 It is a state diagram of each mode of a ten-way valve of a vehicle thermal management system according to an embodiment of the present invention;

[0044] Figure 3 A schematic structural diagram of a vehicle thermal management system according to a second embodiment of the present invention;

[0045] Figure 4A schematic structural diagram of a vehicle thermal management system according to a third embodiment of the present invention;

[0046] Figure 5 A schematic structural diagram of a vehicle thermal management system according to a fourth embodiment of the present invention;

[0047] Figure 6 A schematic structural diagram of a vehicle thermal management system according to a fifth embodiment of the present invention;

[0048] Figure 7 It is a schematic diagram of dehumidifying a medium-temperature passenger compartment when the ten-way valve of the vehicle thermal management system according to the second embodiment of the present invention is in the first mode;

[0049] Figures 8 to 11 They are schematic diagrams of defrosting in a hot gas bypass mode, defrosting in a hot gas bypass mode while heating the passenger compartment, and heating the passenger compartment while cooling the battery when the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention is in the second mode;

[0050] Fig.12 It is a schematic diagram of dehumidifying the passenger compartment by the air source and the residual heat of the motor when the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention is in the third mode;

[0051] Fig.13 It is a schematic diagram of a single motor using waste heat to dehumidify a passenger compartment when the ten-way valve of a vehicle thermal management system according to a second embodiment of the present invention is in a fourth mode;

[0052] Fig.14 It is a schematic diagram of heating the passenger compartment and the battery by the air source and the residual heat of the motor when the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention is in the fifth mode;

[0053] Fig.15 It is a schematic diagram of heating the passenger compartment and the battery in the hot gas bypass mode when the ten-way valve of the vehicle thermal management system according to the second embodiment of the present invention is in the sixth mode. DETAILED DESCRIPTION

[0054] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in a variety of forms and should not be construed as limited to the embodiments set forth herein. Instead, these embodiments are provided so that the present invention will be comprehensive and complete and the concepts of the example embodiments will be fully conveyed to those skilled in the art. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention and are not to be construed as limitations of the present invention. The same reference numerals in the figures represent the same or similar structures, and thus their repeated description will be omitted.

[0055] In the description of the present invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first" and "second" may explicitly or implicitly include one or more features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0056] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" 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 mechanical connection, an electrical connection, or can communicate with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0057] The disclosure below provides many different embodiments or examples to implement different structures of the present invention. In order to simplify the disclosure of the present invention, the components and settings of specific examples are described below. Of course, they are only examples, and the purpose is not to limit the present invention. In addition, the present invention can repeat reference numbers and / or reference letters in different examples, and this repetition is for the purpose of simplicity and clarity, which itself does not indicate the relationship between the various embodiments and / or settings discussed. In addition, the present invention provides various specific examples of processes and materials, but those of ordinary skill in the art can be aware of the application of other processes and / or the use of other materials.

[0058] The structure of the vehicle thermal management system of the present invention is further described below in conjunction with the accompanying drawings and specific embodiments. It can be understood that the various specific embodiments are not intended to limit the protection scope of the present invention.

[0059] An embodiment of the present invention provides a vehicle thermal management system. Figure 1 It is a structural schematic diagram of a vehicle thermal management system according to a first embodiment of the present invention. Specifically, the vehicle thermal management system includes a first refrigerant circulation loop and a coolant circulation loop;

[0060] The first refrigerant circulation loop includes the exhaust port of the compressor 1, the refrigerant channel of the condenser 2, the liquid storage drying tank 3, the first flow control valve 4 and the refrigerant channel of the battery cooler 6, and the air intake port of the compressor 1. In one embodiment, the condenser 2 is a water-cooled condenser.

[0061] The coolant circulation circuit includes a motor cooling circuit, a battery cooling circuit, a warm core circuit, a cold core circuit and a ten-way valve V; the motor cooling circuit, the battery cooling circuit, the warm core circuit and the cold core circuit are connected by a ten-way valve V, two coolant three-way pipes and two proportional three-way valves, among which the f port of the ten-way valve V has a proportional diversion function to realize the temperature regulation function required by battery thermal management.

[0062] More specifically, the motor cooling circuit includes the port b of the ten-way valve V, the radiator 9, the first coolant three-way pipe 20 and the motor 10 which are connected in sequence, and the return end of the first coolant three-way pipe 20 and the outlet of the motor 10 are respectively connected to the port a and the port j of the ten-way valve V;

[0063] The battery cooling circuit includes a port e of a ten-way valve V, a battery water pump 11 and a battery cold plate 12 which are connected in sequence, and the outlet of the battery cold plate 12 is connected to the port f of the ten-way valve V;

[0064] The core warming circuit includes the i port of the ten-way valve V, the core warming water pump 7, the coolant channel of the condenser 2, and the inlet 8b of the first proportional three-way valve 8, which are connected in sequence, and the outlet 8a and the outlet 8c of the first proportional three-way valve 8 are connected to the c port and the g port of the ten-way valve V respectively;

[0065] The cold core circuit includes the h port of the ten-way valve V, the second coolant three-way pipe 19, the cold core water pump 13, the coolant channel of the battery cooler 6, the inlet 14c of the second proportional three-way valve 14, the outlet 14b of the second proportional three-way valve 14 and the d port of the ten-way valve V, which are connected in sequence, and the outlet 14a of the second proportional three-way valve 14 is connected to one end of the second coolant three-way pipe 19.

[0066] In one embodiment, the ten-way valve V has first to sixth modes. Figure 2 The following is a state diagram of each mode of the ten-way valve V of the vehicle thermal management system according to an embodiment of the present invention, specifically:

[0067] The first mode of the ten-way valve V is that the port b of the ten-way valve V is connected to the port c, the port e of the ten-way valve V is connected to the port f, and the port g, port j and port i of the ten-way valve V are connected;

[0068] The second mode of the ten-way valve V is that the port b of the ten-way valve V is connected to the port c, the ports d and e of the ten-way valve V are connected, the ports g and j of the ten-way valve V are connected to the port i, and the port f of the ten-way valve V is connected to the ports e and h respectively;

[0069] The third mode of the ten-way valve V is that the b port and the d port of the ten-way valve V are connected, the e port and the f port of the ten-way valve V are connected, the g port and the i port of the ten-way valve V are connected, and the h port and the j port of the ten-way valve V are connected;

[0070] The fourth mode of the ten-way valve V is that the a port and the d port of the ten-way valve V are connected, the e port and the f port of the ten-way valve V are connected, the g port and the i port of the ten-way valve V are connected, and the h port and the j port of the ten-way valve V are connected;

[0071] The fifth mode of the ten-way valve V is that the b port and the d port of the ten-way valve V are connected, the c port and the e port of the ten-way valve V are connected, the f port of the ten-way valve V is connected to the e port and the i port respectively, the g port and the i port of the ten-way valve V are connected, and the h port and the j port of the ten-way valve V are connected;

[0072] The sixth mode of the ten-way valve V is that the a port and the d port of the ten-way valve V are connected, the c port and the e port of the ten-way valve V are connected, the f port of the ten-way valve V is connected to the e port and the i port respectively, the g port and the i port of the ten-way valve V are connected, and the h port and the j port of the ten-way valve V are connected.

[0073] In some other embodiments, the vehicle thermal management system further includes a warm core 15; the warm core 15 is arranged between the outlet 8c of the first proportional three-way valve 8 and the g port of the ten-way valve V. Or the vehicle thermal management system further includes a cold core 16; the cold core 16 is arranged between the outlet 14a of the second proportional three-way valve 14 and one end of the second coolant three-way pipe 19. In the above structure, the ten-way valve V with a proportional flow diversion function realizes the adjustment of different thermal management requirements of the passenger compartment and the battery by switching the f port to be connected to the h port and the e port respectively, or the f port to be connected to the e port and the i port respectively.

[0074] When the vehicle thermal management system of the first embodiment adopts R134a / R1234yf refrigerant, the heating function is applicable to an ambient temperature above -10°C; when R290 refrigerant is adopted, the heating function is applicable to an ambient temperature above -20°C.

[0075] In order to further expand the heating function of the vehicle thermal management system under extremely low temperature conditions, such as when the heating function of the vehicle thermal management system works when the ambient temperature is lower than -10°C (R134a / R1234yf) or lower than -20°C (R290), it is necessary to use hot gas bypass or water heater or both. Figure 3 This is a schematic diagram of the structure of the vehicle thermal management system of the second embodiment of the present invention. Different from the first embodiment, the second embodiment adds a hot gas bypass. Specifically, the vehicle thermal management system also includes a second refrigerant circulation loop, which includes the exhaust port of the compressor 1, the second flow control valve 5 and the refrigerant channel of the battery cooler 6, and the air intake of the compressor 1 connected in sequence; the compressor 1 is connected to the condenser 2 and the second flow control valve 5 respectively through the first refrigerant three-way pipe 17; the first flow control valve 4 and the second flow control valve 5 are connected to the battery cooler 6 through the second refrigerant three-way pipe 18. The first flow control valve 4 and / or the second flow control valve 5 can be a throttling device such as an electronic expansion valve or a capillary tube, etc., which is not limited here.

[0076] Figure 4 It is a schematic structural diagram of a vehicle thermal management system of the third embodiment of the present invention, wherein, based on the structure of the second embodiment, the vehicle thermal management system further includes a regenerator, a high-pressure circuit 22a of the regenerator is arranged between the liquid storage drying tank 3 and the first flow control valve 4, and a low-pressure circuit 22b of the regenerator is arranged between the battery cooler 6 and the compressor 1, and the regenerator appropriately increases the supercooling degree before the vehicle thermal management system valve, thereby improving the cooling and heating performance of the vehicle thermal management system.

[0077] Figure 5 This is a structural schematic diagram of a vehicle thermal management system according to the fourth embodiment of the present invention. Different from the first embodiment, a water heater 21 is added in the fourth embodiment. The water heater 21 is arranged between the outlet of the coolant channel of the water-cooled cooler 2 and the inlet of the first proportional three-way valve 8. The added water heater 21 can meet the supplementary heat requirements when the passenger compartment is extremely low in temperature or the battery is quickly heated.

[0078] Figure 6 The schematic diagram of the structure of the vehicle thermal management system of the fifth embodiment of the present invention, in which the vehicle thermal management system is provided with a second refrigerant circulation loop and a water heater 21' at the same time. Similarly, the second refrigerant circulation loop includes the exhaust port of the compressor 1, the second flow control valve 5' and the refrigerant channel of the battery cooler 6, and the air intake port of the compressor 1 connected in sequence; the compressor 1 is connected to the condenser 2 and the second flow control valve 5' respectively through the first refrigerant three-way pipe 17'; the first flow control valve 4 and the second flow control valve 5' are connected to the battery cooler 6 through the second refrigerant three-way pipe 18'. The water heater 21' is arranged between the outlet of the coolant channel of the water-cooled cooler 2 and the inlet of the first proportional three-way valve 8.

[0079] The following second embodiment of the vehicle thermal management system lists the functions of the vehicle thermal management system in different modes of the ten-way valve V.

[0080] When the ten-way valve of the vehicle thermal management system is in the first mode, by controlling the first proportional three-way valve 8 and the second proportional three-way valve 14, four modes can be realized: cooling the passenger compartment while cooling the electric drive, cooling the passenger compartment while balancing the battery temperature, dehumidifying the passenger compartment at a medium temperature, and dehumidifying the passenger compartment at a medium temperature while balancing the battery temperature. For example, Figure 7 This is a schematic diagram of dehumidification of a medium-temperature passenger compartment when the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention is in the first mode, wherein the dotted arrow is a high-temperature water circuit, the dashed arrow is a low-temperature water circuit, and the solid line is a circuit in which the coolant does not flow, the same below.

[0081] When the ten-way valve of the vehicle thermal management system is in the second mode, by controlling the first proportional three-way valve 8 and the second proportional three-way valve 14, six modes can be realized: passenger compartment and battery cooling and electric drive heat dissipation, single battery cooling, passenger compartment dehumidification and battery cooling, passenger compartment heating and battery cooling, defrosting in hot air bypass mode, and defrosting in hot air bypass mode and heating the passenger compartment. Figures 8 to 11 They are schematic diagrams of defrosting in hot gas bypass mode, defrosting in hot gas bypass mode and heating the passenger compartment, heating the passenger compartment and cooling the battery, and heating the passenger compartment and cooling the battery when the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention is in the second mode.

[0082] When the ten-way valve of the vehicle thermal management system is in the third mode, by controlling the first proportional three-way valve 8 and the second proportional three-way valve 14, four modes can be realized: dehumidification of the passenger compartment by air source and motor waste heat, dehumidification of the low-temperature passenger compartment and simultaneous temperature equalization of the batteries, heating of the passenger compartment by air source and motor waste heat, and heating of the passenger compartment by air source and motor waste heat and simultaneous temperature equalization of the batteries. Fig.12 This is a schematic diagram of dehumidifying the passenger compartment using the air source and the residual heat of the motor when the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention is in the third mode.

[0083] When the ten-way valve of the vehicle thermal management system is in the fourth mode, through the control of the first proportional three-way valve 8 and the second proportional three-way valve 14, five modes can be realized: dehumidification of the passenger compartment by waste heat of a single motor, dehumidification of the passenger compartment by waste heat of a single motor and battery temperature equalization, heating of the passenger compartment in hot air bypass mode, heating of the passenger compartment by waste heat of a single motor, and heating of the passenger compartment by waste heat of a single motor and battery temperature equalization. Fig.13 This is a schematic diagram of dehumidifying the passenger compartment using waste heat from a single motor when the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention is in the fourth mode.

[0084] When the ten-way valve of the vehicle thermal management system is in the fifth mode, by controlling the first proportional three-way valve 8 and the second proportional three-way valve 14, two modes can be achieved: heating the passenger compartment and the battery with air source and motor waste heat, and heating the battery with air source and motor waste heat. Fig.14 This is a schematic diagram of heating the passenger compartment and the battery using the air source and the residual heat of the motor when the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention is in the fifth mode.

[0085] When the ten-way valve of the vehicle thermal management system is in the sixth mode, through the control of the first proportional three-way valve 8 and the second proportional three-way valve 14, four modes can be realized: dehumidifying the passenger compartment and heating the battery with waste heat from a single motor, heating the passenger compartment and battery in hot air bypass mode, heating a single battery in hot air bypass mode, and heating the battery with waste heat from a single motor. Fig.15It is a schematic diagram of heating the passenger compartment and the battery in the hot gas bypass mode when the ten-way valve of the vehicle thermal management system according to the second embodiment of the present invention is in the sixth mode.

[0086] In summary, the six modes of the ten-way valve V of the vehicle thermal management system of the present invention can meet the needs of 25 different working scenarios.

[0087] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

[0088] The above contents are further detailed descriptions of the present invention in combination with specific preferred embodiments, and it cannot be determined that the specific implementation of the present invention is limited to these descriptions. For ordinary technicians in the technical field to which the present invention belongs, several simple deductions or substitutions can be made without departing from the concept of the present invention, which should be regarded as falling within the protection scope of the present invention.

Claims

1. A thermal management system for a vehicle, characterized in that: It includes a first refrigerant circulation loop and a coolant circulation loop; The first refrigerant circulation loop comprises a compressor (1), a refrigerant channel of a condenser (2), a liquid storage drying tank (3), a first flow control valve (4) and a refrigerant channel of a battery cooler (6) which are connected in sequence; The coolant circulation circuit includes a motor cooling circuit, a battery cooling circuit, a warm core circuit, a cold core circuit and a ten-way valve (V); The motor cooling circuit comprises a port b of a ten-way valve (V), a radiator (9), a first coolant three-way pipe (20) and a motor (10) which are connected in sequence, and a return water end of the first coolant three-way pipe (20) and an outlet of the motor (10) are respectively connected to a port a and a port j of the ten-way valve (V); The battery cooling circuit comprises a port e of a ten-way valve (V), a battery water pump (11) and a battery cold plate (12) which are connected in sequence, and an outlet of the battery cold plate (12) is connected to a port f of the ten-way valve (V); The core warming circuit comprises a port i of a ten-way valve (V), a core warming water pump (7), a coolant channel of a condenser (2), and a first proportional three-way valve (8) which are connected in sequence, and an outlet (8a) and an outlet (8c) of the first proportional three-way valve (8) are respectively connected to a port c and a port g of the ten-way valve (V); The cooling core circuit comprises a port h of a ten-way valve (V), a second cooling liquid three-way pipe (19), a cooling core water pump (13), a cooling liquid channel of a battery cooler (6), a second proportional three-way valve (14), an outlet (14b) of the second proportional three-way valve (14) and a port d of the ten-way valve (V) which are connected in sequence, and the outlet (14a) of the second proportional three-way valve (14) is connected to one end of the second cooling liquid three-way pipe (19).

2. The vehicle thermal management system according to claim 1, characterized in that: The ten-way valve (V) has a first mode to a sixth mode; The first mode is that the port b of the ten-way valve (V) is connected to the port c, the port e of the ten-way valve (V) is connected to the port f, and the port g, port j and port i of the ten-way valve (V) are connected; The second mode is that the port b of the ten-way valve (V) is connected to the port c, the port d of the ten-way valve (V) is connected to the port e, the port g and the port j of the ten-way valve (V) are connected to the port i, and the port f of the ten-way valve (V) is connected to the port e and the port h respectively; The third mode is that the b port and the d port of the ten-way valve (V) are connected, the e port and the f port of the ten-way valve (V) are connected, the g port and the i port of the ten-way valve (V) are connected, and the h port and the j port of the ten-way valve (V) are connected; The fourth mode is that the a port and the d port of the ten-way valve (V) are connected, the e port and the f port of the ten-way valve (V) are connected, the g port and the i port of the ten-way valve (V) are connected, and the h port and the j port of the ten-way valve (V) are connected; The fifth mode is that the b port and the d port of the ten-way valve (V) are connected, the c port and the e port of the ten-way valve (V) are connected, the f port of the ten-way valve (V) is connected to the e port and the i port respectively, the g port and the i port of the ten-way valve (V) are connected, and the h port and the j port of the ten-way valve (V) are connected; The sixth mode is that the a port and the d port of the ten-way valve (V) are connected, the c port and the e port of the ten-way valve (V) are connected, the f port of the ten-way valve (V) is connected to the e port and the i port respectively, the g port and the i port of the ten-way valve (V) are connected, and the h port and the j port of the ten-way valve (V) are connected.

3. The vehicle thermal management system according to claim 1, characterized in that: The vehicle thermal management system also includes a second refrigerant circulation loop; The second refrigerant circulation loop comprises a compressor (1), a second flow control valve (5) and a refrigerant channel of a battery cooler (6) which are connected in sequence; The compressor (1) is respectively connected to the condenser (2) and the second flow control valve (5) via a first refrigerant three-way pipe (17); The first flow control valve (4) and the second flow control valve (5) are connected to the battery cooler (6) via a second refrigerant three-way pipe (18).

4. The vehicle thermal management system according to claim 3, characterized in that: The vehicle thermal management system further includes a regenerator; The high-pressure circuit (22a) of the regenerator is arranged between the liquid storage drying tank (3) and the first flow control valve (4), and the low-pressure circuit (22b) of the regenerator is arranged between the battery cooler (6) and the compressor (1).

5. The vehicle thermal management system according to claim 1, characterized in that: The vehicle thermal management system further comprises a water heater (21); The water heater (21) is arranged between the coolant channel of the condenser (2) and the first proportional three-way valve (8).

6. The vehicle thermal management system according to claim 1, characterized in that: The vehicle thermal management system further comprises a refrigerant circulation second loop and a water heater (21'); The second refrigerant circulation loop comprises a compressor (1), a second flow control valve (5') and a refrigerant channel of a battery cooler (6) which are connected in sequence; The compressor (1) is respectively connected to the condenser (2) and the second flow control valve (5') via a first refrigerant three-way pipe (17'); The first flow control valve (4) and the second flow control valve (5') are connected to the battery cooler (6) via a second refrigerant three-way pipe (18'); The water heater (21') is arranged between the coolant channel of the condenser (2) and the first proportional three-way valve (8).

7. The vehicle thermal management system according to claim 3 or 6, characterized in that: The first flow control valve (4) and / or the second flow control valve (5) is a throttling device such as an electronic expansion valve or a capillary tube.

8. The vehicle thermal management system according to claim 1, characterized in that: The vehicle thermal management system further comprises a heating core (15); The heater core (15) is arranged between the outlet (8c) of the first proportional three-way valve (8) and the g port of the ten-way valve (V).

9. The vehicle thermal management system according to claim 1, characterized in that: The vehicle thermal management system further includes a cold core (16); The cooling core (16) is arranged between the outlet (14a) of the second proportional three-way valve (14) and one end of the second cooling liquid three-way pipe (19).

10. The vehicle thermal management system according to claim 1, characterized in that: The condenser (2) is a water-cooled condenser.

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