Thermal management system and vehicle with same

Abstract

The invention discloses a thermal management system and a vehicle with the thermal management system, the thermal management system comprises a battery thermal management subsystem, the battery thermal management subsystem comprises a first trunk and a second trunk, the first trunk is used for exchanging heat with a first area of a battery, the second trunk is used for exchanging heat with a second area of the battery, and the first area is different from the second area; at least one of the first trunk and the second trunk exchanges heat with the battery; the first heat exchangers are arranged on the battery heat management subsystem and the air conditioner subsystem, and the battery heat management subsystem and the air conditioner subsystem exchange heat through the first heat exchangers. Heat exchange can be performed on the first area and the second area of the battery through the first trunk and the second trunk respectively, so that heat exchange of the battery in multiple areas with different efficiencies can be realized, the battery heat management subsystem exchanges heat with the battery with proper efficiency, the energy consumption of the heat management system is reduced, and the functionality of the heat management system is improved.

Description

Technical Field

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

[0002] In the existing heat pump system architecture for vehicle thermal management, the thermal management system has a single function, the heat exchange of the battery module often cannot meet the battery temperature, the energy loss is large, and the thermal management system has low working efficiency. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present invention is to propose a thermal management system that enables the battery heat exchange module to exchange heat with the battery at an appropriate efficiency, thereby reducing the energy consumption of the thermal management system and improving the working efficiency of the thermal management system.

[0004] Another object of the present invention is to provide a vehicle.

[0005] According to an embodiment of the present invention, a thermal management system includes: a battery thermal management subsystem, the battery thermal management subsystem includes a first trunk line and a second trunk line, the first trunk line is used to exchange heat with a first area of ​​the battery, and the second trunk line is used to exchange heat with a second area of ​​the battery, the first area and the second area are different, and at least one of the first trunk line and the second trunk line exchanges heat with the battery; at least one first heat exchanger, the first heat exchanger is arranged in the battery thermal management subsystem and the air-conditioning subsystem, and the battery thermal management subsystem and the air-conditioning subsystem exchange heat through the first heat exchanger.

[0006] According to the thermal management system of an embodiment of the present invention, heat can be exchanged in the first area and the second area of ​​the battery respectively through the first main circuit and the second main circuit, so that the battery can exchange heat with different efficiencies in multiple areas, so that the battery thermal management subsystem exchanges heat with the battery at an appropriate efficiency, thereby reducing the energy consumption of the thermal management system and improving the functionality of the thermal management system.

[0007] In some embodiments of the present invention, the first heat exchanger includes a first flow channel and a second flow channel for exchanging heat with each other, and the first flow channel is arranged in the air-conditioning subsystem; the first trunk line and the second trunk line are connected in parallel, and both ends of the second flow channel are respectively connected to both ends of the first trunk line to form a first heat exchange circuit.

[0008] In some embodiments of the present invention, the first trunk line is provided with a first regulating valve for regulating flow, and the second trunk line is provided with a second regulating valve for adjusting flow.

[0009] In some embodiments of the present invention, the openings of the first regulating valve and the second regulating valve are adjusted so that the heat exchange amounts of the first trunk line and the second trunk line are different.

[0010] In some embodiments of the present invention, when the battery temperature is ≥ the first temperature threshold, the temperature of the first area is higher than the temperature of the second area; or, when the battery temperature is ≥ the first temperature threshold, the temperature rise rate of the first area is higher than the temperature rise rate of the second area; or, when the battery temperature is ≥ the first temperature threshold, the first area is the electrode area of ​​the battery, and the second area is the non-electrode area of ​​the battery; at least one of the first trunk line and the second trunk line cools the battery, and the heat exchange capacity of the first trunk line is greater than the heat exchange capacity of the second trunk line.

[0011] In some embodiments of the present invention, when the battery temperature is ≤ the second temperature threshold, the temperature of the first area is higher than the temperature of the second area; or, when the battery temperature is ≤ the second temperature threshold, the temperature rise rate of the first area is higher than the temperature rise rate of the second area; or, when the battery temperature is ≤ the second temperature threshold, the first area is the electrode area of ​​the battery, and the second area is the non-electrode area of ​​the battery; at least one of the first trunk line and the second trunk line heats the battery, and the heat exchange capacity of the second trunk line is greater than the heat exchange capacity of the second trunk line.

[0012] In some embodiments of the present invention, the thermal management system further includes a power thermal management subsystem for dissipating heat from the power module.

[0013] In some embodiments of the present invention, the power thermal management subsystem exchanges heat with the air conditioning subsystem through the first heat exchanger.

[0014] In some embodiments of the present invention, the thermal management system further includes a second heat exchanger, which is provided in the air conditioning subsystem and the power thermal management subsystem, and the power thermal management subsystem exchanges heat with the air conditioning subsystem through the second heat exchanger.

[0015] In some embodiments of the present invention, the thermal management system further includes a switching module, which is respectively connected to the power thermal management subsystem and the battery thermal management subsystem to connect or disconnect the power thermal management subsystem and the battery thermal management subsystem.

[0016] In some embodiments of the present invention, the power thermal management subsystem includes: a motor radiator; a third heat exchanger, wherein two ends of the third heat exchanger are respectively connected to two ends of the motor radiator, and the third heat exchanger performs heat exchange with the first heat exchanger.

[0017] In some embodiments of the present invention, the first heat exchanger includes a first flow channel and a second flow channel for mutual heat exchange, the first flow channel is arranged in the air-conditioning subsystem; the second flow channel is connected to the battery thermal management subsystem to define at least one heat exchange circuit, the first main line and the second main line are located in the heat exchange circuit; the switching module includes a first three-way valve and a second three-way valve, the first three-way valve is connected in series to the heat exchange circuit and one of its interfaces is connected to the high-pressure thermal management subsystem, and the second three-way valve is connected in series to the high-pressure thermal management subsystem and one of its valve ports is connected to the heat exchange circuit.

[0018] In some embodiments of the present invention, the air-conditioning subsystem includes: a compressor having an exhaust port and an air inlet; a first end of an in-vehicle condenser connected to the exhaust port, and a second end of the in-vehicle condenser connected to a first end of an outside-vehicle condenser; an in-vehicle evaporator, and two ends of the in-vehicle evaporator are respectively connected to the second end of the outside-vehicle condenser and the air inlet; the first heat exchanger includes a first flow channel and a second flow channel for mutual heat exchange, and the two ends of the first flow channel are respectively connected to the second end of the outside-vehicle condenser and the air inlet, and the second flow channel is connected to the battery thermal management subsystem to define at least one heat exchange circuit, and the first trunk line and the second trunk line are located in the heat exchange circuit.

[0019] A vehicle according to an embodiment of the present invention includes the above-mentioned thermal management system.

[0020] According to the vehicle of the embodiment of the present invention, by providing the above-mentioned thermal management system, the number of times of repairing and replacing battery modules can be reduced, the charging efficiency and convenience of the vehicle can be improved, and at the same time, it is easy to realize the rational layout of the vehicle.

[0021] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0023] Figure 1 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention;

[0024] Figure 2 is a schematic diagram of the structure of a thermal management system and a power thermal management subsystem according to an embodiment of the present invention;

[0025] Figure 3 is a schematic diagram of a first embodiment of a battery cell according to the present invention;

[0026] Figure 4is a schematic diagram of a second embodiment of a battery cell according to the present invention;

[0027] Figure 5 is a schematic diagram of a first embodiment of a battery pack according to the present invention;

[0028] Figure 6 is a schematic diagram of a second embodiment of a battery pack according to the present invention;

[0029] Figure 7 is a schematic diagram of a vehicle according to some embodiments of the present invention;

[0030] Figure 8 is a schematic diagram of a thermal management system according to an embodiment of the present invention Figure 1 ;

[0031] Fig. 9 is a schematic diagram of a thermal management system according to an embodiment of the present invention Figure 2 .

[0032] Reference numerals:

[0033] Vehicle 1000,

[0034] Thermal management system 100, power thermal management subsystem 200, high voltage thermal management subsystem 201, engine thermal management subsystem 202, battery 300, battery cell 301, non-electrode heating temperature region 301a, electrode heating temperature region 301b,

[0035] Air conditioning circulation loop 101, coolant circulation system 102,

[0036] The first trunk 10a, the second trunk 10b, the first exhaust flow path 10c, the second exhaust flow path 10d, the third exhaust flow path 10e, the bypass flow path 10f, the series branch 10g,

[0037] The compressor 11, the sixth heat exchanger 12, the in-vehicle condenser 120, the seventh heat exchanger 13, the out-vehicle condenser 130, the eighth heat exchanger 14, the evaporator 140, the gas-liquid separator 15,

[0038] The first heat exchange component 21, the second heat exchange component 22,

[0039] A first sensor 31, a second sensor 32, a third sensor 33, a fourth sensor 34, a fifth sensor 35,

[0040] The first one-way valve 41, the second one-way valve 42, the third one-way valve 43, the fourth one-way valve 44, the fifth one-way valve 45,

[0041] The first on-off valve 51 , the second on-off valve 52 , the third on-off valve 53 , the fourth on-off valve 54 , the fifth on-off valve 55 , the sixth on-off valve 56 , the series switch valve 57 , and the parallel switch valve 58

[0042] The first electronic expansion valve 61, the second electronic expansion valve 62, the third electronic expansion valve 63, the fourth electronic expansion valve 64,

[0043] The fourth heat exchanger 71, the charging and distributing power / motor assembly 72, the first radiator 73, the switching valve group 74, the water pump 75, the fifth heat exchanger 76, the engine assembly 77, the second radiator 78, the first heat exchanger 791, the second heat exchanger 792, the third heat exchanger 793, the motor radiator 794,

[0044] a first pressure sensor 81, a first temperature sensor 82,

[0045] The first regulating valve 91, the second regulating valve 92,

[0046] A first three-way valve 111 , a second three-way valve 112 , a first pump 113 , a second pump 114 , and an electromagnetic water valve 115 . DETAILED DESCRIPTION

[0047] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0048] Reference below Figure 8-Figure 9 A thermal management system 100 according to an embodiment of the present invention is described.

[0049] The thermal management system according to the embodiment of the present invention comprises: a battery thermal management subsystem and at least one first heat exchanger 791,

[0050] like Figure 8-Figure 9 As shown, the battery thermal management subsystem includes a first trunk circuit 10a and a second trunk circuit 10b, and the first trunk circuit 10a is used to exchange heat with a first area of ​​the battery, and the second trunk circuit 10b is used to exchange heat with a second area of ​​the battery. The first area and the second area are different, and at least one of the first trunk circuit 10a and the second trunk circuit 10b exchanges heat with the battery to adjust the temperature of the battery.

[0051] It can be understood that working fluid flows through the first trunk 10a and the second trunk 10b, and heat can be exchanged with the battery through the working fluid. The working fluids in the first trunk 10a and the second trunk 10b can be the same or different, and the first trunk 10a and the second trunk 10b are independent of each other and can exchange heat with the battery respectively. For example: heat is exchanged with the first area only through the first trunk 10a; heat is exchanged with the second area only through the second pipeline; heat is exchanged with the first area through the first trunk 10a, and heat is exchanged with the second area through the second pipeline at the same time.

[0052] It should be noted that due to the relatively independent settings of the first trunk 10a and the second trunk 10b, the first trunk 10a and the second trunk 10b can exchange heat with the battery at different efficiencies to meet the heat exchange requirements of the battery in different areas (ie, the first area and the second area).

[0053] Among them, the first trunk 10a exchanges heat with the first area of ​​the battery, and the second trunk 10b exchanges heat with the second area of ​​the battery. In other words, the first trunk 10a and the second trunk 10b correspond to different areas of the battery, respectively. According to the heat exchange requirements of different areas of the battery (i.e., the first area and the second area), the first trunk 10a and the second trunk 10b exchange heat with the corresponding areas to achieve zoned heat exchange of the battery, which can meet the heat exchange requirements of different areas of the battery, improve the heat exchange efficiency of the thermal management system, and enhance the heat exchange effect of the battery.

[0054] At the same time, the first heat exchanger 791 is provided in the battery thermal management subsystem and the air conditioning subsystem, and the battery thermal management subsystem and the air conditioning subsystem exchange heat through the first heat exchanger 791 .

[0055] It is understandable that heat exchange between the battery thermal management subsystem and the air conditioning subsystem can be achieved through the first heat exchanger 791. Therefore, the components in the battery thermal management subsystem (such as batteries) can be heated by the air conditioning subsystem, that is, the working fluid (such as refrigerant) in the air conditioning subsystem exchanges heat with the working fluid in the battery thermal management subsystem at the first heat exchanger 791, so that the temperature of the working fluid in the battery thermal management subsystem is increased, thereby heating the battery with the working fluid after the temperature is increased; the components in the battery thermal management subsystem can also be cooled by the air conditioning subsystem, that is, the working fluid (such as refrigerant) in the air conditioning subsystem exchanges heat with the working fluid in the battery thermal management subsystem at the first heat exchanger 791, so that the temperature of the working fluid in the battery thermal management subsystem is reduced, thereby heating the battery with the working fluid after the temperature is increased.

[0056] According to the thermal management system of the embodiment of the present invention, the first area and the second area of ​​the battery can be heat exchanged respectively through the first trunk 10a and the second trunk 10b, and the battery can be heat exchanged at different efficiencies in multiple areas, so that the battery thermal management subsystem exchanges heat with the battery at an appropriate efficiency, reduces the energy consumption of the thermal management system, and improves the functionality of the thermal management system. In some embodiments of the present invention, the first heat exchanger 791 includes a first flow channel and a second flow channel for mutual heat exchange, and the first flow channel is provided in the air conditioning subsystem, and the first flow channel is used for the circulation of the working medium in the air conditioning subsystem.

[0057] Reference Figure 8 The first trunk 10a and the second trunk 10b are connected in parallel, and the two ends of the second flow channel are respectively connected to the two ends of the first trunk 10a to form a first heat exchange loop. The working fluid flowing out of the second flow channel can flow into the first trunk 10a, and after flowing through the first trunk 10a, it flows back into the second flow channel to realize the circulation of the working fluid.

[0058] Reference Figure 8 The first trunk 10a and the second trunk 10b are arranged in parallel, and the working medium flowing out through the second flow channel can also flow into the second trunk 10b, and flow back into the second flow channel after flowing through the second trunk 10b, thereby realizing the circulation of the working medium.

[0059] At the same time, since the first trunk line 10a and the second trunk line 10b are arranged in parallel, the flow rates of the working fluids in the first trunk line 10a and the second trunk line 10b can be controlled and adjusted separately.

[0060] like Figure 8 As shown, in the embodiment of the present invention, the first trunk line 10a is provided with a first regulating valve 91 for regulating flow, and the second trunk line 10b is provided with a second regulating valve 92 for adjusting flow.

[0061] Among them, the first regulating valve 91 can adjust the flow in the first trunk 10a to adjust the heat exchange efficiency between the first trunk 10a and the battery. When it is necessary to improve the heat exchange efficiency between the first trunk 10a and the battery, the opening of the first regulating valve 91 can be increased to increase the working fluid flow in the first trunk 10a; when it is necessary to reduce the heat exchange efficiency between the first trunk 10a and the battery, the opening of the first regulating valve 91 can be reduced to reduce the working fluid flow in the first trunk 10a.

[0062] Similarly, the second regulating valve 92 can adjust the flow in the second trunk 10b to adjust the heat exchange efficiency between the second trunk 10b and the battery. When it is necessary to improve the heat exchange efficiency between the second trunk 10b and the battery, the opening of the second regulating valve 92 can be increased to increase the working fluid flow in the second trunk 10b; when it is necessary to reduce the heat exchange efficiency between the second trunk 10b and the battery, the opening of the second regulating valve 92 can be reduced to reduce the working fluid flow in the second trunk 10b.

[0063] Therefore, the flow rate of the working medium in the first trunk 10a and the second trunk 10b can be regulated by the first regulating valve 91 and the second regulating valve 92, thereby adjusting the heat exchange efficiency of the first trunk 10a and the second trunk 10b, so that the battery thermal management subsystem can exchange heat with appropriate efficiency in different areas of the battery.

[0064] In some embodiments of the present invention, the openings of the first regulating valve 91 and the second regulating valve 92 are adjusted to make the heat exchange amounts of the first trunk 10a and the second trunk 10b different, thereby achieving differential heat exchange of the battery in different areas.

[0065] Among them, the first trunk line 10a is used for heat exchange in the first area, and the second trunk line 10b is used for heat exchange in the second area. When the heat exchange amounts of the first trunk line 10a and the second trunk line 10b are different, the heat exchange efficiency of the battery in the first area and the second area will also be different, so that the battery can achieve differential heat exchange in different regional ranges.

[0066] In some embodiments of the present invention, the temperature of the first area is different from that of the second area. It should be noted that the different temperature means that the temperature of the first area is different from that of the second area when the battery is in working state, and the working state of the battery includes charging and discharging, etc. The different temperature may include: the average temperature of the first area is different from the average temperature of the second area; or the highest temperature of the first area is different from the highest temperature of the second area; or the lowest temperature of the first area is different from the lowest temperature of the second area. Or at the same detection time point, the temperature of at least a part of the first area is different from the temperature of at least a part of the second area.

[0067] Therefore, the first area and the second area are heat exchanged with different heat exchange amounts through the first trunk line 10a and the second trunk line 10b respectively, which can meet the heat exchange requirements of the battery in different areas, so that the temperature of the battery in multiple areas can be kept close or consistent, thereby improving the temperature uniformity of the battery.

[0068] It is understandable that if the temperature of the first region is higher than the temperature of the second region; or the temperature rise rate of the first region is higher than the temperature rise rate of the second region; or the first region is the electrode region of the battery 300, and the second region is the non-electrode region of the battery 300. Thus, the first trunk 10a and the second trunk 10b can be used to realize independent heat exchange between the first region and the second region, and realize zone temperature control. For example, the heat exchange amount of the first trunk 10a can be greater than the heat exchange amount of the second trunk 10b, or the temperature of the heat exchange medium in the first trunk 10a is lower than the temperature of the heat exchange medium in the second trunk 10b during cooling, so that the cooling speed of the first region is faster, thereby realizing the uniform temperature of the battery 300.

[0069] In some embodiments of the present invention, when the battery temperature is ≥ the first temperature threshold, the temperature of the first area is higher than the temperature of the second area, at least one of the first trunk line 10a and the second trunk line 10b cools the battery, and the heat exchange rate of the first trunk line 10a is greater than the heat exchange rate of the second trunk line 10b.

[0070] Among them, when the battery temperature reaches the first temperature threshold, the temperature of the first area is higher than that of the second area. At this time, the first area requires more heat exchange than the second area to reduce the temperature to a level similar to or the same as that of the second area, thereby adjusting the heat exchange of the first trunk line 10a to be greater than the heat exchange of the second trunk line 10b, so as to preferentially cool the first area, improve the heat exchange efficiency of the first area, and achieve temperature uniformity of the battery.

[0071] In other embodiments of the present invention, when the battery temperature is ≥ the first temperature threshold, the temperature rise rate in the first area is higher than the temperature rise rate in the second area, at least one of the first trunk line 10a and the second trunk line 10b cools the battery, and the heat exchange rate of the first trunk line 10a is greater than the heat exchange rate of the second trunk line 10b.

[0072] Among them, when the battery temperature reaches the first temperature threshold, the heating rate of the first area is higher than that of the second area. The first area requires more heat exchange than the second area to slow down the temperature rise, so the heat exchange of the first trunk line 10a is adjusted to be greater than the heat exchange of the second trunk line 10b, so as to cool the first area preferentially, improve the heat exchange efficiency of the first area, and achieve temperature uniformity of the battery.

[0073] In other embodiments of the present invention, when the battery temperature is ≥ the first temperature threshold, the first area is the electrode area of ​​the battery, the second area is the non-electrode area of ​​the battery, at least one of the first trunk line 10a and the second trunk line 10b cools the battery, and the heat exchange rate of the first trunk line 10a is greater than the heat exchange rate of the second trunk line 10b.

[0074] Among them, the first area is the electrode area, and the second area is the non-electrode area. The temperature rise rate of the first area is higher than the temperature rise rate of the second area. That is to say, the first area requires more heat exchange than the second area to slow down the temperature rise, so that the heat exchange of the first trunk line 10a is adjusted to be greater than the heat exchange of the second trunk line 10b, so as to cool the first area preferentially, improve the heat exchange efficiency of the first area, and achieve temperature uniformity of the battery.

[0075] It should be noted that in the above embodiment, when the battery temperature reaches the first temperature threshold, the battery needs to be cooled, and the temperature of the area with a faster temperature increase rate and a higher temperature is preferentially cooled.

[0076] In some embodiments of the present invention, the first temperature threshold Tmax ≥ 38°C. When the temperature of the battery reaches the first temperature threshold, it will cause a temperature difference between the first area and the second area of ​​the battery, so that heat can be exchanged in the corresponding areas through the first main line 10a and the second main line 10b to meet the heat exchange requirements of the battery.

[0077] In some embodiments of the present invention, when the battery temperature is ≤ the second temperature threshold, the temperature of the first area is higher than the temperature of the second area, at least one of the first trunk 10a and the second trunk 10b heats the battery, and the heat exchange capacity of the second trunk 10b is greater than the heat exchange capacity of the second trunk 10b.

[0078] Among them, when the battery temperature drops to the second temperature threshold, if the temperature of the first area is higher than that of the second area, the first area requires less heat exchange than the second area to rise to a temperature similar to or the same as that of the second area, thereby adjusting the heat exchange of the second trunk line 10b to be greater than the heat exchange of the first trunk line 10a, so as to preferentially heat the second area, improve the heat exchange efficiency of the second area, and achieve temperature uniformity of the battery.

[0079] In other embodiments of the present invention, when the battery temperature is ≤ the second temperature threshold, the temperature rise rate of the first area is higher than the temperature rise rate of the second area, at least one of the first trunk 10a and the second trunk 10b heats the battery, and the heat exchange capacity of the second trunk 10b is greater than the heat exchange capacity of the second trunk 10b.

[0080] Among them, when the battery temperature drops to the second temperature threshold, if the temperature rise rate of the first area is higher than the temperature rise rate of the second area, the first area requires less heat exchange than the second area to rise to a temperature similar to or the same as the second area, so that the heat exchange of the second trunk line 10b is adjusted to be greater than the heat exchange of the first trunk line 10a, so as to preferentially heat the second area, improve the heat exchange efficiency of the second area, and achieve temperature uniformity of the battery.

[0081] In other embodiments of the present invention, when the battery temperature is ≤ the second temperature threshold, the first area is the electrode area of ​​the battery, and the second area is the non-electrode area of ​​the battery, at least one of the first trunk line 10a and the second trunk line 10b heats the battery, and the heat exchange capacity of the second trunk line 10b is greater than the heat exchange capacity of the second trunk line 10b.

[0082] Among them, the first area is the electrode area, and the second area is the non-electrode area. The temperature rise rate of the first area is higher than the temperature rise rate of the second area. That is to say, the first area requires less heat exchange than the second area to reach a temperature similar to or the same as the second area, so that the heat exchange of the second trunk line 10b is adjusted to be greater than the heat exchange of the first trunk line 10a, so as to preferentially heat the second area, improve the heat exchange efficiency of the second area, and achieve temperature uniformity of the battery.

[0083] It should be noted that in the above embodiment, when the battery temperature reaches the first temperature threshold, the battery needs to be heated, and the area with a lower temperature rise rate and a lower temperature is cooled preferentially.

[0084] In some embodiments of the present invention, when the lowest temperature of the battery is ≤10°C, at least one of the first trunk and the second trunk is controlled to heat the battery. When the lowest temperature of the battery is ≥12°C, the heating is stopped.

[0085] In some embodiments of the present invention, when it is determined that the maximum temperature of the battery is ≥38° C., at least one of the first trunk line and the second trunk line is controlled to cool the battery. When it is determined that the maximum temperature of the battery is ≤34° C., cooling is exited.

[0086] In some embodiments of the present invention, the temperature rise rate of the first region is ≥2.5°C / min, the temperature rise rate of the second region is <2.5°C / min or the temperature rise rate of the second region is <1.5°C / min, which means that the temperature rise rates of the first region and the second region are different.

[0087] In some embodiments of the present invention, when it is determined that the temperature rise rate of the first zone is ≥2.5°C / min or TH-TL=T0, T0≥10°C, the zone control mode is turned on. When it is determined that the temperature rise rate of the first zone is <1°C / min or T0<10°C, the zone control mode is exited.

[0088] In some embodiments of the present invention, when it is determined that the temperature rise rate of the first area is ≥2.5°C / min and the minimum battery temperature is >10°C, the control enters the cooling zone control mode, the first area is cooled preferentially, and the heat exchange of the first trunk line is controlled to be greater than the heat exchange of the second trunk line.

[0089] In some embodiments of the present invention, when it is determined that T0 ≥ 10°C and the lowest battery temperature is > 10°C, the control enters the cooling zone control mode, the control gives priority to cooling the first area, and the heat exchange of the first trunk line is controlled to be greater than the heat exchange of the second trunk line.

[0090] In some embodiments of the present invention, when it is determined that the temperature rise rate of the first area is ≥2.5°C / min and the minimum battery temperature is <10°C, the control enters the heating zone control mode, controls the second area to be heated preferentially, and controls the heat exchange of the second trunk line to be greater than the heat exchange of the first trunk line.

[0091] In some embodiments of the present invention, when it is determined that T0 ≥ 10°C and the lowest battery temperature is < 10°C, the control enters the heating zone control, the control gives priority to heating the second zone, and the heat exchange amount of the second trunk line is controlled to be greater than the heat exchange amount of the first trunk line.

[0092] In some embodiments of the present invention, when it is determined that the maximum battery temperature is ≥40°C and TH-TL=T0, T0≥10°C, the zone control mode is turned on. When it is determined that the maximum battery temperature is <40°C and TH-TL=T0, T0<10°C, the zone control mode is exited.

[0093] In some embodiments of the present invention, when it is determined that the maximum battery temperature is ≥40°C and TH-TL=T0, T0≥10°C, and the minimum battery temperature is >10°C, the control enters the cooling zone control mode, the control gives priority to cooling the first area, and the heat exchange of the first trunk line is controlled to be greater than the heat exchange of the second trunk line.

[0094] In some embodiments of the present invention, when it is determined that the maximum battery temperature is ≤-10°C and TH-TL=T0, T0≥10°C, and the minimum battery temperature is <10°C, the control enters the heating zone control mode, the control gives priority to heating the second zone, and the heat exchange of the second trunk line is controlled to be greater than the heat exchange of the first trunk line.

[0095] The “TH” is the maximum temperature of the battery, and the “TL” is the minimum temperature of the battery.

[0096] In some embodiments of the present invention, the thermal management system further includes a power thermal management subsystem 200 for dissipating heat from the power module, so as to reduce the temperature of the power module through the power thermal management subsystem 200 to prevent the temperature of the power module from being too high.

[0097] Among them, the power module may include power devices such as motors.

[0098] like Figure 8 As shown, in some embodiments of the present invention, the power thermal management subsystem 200 exchanges heat with the air conditioning subsystem through the first heat exchanger 791 .

[0099] The power thermal management subsystem 200 can perform heat exchange with the air conditioning subsystem to transfer the heat in the power thermal management subsystem 200 to the air conditioning subsystem side, thereby improving the cooling effect of the power thermal management subsystem 200 on the power module through the air conditioning subsystem.

[0100] like Fig. 9 As shown, in some embodiments of the present invention, the thermal management system further includes a second heat exchanger 792 , which is disposed in the air-conditioning subsystem and the power thermal management subsystem 200 , and the power thermal management subsystem 200 exchanges heat with the air-conditioning subsystem through the second heat exchanger 792 .

[0101] Therefore, the heat in the power thermal management subsystem 200 can be transferred to the air conditioning subsystem side through the second heat exchanger 792, thereby improving the cooling effect of the power thermal management subsystem 200 on the power module through the air conditioning subsystem.

[0102] like Figure 8 As shown, in some embodiments of the present invention, the thermal management system further includes a switching module, which is respectively connected to the power thermal management subsystem 200 and the battery thermal management subsystem to connect or disconnect the power thermal management subsystem 200 and the battery thermal management subsystem.

[0103] Therefore, by setting up a switching module, the on-off state switching between the power thermal management subsystem 200 and the battery thermal management subsystem can be realized to switch the flow path of the working fluid in the power thermal management subsystem 200 and the battery thermal management subsystem to meet the heat exchange requirements in different modes of the thermal management system.

[0104] Reference Figure 8 and Fig. 9 In some embodiments of the present invention, the power thermal management subsystem 200 includes: a motor radiator 794 and a third heat exchanger 793, and two ends of the third heat exchanger 793 are respectively connected to two ends of the motor radiator 794 to form a coolant loop.

[0105] The third heat exchanger 793 may be used to dissipate heat from the power module, and the working fluid circulating in the third heat exchanger 793 and the motor radiator 794 may dissipate heat from the power module.

[0106] like Figure 8 As shown, in some embodiments of the present invention, the first heat exchanger 791 includes a first flow channel and a second flow channel for mutual heat exchange, the first flow channel is provided in the air conditioning subsystem, the second flow channel is connected to the battery thermal management subsystem to define at least one heat exchange loop, and the first trunk 10a and the second trunk 10b are located in the heat exchange loop;

[0107] Reference Figure 8 The first trunk 10a and the second trunk 10b can be arranged in the same heat exchange circuit, and in the heat exchange circuit, the first trunk 10a and the second trunk 10b are arranged in parallel. Of course, the first trunk 10a and the second trunk 10b can be arranged in two different heat exchange circuits respectively.

[0108] The working fluid of the air-conditioning subsystem and the working fluid in the heat exchange circuit can exchange heat at the first heat exchanger 791 .

[0109] Reference Figure 8 The switching module includes a first three-way valve 111 and a second three-way valve 112. The first three-way valve 111 is connected in series to the heat exchange circuit and one of its interfaces is connected to the high-pressure thermal management subsystem 201. The second three-way valve 112 is connected in series to the high-pressure thermal management subsystem 201 and one of its valve ports is connected to the heat exchange circuit.

[0110] It should be noted that the high-pressure thermal management subsystem 201 is a part of the power thermal management subsystem 200. In some embodiments, the high-pressure thermal management subsystem 201 is equivalent to the third heat exchanger 793.

[0111] Among them, the on-off state of the heat exchange circuit and the high-pressure thermal management subsystem 201 can be switched by cooperating with the first three-way valve 111 and the second three-way valve 112, so as to selectively connect the heat exchange circuit with the high-pressure thermal management subsystem 201. For example, only the high-pressure thermal management subsystem 201 in the power thermal management subsystem 200 is connected to the heat exchange circuit, that is, the heat exchange circuit is not connected to other flow paths in the power thermal pipe system (such as: the motor radiator 794). At this time, the high-pressure thermal management subsystem 201 and the above-mentioned heat exchange circuit together constitute a new circulation flow path, and the working fluid flowing through the high-pressure thermal management subsystem 201 can exchange heat with the air conditioning subsystem when flowing through the first heat exchanger 791.

[0112] like Figure 8 and Fig. 9 As shown, in some embodiments of the present invention, the air conditioning subsystem includes: a compressor, an in-vehicle condenser, an out-vehicle condenser, and an in-vehicle evaporator.

[0113] Among them, the compressor has an exhaust port and an air inlet, the in-vehicle condenser and the out-vehicle condenser are connected in series, the first end of the in-vehicle condenser is connected to the exhaust port, the second end of the in-vehicle condenser is connected to the first end of the out-vehicle condenser, and the two ends of the in-vehicle evaporator are respectively connected to the second end of the out-vehicle condenser and the air inlet.

[0114] The first heat exchanger 791 includes a first flow channel and a second flow channel for mutual heat exchange, wherein two ends of the first flow channel are respectively connected to the second end of the external condenser and the air inlet, and the second flow channel is connected to the battery thermal management subsystem to define at least one heat exchange loop, and the first trunk line 10a and the second trunk line 10b are located in the heat exchange loop.

[0115] Reference Figure 8 and Fig. 9 The working fluid in the air conditioning subsystem can flow through the first flow channel, specifically, it can flow from the external condenser into the first flow channel through the fourth one-way valve and the second one-way valve in sequence, and then flow to the air inlet side of the compressor after flowing through the first flow channel.

[0116] Reference Figure 8 and Fig. 9 The second flow channel is connected to the battery thermal management subsystem. The working fluid in the battery thermal management subsystem can flow through the second flow channel and exchange heat with the working fluid flowing through the first flow channel, thereby realizing heat exchange between the air conditioning subsystem and the battery thermal management subsystem.

[0117] Reference Figure 8The cooling path of the working fluid in the power thermal management subsystem 200 is to flow through the high-pressure thermal management system, the first three-way valve 111, the motor radiator 794 and the first pump 113 in sequence; the cooling path of the working fluid in the battery thermal management subsystem is to flow through the heat exchange component (i.e. Figure 8 The first heat exchange component 21, the second heat exchange component 22), the electromagnetic water valve 115, the second pump 114, the first heat exchanger 791, the second three-way valve 112, and the regulating valve (the first regulating valve 91, the second regulating valve 92); the heating path of the working fluid in the battery thermal management subsystem is to flow through the high-pressure thermal management subsystem 201, the first three-way valve 111, the heat exchange component (i.e. Figure 8 The first heat exchange component 21, the second heat exchange component 22), the regulating valve (the first regulating valve 91, the second regulating valve 92), the second three-way valve 112 and the first pump 113.

[0118] The vehicle 1000 according to the embodiment of the present invention includes any one of the thermal management systems 100 described above.

[0119] According to the vehicle 1000 of the embodiment of the present invention, by providing the above-mentioned thermal management system 100, the number of times of repair and replacement of batteries can be reduced, the charging efficiency and convenience of the vehicle can be improved, and at the same time, it is easy to realize the rational layout of the vehicle.

[0120] Reference below Figure 1-Figure 2 A thermal management system 100 according to an embodiment of the present invention is described.

[0121] According to an embodiment of the present invention, the thermal management system 100 includes a battery heat exchange module and a controller. The battery heat exchange module includes: a first trunk line 10a and a second trunk line 10b. A first heat exchange component 21 is provided in the first trunk line 10a, and a second heat exchange component 22 is provided in the second trunk line 10b. The first heat exchange component 21 and the second heat exchange component 22 are used for exchanging heat with the battery.

[0122] The thermal management system 100 of the present invention is used for a vehicle, wherein the vehicle may be a fuel vehicle, a gas vehicle, a new energy vehicle, or a rail vehicle, and the new energy vehicle may be a pure electric vehicle, a hybrid vehicle, or an extended-range vehicle, etc. The battery heat exchange module in the thermal management system 100 is suitable for exchanging heat with the battery of the vehicle. The battery can be used to power the vehicle, for example, the battery can be used as the operating power source of the vehicle, or the battery can be used as the driving power source of the vehicle to replace or partially replace fuel or natural gas to provide driving power for the vehicle, or the battery can be used to power certain components of the vehicle, such as a motor, so that the battery can be used for at least one of the working power requirements of the vehicle, such as starting, navigation, and driving.

[0123] The first heat exchange component 21 and the second heat exchange component 22 can exchange heat with the battery to adjust the temperature of the battery so that the battery has a suitable operating temperature, thereby ensuring that the battery works stably and reliably. For example, in winter when the ambient temperature is low, the battery can be heated to increase the battery startup speed. For another example, in summer when the ambient temperature is too high or the battery operating temperature is high, the battery can be cooled to improve the battery operating safety and extend the battery working life.

[0124] The thermal management system 100 of the present invention further includes a controller, which is configured to control heat exchange between at least one of the first trunk 10a and the second trunk 10b according to the temperature of the battery. The first heat exchange component 21 is arranged in the first trunk 10a, and the second heat exchange component 22 is arranged in the second trunk 10b, so the controller can control one of the first heat exchange component 21 and the second heat exchange component 22 to exchange heat with the battery. The working fluids flowing in the first trunk 10a and the second trunk 10b can be the same or different. The working fluid can be water, or other liquid working fluids other than water, or other media that can undergo phase changes, such as carbon dioxide and refrigerant. For example: the first trunk 10a circulates a liquid working fluid, and the second trunk 10b circulates a medium that can undergo phase changes. For example: the first trunk 10a can be connected to a high-pressure cooling system or an engine cooling system, and circulate the coolant in the high-pressure cooling system or the engine cooling system, and the second trunk 10b is connected to an air-conditioning system, and circulates a medium that undergoes phase changes in the air-conditioning system.

[0125] The controller can control the first heat exchange component 21 to exchange heat with the battery, the controller can also control the second heat exchange component 22 to exchange heat with the battery, or the controller can control both the first heat exchange component 21 and the second heat exchange component 22 to exchange heat with the battery, which can be selected according to the actual needs of the battery.

[0126] For example: See Figure 5 , Figure 5 This is a schematic diagram of an embodiment of a battery pack of the present invention. The battery pack includes a battery, a first heat exchange component 21 and a second heat exchange component 22. The battery is arranged between the first heat exchange component 21 and the second heat exchange component 22. The first heat exchange component 21 is arranged on one side (above) of the battery, and the second heat exchange component 22 is arranged on the other side (below) of the battery. The first heat exchange component is the upper cover of the battery, and the second heat exchange component is the bottom plate of the battery. When the battery requires a large amount of heat exchange, the first trunk 10a and the second trunk 10b can be allowed to exchange heat at the same time. When the battery requires a small amount of heat exchange, one of the first trunk 10a and the second trunk 10b can be allowed to exchange heat. The first heat exchange component 21 is arranged on one side of the battery, and the second heat exchange component 22 is arranged on the other side of the battery. When the heat generated by one side of the battery is higher than the normal operating temperature of the battery, the controller controls the heat exchange component corresponding to that side to cool the battery.

[0127] When the battery needs a large amount of heat exchange, the first trunk 10a and the second trunk 10b can exchange heat at the same time. When the battery needs a small amount of heat exchange, one of the first trunk 10a and the second trunk 10b can exchange heat. The first heat exchange component 21 is arranged on one side of the battery, and the second heat exchange component 22 is arranged on the other side of the battery. When the heat generated by one side of the battery is higher than the normal operating temperature of the battery, the controller controls the heat exchange component corresponding to the side to cool the battery.

[0128] The first heat exchange component 21 and the second heat exchange component 22 are independent components and can work independently of each other. The first trunk and the second trunk have different heat exchange modes. When the first heat exchange component 21 and the second heat exchange component 22 are arranged in different areas of the battery, the heat exchange effects of the first heat exchange component 21 and the second heat exchange component 22 can be opposite. For example, the first heat exchange component 21 heats the battery, and the second heat exchange component 22 cools the battery at the same time to make the temperature of the battery uniform. The thermal management mode of the battery heat exchange module includes: the first trunk and the second trunk are heated or cooled at the same time, one of the first trunk and the second trunk is heated and the other is cooled, and different thermal management modes are adapted according to the temperature of different areas of the battery to make the temperature of the battery uniform.

[0129] For example: See Figure 3 and Figure 4 , Figure 3 is a schematic diagram of a first embodiment of a battery cell of the present invention, Figure 4 It is a schematic diagram of the second embodiment of the battery cell of the present invention. The battery includes a plurality of battery cells, and the plurality of battery cells are arranged in the battery. The electrodes are arranged at both ends of the battery cell 301, or the electrodes are arranged at one end of the battery cell 301. When the battery cell 301 is working, the electrodes will generate a large amount of heat, and the area near the electrodes is the electrode heating area, and the area far from the electrodes is the non-electrode heating area. Under normal circumstances, when the battery 300 is working, the electrodes will generate a large amount of heat, so that the temperature of the area near the electrodes is higher than the temperature of the area far from the electrodes. On one side or both sides of the battery, the electrode heating temperature area 301b is correspondingly provided with a first heat exchange component 21, and the second heat exchange component 22 is provided in the non-electrode heating temperature area 301a of the battery. When the temperature of the electrode heating temperature area 301b is higher than the operating temperature of the battery, the first heat exchange component 21 cools the electrode heating temperature area 301b. When the temperature of the non-electrode heating temperature area 301a of the battery is lower than the operating temperature of the battery, the second heat exchange component 22 heats the non-electrode heating temperature area 301a of the battery.

[0130] For example, under one operating condition, the efficiency of the first heat exchange component 21 or the second heat exchange component 22 exchanging heat with the battery alone may be lower than the efficiency of the first heat exchange component 21 and the second heat exchange component 22 exchanging heat with the battery together. And the heat exchange efficiency of the first heat exchange unit and the second heat exchange unit to the battery may also be different. Therefore, by setting a controller, the first heat exchange component 21 or the second heat exchange component 22, or the combination of the first heat exchange component 21 and the second heat exchange component 22 can be used to exchange heat with the battery, and the battery heat exchange module can exchange heat with the battery at different efficiencies. According to the temperature of the battery, the battery heat exchange module can be used to exchange heat with the battery at an appropriate efficiency, which can reduce the energy consumption of the thermal management system 100 and improve the functionality of the thermal management system 100.

[0131] According to the thermal management system 100 of the embodiment of the present invention, by providing the first heat exchange component 21 and the second heat exchange component 22, and providing a controller to control at least one of the first heat exchange component 21 and the second heat exchange component 22 to exchange heat with the battery, the battery heat exchange module exchanges heat with the battery at different efficiencies or different thermal management modes. The controller enables the battery heat exchange module to exchange heat with the battery at appropriate efficiencies or different thermal management modes according to the temperature of the battery, thereby reducing the energy consumption of the thermal management system 100 and improving the functionality of the thermal management system 100.

[0132] In some embodiments of the present invention, a working medium circulates in both the first trunk line 10a and the second trunk line 10b, and the working medium is suitable for exchanging heat with the battery at the first heat exchange component 21 and the second heat exchange component 22, thereby heating or cooling the battery.

[0133] In some embodiments of the present invention, the thermal management system 100 also includes an air-conditioning circulation loop 101, the air-conditioning circulation loop 101 includes a heating branch, the first trunk line 10a is connected in parallel with the heating branch, and the second trunk line 10b is connected in parallel with the heating branch, and the controller is used to control the heat exchange of at least one of the heating branch, the first trunk line 10a and the second trunk line 10b.

[0134] The thermal management system 100 also includes an air conditioning circulation loop 101, which is suitable for exchanging heat for the passenger compartment. For example, in winter when the ambient temperature is low, the air conditioning circulation loop 101 can heat the passenger compartment, and in summer when the ambient temperature is too high, the air conditioning circulation loop 101 can cool the passenger compartment to improve user comfort. Optionally, the working fluid circulates in the air conditioning circulation loop 101, and the working fluid performs heat exchange in the heating branch circuit, so as to be suitable for heating or cooling the passenger compartment.

[0135] The heating branch of the air conditioning circulation loop 101 is used to exchange heat with the passenger compartment to heat the passenger compartment. The heating branch is connected in parallel with the first trunk 10a and the second trunk 10b. The heating branch, the first trunk 10a and the second trunk 10b all work independently of each other, and heating the passenger compartment and exchanging heat with the battery do not conflict with each other.

[0136] The controller can control the heating branch to exchange heat separately, the controller can control the first heat exchange component 21 on the first trunk 10a to exchange heat separately, and the controller can also control the second heat exchange component 22 on the second trunk 10b to exchange heat separately. The controller can also control the heating branch, the first trunk 10a, and the second trunk 10b to cooperate with each other for heating. The controller can also control the heating branch, the first trunk 10a, and the second trunk 10b to exchange heat simultaneously. The controller can control the heating branch to heat the passenger compartment while controlling the battery heat exchange module to heat the battery. The controller can also control the heating branch to heat the passenger compartment while controlling the battery heat exchange module to cool the battery.

[0137] In some embodiments of the present invention, the air conditioning circulation loop 101 includes: a cooling branch, a first trunk line 10a connected in parallel with the cooling branch, and a second trunk line 10b connected in parallel with the cooling branch, and a controller is used to control heat exchange of at least one of the cooling branch, the first trunk line 10a and the second trunk line 10b.

[0138] The cooling branch of the air conditioning circulation loop 101 is used to exchange heat with the passenger compartment to cool the passenger compartment. The cooling branch is connected in parallel with the first trunk 10a and the second trunk 10b. The cooling branch, the first trunk 10a and the second trunk 10b all work independently of each other, and there is no conflict between cooling the passenger compartment and exchanging heat with the battery.

[0139] The controller can control the heating branch to exchange heat separately, the controller can control the first heat exchange component 21 on the first trunk 10a to exchange heat separately, and the controller can also control the second heat exchange component 22 on the second trunk 10b to exchange heat separately. The controller can also control the heating branch, the first trunk 10a and the second trunk 10b to exchange heat simultaneously, the controller can control the heating branch to cool the passenger compartment while controlling the battery heat exchange module to heat the battery, and the controller can also control the heating branch to cool the passenger compartment while controlling the battery heat exchange module to cool the battery.

[0140] In some embodiments of the present invention, the air conditioning circulation loop 101 includes: a cooling branch and a heating branch, the first trunk 10a is connected in parallel with the cooling branch, the second trunk 10b is connected in parallel with the cooling branch, the first trunk 10a is connected in parallel with the heating branch, and the second trunk 10b is connected in parallel with the heating branch. The controller is used to control heat exchange of at least one of the hot branch, the cooling branch, the first trunk 10a, and the second trunk 10b.

[0141] The thermal management system 100 also includes an air conditioning circulation loop 101, which is suitable for exchanging heat with the passenger compartment. For example, in winter when the ambient temperature is low, the air conditioning circulation loop 101 can heat the passenger compartment, and in summer when the ambient temperature is too high, the air conditioning circulation loop 101 can cool the passenger compartment to improve user comfort. The air conditioning circulation loop 101 includes: a cooling branch and a heating branch. The cooling branch of the air conditioning circulation loop 101 is used to exchange heat with the passenger compartment to cool the passenger compartment, and the heating branch of the air conditioning circulation loop 101 is used to exchange heat with the passenger compartment to heat the passenger compartment. Optionally, the working fluid circulates in the air conditioning circulation loop 101, that is, circulates in the heating and cooling branches, so as to be suitable for heating or cooling the passenger compartment.

[0142] The cooling branch is connected in parallel with the first trunk 10a and the second trunk 10b, and the heating branch is connected in parallel with the first trunk 10a and the second trunk 10b. Therefore, the cooling branch, the heating branch, the first trunk 10a and the second trunk 10b work independently of each other, and there is no conflict between heat exchange for the passenger compartment and heat exchange for the battery.

[0143] The controller can control the heating branch to exchange heat separately, the controller can control the cooling branch to exchange heat separately, the controller can control the first heat exchange component 21 on the first trunk line 10a to exchange heat separately, and the controller can also control the second heat exchange component 22 on the second trunk line 10b to exchange heat separately.

[0144] The controller can also control any combination of the cooling branch, the heating branch, the first trunk 10a and the second trunk 10b to exchange heat simultaneously. The controller can control the cooling branch to cool the passenger compartment while controlling the battery heat exchange module to heat the battery. The controller can also control the cooling branch to cool the passenger compartment while controlling the battery heat exchange module to cool the battery. The controller can control the heating branch to heat the passenger compartment while controlling the battery heat exchange module to heat the battery. The controller can also control the heating branch to heat the passenger compartment while controlling the battery heat exchange module to cool the battery. The controller can control the cooling branch to cool the passenger compartment while controlling the heating branch to heat the passenger compartment. The passenger compartment can also control the battery unit to exchange heat with the battery while controlling the cooling branch to cool the passenger compartment and the heating branch to heat the passenger compartment.

[0145] The heating branch and the heating branch of the air-conditioning circulation loop 101 are respectively connected in parallel with the first trunk line 10a and the second trunk line 10b, and work independently of each other. By setting control valves, the thermal management system 100 can be controlled to realize different functions, and different functions can be performed synchronously. The functionality of the thermal management system 100 is strong, which improves the working efficiency of the thermal management system 100.

[0146] In some embodiments of the present invention, the thermal management system 100 further includes: a storage device connected between an exhaust port of the compressor 11 and an air inlet of the compressor 11 .

[0147] When the compressor 11 is working, the working medium flows in from the air inlet of the compressor 11, and the low-temperature and low-pressure gaseous working medium is compressed by the compressor 11 to become a high-temperature and high-pressure gaseous working medium, and flows out from the exhaust port of the compressor 11. The working medium can flow back to the compressor 11 again after heat exchange, completing a cycle.

[0148] The storage device is connected between the exhaust port of the compressor 11 and the air inlet of the compressor 11, and the storage device is configured to store the working fluid and discharge the stored working fluid. It is understandable that the working fluid state is different when the working fluid heat exchange is used for heating and when the working fluid heat exchange is used for cooling, and at the same mass, the volume of the gaseous working fluid is greater than the volume of the liquid working fluid, resulting in the working fluid demand during heating being different from the working fluid demand during cooling. By setting up a storage device, the working fluid can be stored and the stored working fluid can be discharged, and the working mass can be supplemented or reduced according to the temperature of the battery.

[0149] It is understandable that liquid working fluid is easier to store, so in some embodiments of the present invention, the storage device is configured so that the working fluid can be liquefied by heat release in the storage device, and the storage device can store liquid working fluid. The storage device is connected between the exhaust port of the compressor 11 and the air inlet of the compressor 11, and the storage device can liquefy the working fluid flowing out of the exhaust port of the compressor 11 and store it inside the storage device.

[0150] In some embodiments of the present invention, the controller controls the storage device to replenish the working fluid to the first trunk line 10a or / and the second trunk line 10b according to the temperature of the battery. The controller can control the storage device to replenish or reduce the working fluid to the first trunk line 10a or / and the second trunk line 10b according to the temperature of the battery.

[0151] When the working fluid heats the battery, the physical state of the working fluid is different from that when the working fluid cools the battery. At the same mass, the volume of the gaseous working fluid is greater than that of the liquid working fluid, resulting in a higher working fluid demand when heating the battery than when cooling the battery. When the battery heat exchange module heats the battery, the controller controls the memory to release the stored working fluid and replenish it in the first trunk 10a or / and the second trunk 10b to meet the working fluid demand when heating the battery; when the battery heat exchange module cools the battery, the memory stores the working fluid flowing through, reduces the amount of working fluid in the first trunk 10a or / and the second trunk 10b, and meets the working fluid demand when cooling the battery.

[0152] In some specific embodiments of the present invention, the storage device is configured as a liquid storage dryer, which is configured to store liquid working fluid and discharge the stored liquid working fluid. The liquid storage dryer can also filter out moisture and impurities in the working fluid, avoid damage or blockage of the working fluid pipeline, extend the service life of the working fluid pipeline, and allow the working fluid to flow smoothly.

[0153] In some embodiments of the present invention, the air conditioning circulation loop 101 includes: a compressor 11, a sixth heat exchanger 12 and a seventh heat exchanger 13, the compressor 11 includes an air inlet and an exhaust port, and the exhaust port of the compressor 11, the sixth heat exchanger 12, the seventh heat exchanger 13 and the air inlet of the compressor 11 are connected in sequence.

[0154] When the air conditioning circulation loop 101 is working, the working fluid flows in from the air inlet of the compressor 11, and the low-temperature and low-pressure gaseous working fluid is compressed by the compressor 11 to become a high-temperature and high-pressure gaseous working fluid, and flows out from the exhaust port of the compressor 11. The first port of the sixth heat exchanger 12 is connected to the exhaust port of the compressor 11, and the second port of the sixth heat exchanger 12 is connected to the seventh heat exchanger 13, and the seventh heat exchanger 13 is connected to the air inlet of the compressor 11. Therefore, after the working fluid flows out of the compressor 11, it flows through the sixth heat exchanger 12, and then flows through the seventh heat exchanger 13, and after other heat exchanges, it finally returns to the compressor 11, forming a working fluid loop and completing a cycle.

[0155] The heating branch includes a sixth heat exchanger 12, the first trunk line 10a is connected in parallel with the sixth heat exchanger 12, and the second trunk line 10b is connected in parallel with the sixth heat exchanger 12. The controller is used to control the exhaust port of the compressor 11 to be connected with at least one of the sixth heat exchanger 12, the first trunk line 10a and the second trunk line 10b, so as to realize heat exchange among at least one of the sixth heat exchanger 12, the first trunk line 10a and the second trunk line 10b.

[0156] The heating branch is connected in parallel with the first trunk line 10a, and the heating branch is connected in parallel with the second trunk line 10b. The sixth heat exchanger 12 on the heating branch and the first heat exchange component 21 on the first trunk line 10a, as well as the second heat exchange component 22 on the second trunk line 10b are all connected in parallel with each other, and the sixth heat exchanger 12, the first heat exchange component 21 and the second heat exchange component 22 work independently of each other.

[0157] The exhaust port of the compressor 11 can be selectively connected to at least one of the heating branch, the first trunk 10a and the second trunk 10b, and the working fluid flowing out of the exhaust port of the compressor 11 is a high-temperature and high-pressure gaseous working fluid. Therefore, when the exhaust port of the compressor 11 is connected to one of the heating branch, the first trunk 10a and the second trunk 10b, the heating branch, the first trunk 10a and the second trunk 10b generate heat.

[0158] The controller can control the exhaust port of the compressor 11 to be connected to the heating branch to achieve heat exchange in the sixth heat exchanger 12. The controller can also control the exhaust port of the compressor 11 to be connected to the first trunk 10a to control the heat exchange of the first heat exchange component 21. The controller can also control the exhaust port of the compressor 11 to be connected to the second trunk 10b to control the heat exchange of the second heat exchange component 22. The controller can also control the exhaust port of the compressor 11 to be connected to any of the heating branch, the first trunk 10a and the second trunk 10b at the same time to control the sixth heat exchanger 12, the first heat exchange component 21 or the second heat exchange component 22 to exchange heat at the same time. Optionally, the controller can control the sixth heat exchanger 12 to heat the passenger compartment while controlling the battery heat exchange module to heat the battery.

[0159] In some embodiments of the present invention, the air conditioning circulation loop 101 includes: a compressor 11, a seventh heat exchanger 13 and an eighth heat exchanger 14, the compressor 11 includes an air inlet and an exhaust port, and the exhaust port of the compressor 11, the seventh heat exchanger 13, the eighth heat exchanger 14 and the air inlet of the compressor 11 are connected in sequence.

[0160] The cooling branch includes an eighth heat exchanger 14, the first trunk 10a is connected in parallel with the eighth heat exchanger 14, and the second trunk 10b is connected in parallel with the eighth heat exchanger 14. The controller is used to control the seventh heat exchanger 13 to communicate with at least one of the eighth heat exchanger 14, the first trunk 10a, and the second trunk 10b, so as to realize the heat exchange of at least one of the eighth heat exchanger 14, the first trunk 10a, and the second trunk 10b.

[0161] When the air conditioning circulation loop 101 is working, the working medium flows in from the air inlet of the compressor 11, and the low-temperature and low-pressure gaseous working medium is compressed by the compressor 11 to become a high-temperature and high-pressure gaseous working medium, and flows out from the exhaust port of the compressor 11. The first port of the seventh heat exchanger 13 is connected to the exhaust port of the compressor 11, and the second port of the seventh heat exchanger 13 is connected to the eighth heat exchanger 14, and the eighth heat exchanger 14 is connected to the air inlet of the compressor 11. Therefore, after the working medium flows out of the compressor 11, it flows through the seventh heat exchanger 13, and then flows through the eighth heat exchanger 14. The working medium releases heat and liquefies in the seventh heat exchanger 13, and then enters the eighth heat exchanger 14 after throttling and reducing pressure to absorb heat and vaporize, thereby refrigerating in the eighth heat exchanger 14. The gaseous working medium finally returns to the compressor 11, forming a working medium loop and completing a cycle.

[0162] The cooling branch is connected in parallel with the first trunk line 10a, and the cooling branch is connected in parallel with the second trunk line 10b. The eighth heat exchanger 14 on the cooling branch and the first heat exchange component 21 on the first trunk line 10a, as well as the second heat exchange component 22 on the second trunk line 10b are all connected in parallel with each other, and the eighth heat exchanger 14, the first heat exchange component 21 and the second heat exchange component 22 operate independently of each other.

[0163] The controller can control the seventh heat exchanger 13 to be connected to the cooling branch to achieve heat exchange with the eighth heat exchanger 14. The controller can also control the seventh heat exchanger 13 to be connected to the first trunk 10a to control the heat exchange of the first heat exchange component 21. The controller can also control the seventh heat exchanger 13 to be connected to the second trunk 10b to control the heat exchange of the second heat exchange component 22. The controller can also control the seventh heat exchanger 13 to be connected to any of the cooling branch, the first trunk 10a and the second trunk 10b at the same time to control the eighth heat exchanger 14, the first heat exchange component 21 or the second heat exchange component 22 to exchange heat at the same time. Optionally, the controller can control the eighth heat exchanger 14 to cool the passenger compartment while controlling the battery heat exchange module to cool the battery.

[0164] In some embodiments of the present invention, the heat pump air conditioning circulation loop 101 includes: a compressor 11, a sixth heat exchanger 12, a seventh heat exchanger 13 and an eighth heat exchanger 14, the compressor 11 includes an air inlet and an exhaust port, and the exhaust port of the compressor 11, the sixth heat exchanger 12, the seventh heat exchanger 13, the eighth heat exchanger 14 and the air inlet of the compressor 11 are connected in sequence.

[0165] When the air conditioning circulation loop 101 is working, the working medium flows in from the air inlet of the compressor 11, and the low-temperature and low-pressure gaseous working medium is compressed by the compressor 11 to become a high-temperature and high-pressure gaseous working medium, and flows out from the exhaust port of the compressor 11. The first port of the sixth heat exchanger 12 is connected to the exhaust port of the compressor 11, the second port of the sixth heat exchanger 12 is connected to the first port of the seventh heat exchanger 13, the second port of the seventh heat exchanger 13 is connected to the first port of the eighth heat exchanger 14, and the second port of the eighth heat exchanger 14 is connected to the air inlet of the compressor 11. Therefore, after the working medium flows out of the compressor 11, it flows through the sixth heat exchanger 12, then flows through the seventh heat exchanger 13, then flows through the eighth heat exchanger 14, and finally returns to the compressor 11, forming a working medium loop and completing a cycle. The working medium exchanges heat in at least one of the sixth heat exchanger 12, the seventh heat exchanger 13 and the eighth heat exchanger 14, and then forms a gaseous working medium and returns to the air inlet of the compressor 11.

[0166] The heating branch includes the sixth heat exchanger 12, the cooling branch includes the eighth heat exchanger 14, the first trunk 10a is connected in parallel with the sixth heat exchanger 12, the second trunk 10b is connected in parallel with the sixth heat exchanger 12, the first trunk 10a is connected in parallel with the eighth heat exchanger 14, and the second trunk 10b is connected in parallel with the eighth heat exchanger 14. The seventh heat exchanger 13 can be located in the heating branch, the seventh heat exchanger 13 can also be located in the cooling branch, and the seventh heat exchanger 13 can also be used only as a pipeline for the working medium to pass through. The working medium neither absorbs nor releases heat in the seventh heat exchanger 13, which can be selected according to actual needs.

[0167] The heating branch is connected in parallel with the first trunk 10a, the heating branch is connected in parallel with the second trunk 10b, the sixth heat exchanger 12 on the heating branch and the first heat exchange assembly 21 on the first trunk 10a, and the second heat exchange assembly 22 on the second trunk 10b are all connected in parallel, and the sixth heat exchanger 12, the first heat exchange assembly 21 and the second heat exchange assembly 22 work independently of each other. The cooling branch is connected in parallel with the first trunk 10a, the cooling branch is connected in parallel with the second trunk 10b, the eighth heat exchanger 14 on the cooling branch and the first heat exchange assembly 21 on the first trunk 10a, and the second heat exchange assembly 22 on the second trunk 10b are all connected in parallel, and the eighth heat exchanger 14, the first heat exchange assembly 21 and the second heat exchange assembly 22 work independently of each other.

[0168] Since the heating branch is connected in parallel with the first trunk 10a, and the heating branch is connected in parallel with the second trunk 10b, the exhaust port of the compressor 11 can be selectively connected to at least one of the heating branch, the first trunk 10a, and the second trunk 10b, and the heating branch, the first trunk 10a, and the second trunk 10b are heat exchanged. Specifically, the working medium flowing out of the exhaust port of the compressor 11 is a high-temperature and high-pressure gaseous working medium, so when the exhaust port of the compressor 11 is connected to one of the heating branch, the first trunk 10a, and the second trunk 10b, at least one of the heating branch, the first trunk 10a, and the second trunk 10b is heated.

[0169] Since the cooling branch is connected in parallel with the first trunk 10a, and the cooling branch is connected in parallel with the second trunk 10b, the air inlet of the compressor 11 can be selectively connected to at least one of the cooling branch, the first trunk 10a, and the second trunk 10b. Similarly, the seventh heat exchanger 13 connected to the other side of the eighth heat exchanger 14 can also be selectively connected to at least one of the heating branch, the first trunk 10a, and the second trunk 10b, and the cooling branch and the first trunk 10a and the second trunk 10b can be used for heat exchange. Optionally, the cooling branch and the first trunk 10a and the second trunk 10b can be used for refrigeration.

[0170] The controller is used to control the exhaust port of the compressor 11 to communicate with at least one of the sixth heat exchanger 12, the first trunk line 10a and the second trunk line 10b to achieve heat exchange among at least one of the sixth heat exchanger 12, the first trunk line 10a and the second trunk line 10b.

[0171] The controller can control the exhaust port of the compressor 11 to be connected to the heating branch to achieve heat exchange in the sixth heat exchanger 12. The controller can also control the exhaust port of the compressor 11 to be connected to the first trunk 10a to control the heat exchange of the first heat exchange component 21. The controller can also control the exhaust port of the compressor 11 to be connected to the second trunk 10b to control the heat exchange of the second heat exchange component 22. The controller can also control the exhaust port of the compressor 11 to be connected to any of the heating branch, the first trunk 10a and the second trunk 10b at the same time to control the sixth heat exchanger 12, the first heat exchange component 21 or the second heat exchange component 22 to exchange heat at the same time. Optionally, the controller can control the sixth heat exchanger 12 to heat the passenger compartment while controlling the battery heat exchange module to heat the battery.

[0172] Alternatively, the controller is used to control the seventh heat exchanger 13 to be connected to at least one of the first trunk line 10a, the second trunk line 10b and the eighth heat exchanger 14 to achieve heat exchange among at least one of the first trunk line 10a, the second trunk line 10b and the eighth heat exchanger 14.

[0173] The controller can control the seventh heat exchanger 13 to be connected to the cooling branch to achieve heat exchange with the eighth heat exchanger 14. The controller can also control the seventh heat exchanger 13 to be connected to the first trunk 10a to control the heat exchange of the first heat exchange component 21. The controller can also control the seventh heat exchanger 13 to be connected to the second trunk 10b to control the heat exchange of the second heat exchange component 22. The controller can also control the seventh heat exchanger 13 to be connected to any of the heating branch, the first trunk 10a and the second trunk 10b at the same time to control the eighth heat exchanger 14, the first heat exchange component 21 or the second heat exchange component 22 to exchange heat at the same time. Optionally, the controller can control the eighth heat exchanger 14 to cool the passenger compartment while controlling the battery heat exchange module to cool the battery. Optionally, the controller can control the sixth heat exchanger 12 to cool the passenger compartment while controlling the battery heat exchange module to heat the battery.

[0174] In some embodiments of the present invention, the sixth heat exchanger 12 is an in-vehicle condenser 120, which is suitable for heating the passenger compartment. When the working medium flows in the working medium circuit formed by the compressor 11 and the in-vehicle condenser 120, the high-temperature and high-pressure gaseous working medium flowing out of the exhaust port of the compressor 11 undergoes heat exchange at the in-vehicle condenser 120, and the working medium releases heat and liquefies. Subsequently, the working medium undergoes throttling and pressure reduction, and absorbs heat and vaporizes, and finally becomes a low-temperature and low-pressure gaseous working medium and flows into the air inlet of the compressor 11, completing a cycle. The in-vehicle condenser 120 can also only serve as a pipeline, and the working medium flows through the in-vehicle condenser 120 without generating heat exchange.

[0175] In some specific embodiments of the present invention, a working fluid circuit is formed by the compressor 11, the in-vehicle condenser 120 and the seventh heat exchanger 13. The high-temperature and high-pressure gaseous working fluid flowing out of the exhaust port of the compressor 11 undergoes heat exchange at the in-vehicle condenser 120, and the working fluid releases heat and liquefies. The in-vehicle condenser 120 is suitable for heating the passenger compartment.

[0176] The controller can control the exhaust port of the compressor 11 to selectively communicate with at least one of the in-vehicle condenser 120, the first heat exchange assembly 21, and the second heat exchange assembly 22. By setting the controller to change the flow path of the working medium in the air conditioning circulation loop 101, heating the passenger compartment and / or the battery can be achieved.

[0177] It can be understood that the air-conditioning circulation loop 101 as a whole has multiple branches, and the compressor 11 , the sixth heat exchanger 12 and the seventh heat exchanger 13 together form a working fluid circuit and are all part of the air-conditioning circulation loop 101 .

[0178] In some embodiments of the present invention, the seventh heat exchanger 13 is an external condenser 130. The working fluid releases heat through the external condenser 130. The external condenser 130 can be used for heating. For example, in winter when the ambient temperature is low, the components of the vehicle need to be preheated and started. The vehicle starting speed can be increased by heating the components through the external condenser 130. The external condenser 130 can also only serve as a pipeline, and the working fluid does not generate heat exchange when flowing through the external condenser 130.

[0179] In some embodiments of the present invention, the eighth heat exchanger 14 is an evaporator 140 , and the evaporator 140 is suitable for cooling the passenger compartment.

[0180] When the working medium flows in the working medium circuit formed by the compressor 11 and the evaporator 140, the high-temperature and high-pressure gaseous working medium flowing out from the exhaust port of the compressor 11 first undergoes heat exchange in the pipeline, and the working medium releases heat and liquefies. Then, the working medium enters the evaporator 140 through throttling and pressure reduction, and the working medium absorbs heat and vaporizes in the evaporator 140, cooling the evaporator 140. The working medium eventually becomes a low-temperature and low-pressure gaseous working medium and flows into the air inlet of the compressor 11, completing a cycle.

[0181] In some specific embodiments of the present invention, a working fluid circuit is formed by the compressor 11, the seventh heat exchanger 13 and the evaporator 140. The high-temperature and high-pressure gaseous working fluid flowing out from the exhaust port of the compressor 11 undergoes heat exchange at the seventh heat exchanger 13, and the working fluid releases heat and liquefies. Then, the working fluid enters the evaporator 140 through throttling and pressure reduction. The working fluid absorbs heat and vaporizes at the evaporator 140, which is suitable for cooling the passenger compartment. Then, it becomes a low-temperature and low-pressure gaseous working fluid and flows into the air inlet of the compressor 11, completing a cycle.

[0182] The controller can control the seventh heat exchanger 13 to selectively communicate with at least one of the evaporator 140, the first heat exchange assembly 21 and the second heat exchange assembly 22. By setting the controller to change the flow path of the working medium in the air conditioning circulation loop 101, the passenger compartment and / or the battery can be cooled.

[0183] In some specific embodiments of the present invention, in the working medium circuit formed by the compressor 11, the in-vehicle condenser 120, the out-vehicle condenser 130 and the evaporator 140, the high-temperature and high-pressure gaseous working medium flowing out of the exhaust port of the compressor 11 undergoes heat exchange at the in-vehicle condenser 120, and the working medium releases heat and liquefies, and the in-vehicle condenser 120 is suitable for heating the passenger compartment. The in-vehicle condenser 120 can also be used only as a flow channel, and the working medium flows through the in-vehicle condenser 120 without heat exchange. Then the working medium continues to flow to the out-vehicle condenser 130, and the working medium can undergo heat exchange at the out-vehicle condenser 130 and release heat for a second time; the working medium can also only pass through the out-vehicle condenser 130 without heat exchange at the out-vehicle condenser 130. The working medium after exothermic liquefaction enters the evaporator 140 through throttling and pressure reduction, where it absorbs heat and vaporizes, suitable for cooling the passenger compartment, and then becomes a low-temperature and low-pressure gaseous working medium and flows into the air inlet of the compressor 11, completing a cycle.

[0184] The controller can control the exhaust port of the compressor 11 to selectively communicate with at least one of the in-vehicle condenser 120, the first heat exchange assembly 21, and the second heat exchange assembly 22. The seventh heat exchanger 13 can also be controlled to selectively communicate with at least one of the evaporator 140, the first heat exchange assembly 21, and the second heat exchange assembly 22. By setting the controller to change the flow path of the working medium in the air conditioning circulation loop 101, the thermal management system 100 can work under different working conditions. The functionality of the thermal management system 100 of the present invention is strong.

[0185] When the controller controls the exhaust port of the compressor 11 to be connected to the in-vehicle condenser 120, the controller controls the out-vehicle condenser 130 to be connected to the evaporator 140, and the controller controls the exhaust port of the compressor 11 not to be connected to the first trunk 10a and the second trunk 10b, the working fluid does not exchange heat through the in-vehicle condenser 120, the working fluid releases heat through the out-vehicle condenser 130, and the working fluid absorbs heat through the evaporator 140, and the thermal management system 100 can achieve a working condition of cooling the passenger compartment alone.

[0186] When the controller controls the exhaust port of the compressor 11 to be connected to the in-vehicle condenser 120, the controller controls the out-vehicle condenser 130 to be connected to the first trunk 10a and the second trunk 10b, and the controller controls the exhaust port of the compressor 11 not to be connected to the first trunk 10a and the second trunk 10b, and the out-vehicle condenser 130 is not connected to the evaporator 140. The working fluid does not exchange heat through the in-vehicle condenser 120, the working fluid releases heat through the out-vehicle condenser 130, and the working fluid absorbs heat through the first heat exchange component 21 and / or the second heat exchange component 22, and the thermal management system 100 can achieve a working condition of cooling the battery.

[0187] When the controller controls the exhaust port of the compressor 11 to be connected to the in-vehicle condenser 120, the controller controls the out-vehicle condenser 130 to be connected to the first trunk 10a and the second trunk 10b, the out-vehicle condenser 130 to be connected to the evaporator 140, and the controller controls the exhaust port of the compressor 11 not to be connected to the first trunk 10a and the second trunk 10b. The working fluid does not exchange heat when passing through the in-vehicle condenser 120, the working fluid releases heat when passing through the out-vehicle condenser 130, the working fluid absorbs heat when passing through the first heat exchange component 21 and / or the second heat exchange component 22, and the working fluid absorbs heat when passing through the evaporator 140. The thermal management system 100 can achieve the conditions of cooling the passenger compartment and the battery at the same time.

[0188] When the controller controls the exhaust port of the compressor 11 to communicate with the in-vehicle condenser 120, and the controller controls the exhaust port of the compressor 11 not to communicate with the first trunk line 10a and the second trunk line 10b, the working fluid releases heat through the in-vehicle condenser 120, and the thermal management system 100 can achieve the working condition of heating the passenger compartment.

[0189] When the controller controls the exhaust port of the compressor 11 to be connected to the first trunk line 10a and the second trunk line 10b, and the controller controls the exhaust port of the compressor 11 not to be connected to the in-vehicle condenser 120, the working fluid releases heat through the first heat exchange component 21 and / or the second heat exchange component 22, and the thermal management system 100 can achieve the working condition of heating the battery.

[0190] When the controller controls the exhaust port of the compressor 11 to communicate with the in-vehicle condenser 120, and the controller controls the exhaust port of the compressor 11 to communicate with the first trunk line 10a and the second trunk line 10b, the working fluid releases heat through the in-vehicle condenser 120, and at the same time, the working fluid releases heat through the first heat exchange component 21 and / or the second heat exchange component 22, and the thermal management system 100 can achieve a working condition of heating the passenger compartment and the battery at the same time.

[0191] In some embodiments of the present invention, the thermal management system 100 includes a first exhaust flow channel 10c, and the battery heat exchange module is connected to the air inlet through the first exhaust flow channel 10c, and the working fluid flowing through the battery heat exchange module can flow back to the air inlet through the first exhaust flow channel 10c. For example, when cooling the battery, the working fluid flows out from the exhaust port, releases heat through the external condenser 130, absorbs heat at the battery heat exchange module, and then flows back to the air inlet through the first exhaust flow channel 10c.

[0192] The thermal management system 100 also includes a second exhaust flow channel 10d connected to the exhaust port, and the second exhaust flow channel 10d is connected to the first exhaust flow channel 10c, so the battery heat exchange module is also connected to the exhaust port through the second exhaust flow channel 10d, and the working fluid can flow to the battery heat exchange module through the second exhaust flow channel 10d. For example, when heating the battery, the working fluid flows out of the exhaust port, flows to the battery heat exchange module through the second heat exchange flow channel, and releases heat at the battery heat exchange module.

[0193] The thermal management system 100 further includes a third exhaust flow channel 10 e connecting the exhaust port with the in-vehicle condenser 120 . The working fluid can flow to the out-vehicle condenser 130 through the third exhaust flow channel 10 e and release heat at the in-vehicle condenser 120 .

[0194] In some embodiments of the present invention, the controller includes a plurality of control valve groups, and the control valve groups are operated to connect the exhaust port with at least one of the in-vehicle condenser 120 and the battery heat exchange module, so that the working fluid at the exhaust port flows to the in-vehicle condenser 120 or the battery heat exchange module. By setting the control valve group, the flow direction of the working fluid can be controlled to control the operation of the thermal management system 100.

[0195] In some specific embodiments of the present invention, the control valve group includes a first on-off valve 51, a second on-off valve 52 and a third on-off valve 53. The first on-off valve 51 is connected in series to the second exhaust flow passage 10d, and the third on-off valve 53 is connected between the external condenser 130 and the exhaust port, that is, the third on-off valve 53 is connected in series to the third exhaust flow passage 10e. The second on-off valve 52 is connected in series to the first exhaust flow passage 10c, and when the second on-off valve 52 is closed, the working fluid in the second exhaust flow passage 10d is prevented from flowing to the return air port.

[0196] The first on-off valve 51 can control the on-off of the second exhaust flow channel 10d to control whether the working medium flows from the exhaust port to the battery heat exchange module. When the first on-off valve 51 is closed, the working medium is prevented from flowing to the battery heat exchange module. The third on-off valve 53 can control the on-off of the third flow channel to control whether the working medium flows from the exhaust port to the external condenser 130. When the third on-off valve 53 is closed, the working medium is prevented from flowing to the external condenser 130.

[0197] The first exhaust flow channel 10c is connected to the return port, the second exhaust flow channel 10d is connected to the exhaust port, and the second exhaust flow channel 10d is connected to the first exhaust flow channel 10c. When the first on-off valve 51 controls the flow of the second exhaust flow channel 10d, the working fluid flowing out of the exhaust port will flow from the second exhaust flow channel 10d to the first exhaust flow channel 10c, and then directly flow back to the return port. Therefore, by setting the second on-off valve 52 in the first exhaust flow channel 10c, the second on-off valve 52 can control the on-off of the first exhaust flow channel 10c, and when the second on-off valve 52 is closed, the working fluid in the second exhaust flow channel 10d is prevented from flowing to the intake port.

[0198] In some embodiments of the present invention, a fourth electronic expansion valve 64 is further included, and the fourth electronic expansion valve 64 is connected in parallel with the third on-off valve 53 .

[0199] In some embodiments of the present invention, the thermal management system 100 further includes a first switch valve 41 and a second switch valve 42. The first switch valve 41 is connected in series between the second end of the battery heat exchange module and the eighth heat exchanger 14, and the second switch valve 42 is connected in series between the second end of the battery heat exchange module and the seventh heat exchanger 13. The first switch valve 41 can control the on-off between the battery heat exchange module and the eighth heat exchanger 14, and the second switch valve 42 can control the on-off between the battery heat exchange module and the seventh heat exchanger 13. When one of the first switch valve 41 and the second switch valve 42 is turned on, the first trunk 10a is connected in parallel with the sixth heat exchanger 12, the second trunk 10b is connected in parallel with the sixth heat exchanger 12, the first trunk 10a is connected in parallel with the eighth heat exchanger 14, and the second trunk 10b is connected in parallel with the eighth heat exchanger 14.

[0200] In some specific embodiments of the present invention, the first switch valve 41 is configured as a first one-way valve 41, and the first one-way valve 41 is configured so that the working fluid flows from the battery heat exchange module to the eighth heat exchanger 14. The first one-way valve 41 can control the working fluid to flow stably from the battery heat exchange module to the eighth heat exchanger 14, improve the fluidity of the working fluid, avoid the backflow of the working fluid, and improve the working stability of the thermal management system 100. In addition, the first one-way valve 41 can work stably and continuously, reduce active control, and facilitate control.

[0201] In some specific embodiments of the present invention, the second switch valve 42 is configured as a second one-way valve 42, and the second one-way valve 42 is configured so that the working fluid flows from the seventh heat exchanger 13 to the battery heat exchange module. The second one-way valve 42 can control the working fluid to flow stably from the seventh heat exchanger 13 to the battery heat exchange module, improve the fluidity of the working fluid, avoid the backflow of the working fluid, and improve the working stability of the thermal management system 100. In addition, the second one-way valve 42 can work stably and continuously, which can reduce active control and facilitate control.

[0202] In some embodiments of the present invention, a first sensor 31 and a second sensor 32 are provided in the first trunk circuit 10a, the first sensor 31 is located at the first end of the first heat exchange component 21, and the second sensor 32 is located at the second end of the first heat exchange component 21. A third sensor 33 and a fourth sensor 34 are also provided in the second trunk circuit 10b, the third sensor 33 is located at the first end of the second heat exchange component 22, and the fourth sensor 34 is located at the second end of the second heat exchange component 22.

[0203] By setting the sensor, various values ​​of the working fluid in the first trunk 10a and various values ​​of the working fluid in the second trunk 10b can be intuitively and accurately obtained. The controller can control the flow of the working fluid in the first trunk 10a and the second trunk 10b according to the temperature of the battery, which is not only convenient to operate, but also can make the battery quickly reach a suitable operating temperature and improve the working stability of the battery.

[0204] In some specific embodiments of the present invention, the first sensor 31 is configured as a pressure sensor, and the first sensor 31 can obtain the pressure of the working medium in the first trunk 10a, and the second sensor 32 is configured as a temperature sensor, and the second sensor 32 can obtain the temperature of the working medium in the first trunk 10a. The third sensor 33 is configured as a pressure sensor, and the third sensor 33 can obtain the pressure of the working medium in the second trunk 10b, and the fourth sensor 34 is configured as a temperature sensor, and the fourth sensor 34 can obtain the temperature of the working medium in the second trunk 10b.

[0205] In some embodiments of the present invention, the first trunk 10a is provided with a first sensor 31, a second sensor 32 and a first flow regulating element, the first sensor 31 is located at the first end of the first heat exchange component 21, the first flow regulating element is located at the second end of the first heat exchange component 21, and the second sensor 32 is provided between the second end of the first heat exchange component 21 and the first flow regulating element. The second trunk 10b is also provided with a third sensor 33, a fourth sensor 34 and a second flow regulating element, the third sensor 33 is located at the first end of the second heat exchange component 22, the second flow regulating element is located at the second end of the second heat exchange component 22, and the fourth sensor 34 is provided between the second end of the second heat exchange component 22 and the second flow regulating element.

[0206] In some specific embodiments of the present invention, the first sensor 31 is configured as a pressure sensor, and the first sensor 31 can obtain the pressure of the working medium in the first trunk 10a, and the second sensor 32 is configured as a temperature sensor, and the second sensor 32 can obtain the temperature of the working medium in the first trunk 10a. The third sensor 33 is configured as a pressure sensor, and the third sensor 33 can obtain the pressure of the working medium in the second trunk 10b, and the fourth sensor 34 is configured as a temperature sensor, and the fourth sensor 34 can obtain the temperature of the working medium in the second trunk 10b.

[0207] The first flow regulating element can regulate the flow of the working fluid in the first trunk 10a, thereby regulating the pressure in the first trunk 10a, and playing a role of throttling and reducing pressure. The third flow regulating element can regulate the flow of the working fluid in the second trunk 10b, thereby regulating the pressure in the second trunk 10b, and playing a role of throttling and reducing pressure. The working fluid pressure in the first trunk 10a and the second trunk 10b is kept within a safe range, avoiding excessive pressure of the working fluid in the first trunk 10a and the second trunk 10b from breaking through the pipeline and causing damage to the battery, thereby improving the working stability of the battery.

[0208] When the working fluid flows in the working fluid circuit formed by the compressor 11, the in-vehicle condenser 120, the out-vehicle condenser 130 and the battery heat exchange module, the working fluid releases heat at the in-vehicle condenser 120 or the out-vehicle condenser 130, and then becomes a low-temperature and low-pressure liquid working fluid after throttling and reducing the pressure through the first flow regulating element and / or the second flow regulating element. The working fluid becomes a low-temperature and low-pressure gaseous working fluid after evaporating and absorbing heat in the battery heat exchange module. The low-temperature and low-pressure gaseous working fluid flows into the compressor 11 from the air inlet, completing a cycle.

[0209] In some embodiments of the present invention, the heat exchange element further includes a third switch valve and a fourth switch valve, the third switch valve is arranged in the first trunk 10a, and the fourth switch valve is arranged in the second trunk 10b.

[0210] The third switch valve can control the on-off of the first trunk 10a, and the fourth switch valve can control the on-off of the second trunk 10b to control the flow or stagnation of the working medium in the first trunk 10a or the second trunk 10b. The third switch valve and the fourth switch valve work independently of each other.

[0211] When the third switch valve is turned on, the first trunk 10a is connected in parallel with the eighth heat exchanger 14, and the first trunk 10a can be connected in parallel with the sixth heat exchanger 12. When the fourth switch valve is turned on, the second trunk 10b is connected in parallel with the eighth heat exchanger 14, and the second trunk 10b can be connected in parallel with the sixth heat exchanger 12.

[0212] In some specific embodiments of the present invention, a first electronic expansion valve 61 is provided in the first trunk 10a, and a second electronic expansion valve 62 is provided in the second trunk 10b. The first sensor 31 is located at the first end of the first heat exchange component 21, the first electronic expansion valve 61 is located at the second end of the first heat exchange component 21, and the second sensor 32 is provided between the second end of the first heat exchange component 21 and the first electronic expansion valve 61. The third sensor 33 is located at the first end of the second heat exchange component 22, the second electronic expansion valve 62 is located at the second end of the second heat exchange component 22, and the fourth sensor 34 is provided between the second end of the second heat exchange component 22 and the second electronic expansion valve 62.

[0213] The electronic expansion valve has a flow rate regulating function, and the electronic expansion valve can reduce the pressure of the working medium flowing through it. The electronic expansion valve also has an on-off function, and can selectively close the pipeline to control the flow or stagnation of the working medium in the pipeline where the electronic expansion valve is located. Therefore, the first electronic expansion valve 61 is provided on the first trunk 10a, and the first flow regulating element and the third switch valve can be eliminated. Similarly, the second electronic expansion valve 62 is provided on the second trunk 10b, and the second flow regulating element and the fourth switch valve can be eliminated, thereby reducing the number of components and reducing the difficulty of layout.

[0214] In some specific embodiments of the present invention, a fifth switch valve is provided at the first end of the evaporator 140, and the fifth switch valve is connected in series between the evaporator 140 and the air inlet of the compressor 11. The fifth switch valve can control the on-off of the pipeline where the evaporator 140 is located. When the fifth switch valve is turned on, the working medium can flow to the compressor 11 through the evaporator 140.

[0215] In some specific embodiments of the present invention, the fifth switch valve is configured as a third one-way valve 43, and the third one-way valve 43 is configured so that the working medium flows from the evaporator 140 to the compressor 11. The third one-way valve 43 can control the working medium to flow stably from the evaporator 140 to the compressor 11, improve the fluidity of the working medium, avoid the backflow of the working medium, and improve the working stability of the thermal management system 100. In addition, the third one-way valve 43 can work stably and continuously, reduce active control, and facilitate control.

[0216] In some specific embodiments of the present invention, a third electronic expansion valve 63 is provided at the second end of the evaporator 140, and the third electronic expansion valve 63 is connected in series between the external condenser 130 and the evaporator 140. The electronic expansion valve has a flow rate regulation function, and the third electronic expansion valve 63 can reduce the pressure of the working medium flowing through. The electronic expansion valve also has an on-off function, and can selectively close the pipeline to control whether the working medium flows to the evaporator 140.

[0217] When the working medium flows in the working medium circuit formed by the compressor 11, the in-vehicle condenser 120, the out-vehicle condenser 130 and the evaporator 140, the working medium releases heat at the in-vehicle condenser 120 or the out-vehicle condenser 130, and then becomes a low-temperature and low-pressure liquid working medium after throttling and reducing the pressure by the third electronic expansion valve 63. The working medium evaporates and absorbs heat in the evaporator 140 and becomes a low-temperature and low-pressure gaseous working medium. The low-temperature and low-pressure gaseous working medium flows into the compressor 11 from the air inlet, completing a cycle.

[0218] In some embodiments of the present invention, the thermal management system 100 further includes a bypass flow path 10f, the bypass flow path 10f is connected in series with a fourth on-off valve 54, and the bypass flow path 10f is connected in parallel with the fifth switch valve, the evaporator 140 and the third electronic expansion valve 63 connected in series. The fourth on-off valve 54 can control the circulation and isolation of the bypass flow path 10f. When the fourth on-off valve 54 conducts the bypass flow path 10f, the working medium flows back to the air inlet via the bypass flow path 10f; when the fourth on-off valve 54 blocks the bypass flow path 10f, the working medium returns to the air inlet via the flow path where the evaporator 140 is located.

[0219] In some specific embodiments of the present invention, a fifth on-off valve 55 is provided at the first end of the external condenser 130, and the fifth on-off valve 55 is connected in series between the external condenser 130 and the exhaust port of the compressor 11. When the fifth on-off valve 55 is turned on, the working medium can flow to the external condenser 130.

[0220] In some specific embodiments of the present invention, a fourth one-way valve 44 is provided at the second end of the external condenser 130 , and the fourth one-way valve 44 is configured to allow the working fluid to flow out of the external condenser 130 , thereby improving the fluidity of the working fluid and preventing the working fluid from flowing back.

[0221] In some embodiments of the present invention, the thermal management system 100 further includes a sixth on-off valve 56, which is disposed on a side of the first switch valve 41 away from the battery heat exchange module. When the sixth on-off valve 56 is turned on, the working fluid can flow from the battery heat exchange module to the evaporator 140.

[0222] In some embodiments of the present invention, the thermal management system 100 also includes a fifth one-way valve 45, which is disposed between the battery heat exchange module and the air inlet of the compressor 11. The fifth one-way valve 45 is configured to allow the working fluid to flow from the battery heat exchange module to the air inlet of the compressor 11, thereby preventing the working fluid flowing to the air inlet from flowing to the heat exchange component, thereby improving the safety of the heat exchange component.

[0223] In some embodiments of the present invention, the thermal management system 100 further includes a gas-liquid separator 15, which is connected to the air inlet of the compressor 11. After throttling and evaporation, the working fluid becomes a low-temperature and low-pressure gaseous working fluid. Since evaporation and heat absorption cannot completely guarantee that all working fluids are converted into gaseous working fluids, the working fluid must first flow into the gas-liquid separator 15 before flowing back into the compressor 11. The gas-liquid separator 15 separates the gaseous working fluid from the liquid working fluid, and only drives the low-temperature and low-pressure gaseous working fluid to flow to the compressor 11, preventing liquid droplets from liquid-hammering the functional parts in the compressor 11, and ensuring the safe and normal operation of the compressor 11.

[0224] In some embodiments of the present invention, the thermal management system 100 also includes a series branch 10g, one end of the series branch 10g is connected to the first trunk 10a, and the other end of the series branch 10g is connected to the second trunk 10b. The controller is also used to control the series branch 10g according to the temperature of the battery to realize the series connection of the first trunk 10a and the second trunk 10b, so that the first trunk 10a and the second trunk 10b can exchange heat simultaneously.

[0225] In some specific embodiments of the present invention, the first interface of the first heat exchange component 21 is connected to the second interface of the second heat exchange component 22 through a series branch 10g. The working fluid flows in from the second interface of the first heat exchange component 21, then flows through the first heat exchange component 21, and then flows to the second heat exchange component 22 through the series branch 10g, and finally flows out from the first interface of the second heat exchange component 22.

[0226] In some embodiments of the present invention, the series branch 10g includes a series switch valve 57, and the first interface of the first heat exchange component 21 is connected to the second interface of the second heat exchange component 22 through the series switch valve 57. The series switch valve 57 can control the on-off of the series branch 10g. When the series switch valve 57 closes the series branch 10g, the first trunk 10a and the second trunk 10b are connected in parallel. When the series switch valve 57 connects the series branch 10g, the first trunk 10a and the second trunk 10b can be connected in series.

[0227] In some embodiments of the present invention, the first sensor 31 is disposed between one end of the series branch 10g and the first interface of the first heat exchange component 21, and the third sensor 33 is disposed between the other end of the series branch 10g and the second interface of the second heat exchange component 22. When the first heat exchange component 21 and the second heat exchange component 22 are connected in series, the first sensor 31, the second sensor 32, the third sensor 33 and the fourth sensor 34 can all detect information of the working medium.

[0228] In some embodiments of the present invention, the thermal management system 100 also includes a parallel switching valve 58, which is arranged on one side of the first interface of the first heat exchange component 21 and the first interface of the second heat exchange component 22. The parallel switching valve 58 can control the on-off of the first trunk line 10a and the second trunk line 10b. When the parallel switching valve 58 is turned on, the first trunk line 10a and the second trunk line 10b can be connected in parallel.

[0229] In some embodiments of the present invention, the first heat exchange component 21 is disposed on one side of the battery, and the second heat exchange component 22 is disposed on the other side of the battery. Heat exchange is performed on different sides of the battery to improve the heat exchange efficiency of the battery.

[0230] In some specific embodiments of the present invention, the first heat exchange component 21 is a first heat exchange plate, the second heat exchange component 22 is a second heat exchange plate, and the first heat exchange plate and the second heat exchange plate are arranged on opposite sides of the battery. Compared with the design method of setting a heat exchange plate, the first heat exchange plate and the second heat exchange plate can cool or heat the opposite sides of the battery, which can improve the cooling or heating efficiency of the battery, so that the battery can quickly reach a suitable operating temperature and improve the working stability of the battery.

[0231] In some embodiments of the present invention, at least one of the first heat exchange component 21 and the second heat exchange component 22 includes multiple heat exchange components, and the multiple heat exchange components are connected in parallel. By providing multiple heat exchange components, the area of ​​heat exchange with the battery can be increased, and the heat exchange efficiency of the battery can be further improved.

[0232] In some embodiments of the present invention, one heat exchange component is disposed in the electrode heating region of the battery, and one heat exchange component is disposed in the non-electrode heating region of the battery.

[0233] The controller can control the heat exchange components disposed in the electrode heating area of ​​the battery to cool greatly, and control the heat exchange components disposed in the non-electrode heating area of ​​the battery to cool slightly, according to the temperature of the battery. Alternatively, the controller can control the heat exchange components disposed in the electrode heating area of ​​the battery to cool, and control the heat exchange components disposed in the non-electrode heating area of ​​the battery to heat, according to the temperature of the battery.

[0234] Reference below Figure 1 Embodiments of the thermal management system 100 operating under different operating conditions are described.

[0235] Embodiment 1 is a working condition where only the passenger compartment is cooled.

[0236] When only the passenger compartment is cooled, the working fluid flows in the working fluid circuit formed by the compressor 11, the in-vehicle condenser 120, the out-vehicle condenser 130 and the evaporator 140. At this time, the first on-off valve 51 blocks the second exhaust flow channel 10d, the second on-off valve 52 blocks the first exhaust flow channel 10c, the third on-off valve 53 connects the third flow channel, the fourth on-off valve 54 blocks the bypass flow channel 10f, the fifth on-off valve 55 connects the pipeline, and the sixth on-off valve 56 blocks the pipeline. The first electronic expansion valve 61 and the second electronic expansion valve 62 block the pipeline, the third electronic expansion valve 63 connects the pipeline to play a throttling role, and the fourth electronic expansion valve 64 blocks the pipeline.

[0237] The circulation path of the working fluid is as follows: flowing out from the compressor 11, passing through the first pressure sensor 81, the first temperature sensor 82, the in-vehicle condenser 120, the third on-off valve 53, the fifth on-off valve 55, the external condenser 130, the fourth one-way valve 44, the third electronic expansion valve 63, the evaporator 140, the third one-way valve 43, the fifth sensor 35 and the gas-liquid separator 15, and finally flowing back to the compressor 11.

[0238] The high-temperature and high-pressure gaseous working medium flows out from the exhaust port of the compressor 11, and flows to the in-vehicle condenser 120 through the third flow channel. The in-vehicle condenser 120 only serves as a pipeline. The working medium continues to flow to the external condenser 130, where it liquefies and releases heat. Subsequently, the working medium flows to the evaporator 140 after throttling and reducing the pressure by the third electronic expansion valve 63, where it absorbs heat and vaporizes, and finally becomes a low-temperature and low-pressure gaseous working medium and flows into the air inlet of the compressor 11, thereby realizing cooling of the passenger compartment by the evaporator 140.

[0239] Embodiment 2 is a working condition in which only the battery is cooled, and the first heat exchange component 21 and the second heat exchange component 22 work independently, wherein the first heat exchange component 21 works, and the second heat exchange component 22 does not work.

[0240] Under the condition of only battery cooling, the working fluid flows in the working fluid circuit formed by the compressor 11, the in-vehicle condenser 120, the out-vehicle condenser 130 and the first heat exchange component 21. At this time, the first on-off valve 51 blocks the second exhaust flow channel 10d, the second on-off valve 52 connects the first exhaust flow channel 10c, the third on-off valve 53 connects the third flow channel, the fourth on-off valve 54 blocks the bypass flow channel 10f, the fifth on-off valve 55 connects the pipeline, and the sixth on-off valve 56 blocks the pipeline. The first electronic expansion valve 61 connects the pipeline to play a throttling role, the second electronic expansion valve 62 blocks the pipeline, the third electronic expansion valve 63 blocks the pipeline, and the fourth electronic expansion valve 64 blocks the pipeline. The parallel switch valve 58 connects the pipeline, and the switch valve 57 blocks the series branch 10g.

[0241] The circulation path of the working fluid is as follows: flowing out from the compressor 11, passing through the first pressure sensor 81, the first temperature sensor 82, the in-vehicle condenser 120, the third on-off valve 53, the fifth on-off valve 55, the outdoor condenser 130, the fourth one-way valve 44, and the second one-way valve 42 to flow to the first branch. The working fluid flowing to the first branch passes through the first electronic expansion valve 61, the second sensor 32, the first heat exchange component 21, the first sensor 31, the parallel switch valve 58, the second on-off valve 52, the fifth one-way valve 45 and the gas-liquid separator 15, and finally flows back to the compressor 11.

[0242] The high-temperature and high-pressure gaseous working medium flows out from the exhaust port of the compressor 11, and flows to the in-vehicle condenser 120 through the third flow channel. The in-vehicle condenser 120 only plays a pipeline role. The working medium continues to flow to the external condenser 130, where it liquefies and releases heat. Subsequently, the working medium flows to the first heat exchange component 21 after throttling and reducing the pressure by the first electronic expansion valve 61. The working medium absorbs heat and vaporizes at the first heat exchange component 21, and becomes a low-temperature and low-pressure gaseous working medium, which flows into the air inlet of the compressor 11, thereby realizing the first heat exchange plate cooling the battery.

[0243] Embodiment 3 is a working condition in which only the battery is cooled, and the first heat exchange component 21 and the second heat exchange component 22 work in parallel.

[0244] Under the condition of battery cooling only, the working fluid flows in the working fluid circuit formed by the compressor 11, the in-vehicle condenser 120, the out-vehicle condenser 130 and the battery heat exchange module. At this time, the first on-off valve 51 blocks the second exhaust flow channel 10d, the second on-off valve 52 connects the first exhaust flow channel 10c, the third on-off valve 53 connects the third flow channel, the fourth on-off valve 54 blocks the bypass flow channel 10f, the fifth on-off valve 55 connects the pipeline, and the sixth on-off valve 56 blocks the pipeline. The first electronic expansion valve 61 and the second electronic expansion valve 62 connect the pipeline to play a throttling role, the third electronic expansion valve 63 blocks the pipeline, and the fourth electronic expansion valve 64 blocks the pipeline. The parallel switch valve 58 connects the pipeline, and the switch valve 57 blocks the series branch 10g.

[0245] The circulation path of the working medium is as follows: flowing out from the compressor 11, passing through the first pressure sensor 81, the first temperature sensor 82, the in-vehicle condenser 120, the third on-off valve 53, the fifth on-off valve 55, the out-vehicle condenser 130, the fourth one-way valve 44, the second one-way valve 42 and flowing to the first branch and the second branch. The working medium flowing to the first branch passes through the first electronic expansion valve 61, the second sensor 32, the first heat exchange component 21, the first sensor 31, and the parallel switch valve 58. The working medium flowing to the second branch passes through the second electronic expansion valve 62, the fourth sensor 34, the second heat exchange component 22, and the third sensor 33 and then flows out of the second branch. After mixing with the working medium flowing out of the first branch, it passes through the second on-off valve 52, the fifth one-way valve 45 and the gas-liquid separator 15, and finally flows back to the compressor 11.

[0246] A high-temperature and high-pressure gaseous working medium flows out from the exhaust port of the compressor 11 and flows to the in-vehicle condenser 120 through the third flow channel. The in-vehicle condenser 120 only serves as a pipeline. The working medium continues to flow to the out-vehicle condenser 130, where it liquefies and releases heat. Subsequently, the working medium passes through the first electronic expansion valve 61 and the second electronic expansion valve 62 and then flows to the first heat exchange component 21 and the second heat exchange component 22 after throttling and reducing the pressure. The working medium absorbs heat and vaporizes at the first heat exchange component 21 and the second heat exchange component 22, respectively, and becomes a low-temperature and low-pressure gaseous working medium that flows into the air inlet of the compressor 11, thereby realizing the first heat exchange plate and the second heat exchange plate cooling the battery.

[0247] Embodiment 4 is a working condition in which only the battery is cooled, and the first heat exchange component 21 and the second heat exchange component 22 work in series.

[0248] Under the condition of battery cooling only, the working fluid flows in the working fluid circuit formed by the compressor 11, the in-vehicle condenser 120, the out-vehicle condenser 130 and the battery heat exchange module. At this time, the first on-off valve 51 blocks the second exhaust flow channel 10d, the second on-off valve 52 connects the first exhaust flow channel 10c, the third on-off valve 53 connects the third flow channel, the fourth on-off valve 54 blocks the bypass flow channel 10f, the fifth on-off valve 55 connects the pipeline, and the sixth on-off valve 56 blocks the pipeline. The first electronic expansion valve 61 and the second electronic expansion valve 62 connect the pipeline to play a throttling role, the third electronic expansion valve 63 blocks the pipeline, and the fourth electronic expansion valve 64 blocks the pipeline. The parallel switch valve 58 blocks the pipeline, and the switch valve 57 connects the series branch 10g.

[0249] The circulation path of the working fluid is as follows: flowing out from the compressor 11, passing through the first pressure sensor 81, the first temperature sensor 82, the in-vehicle condenser 120, the third on-off valve 53, the fifth on-off valve 55, the outdoor condenser 130, the fourth one-way valve 44, the second one-way valve 42, the first electronic expansion valve 61, the second sensor 32, the first heat exchange component 21, the first sensor 31, the switch valve 57, the fourth sensor 34, the second heat exchange component 22, the third sensor 33, the second on-off valve 52, the fifth one-way valve 45 and the gas-liquid separator 15, and finally flowing back to the compressor 11.

[0250] The high-temperature and high-pressure gaseous working medium flows out from the exhaust port of the compressor 11, and flows to the in-vehicle condenser 120 through the third flow channel. The in-vehicle condenser 120 only serves as a pipeline. The working medium continues to flow to the external condenser 130, where it liquefies and releases heat. Subsequently, the working medium flows to the first heat exchange component 21 and the second heat exchange component 22 after throttling and reducing the pressure by the first electronic expansion valve 61. The working medium absorbs heat and vaporizes at the first heat exchange component 21 and the second heat exchange component 22, and becomes a low-temperature and low-pressure gaseous working medium that flows into the air inlet of the compressor 11, thereby realizing the first heat exchange plate and the second heat exchange plate cooling the battery.

[0251] Embodiment 5 is a working condition for passenger compartment cooling and battery cooling. Embodiment 5 is actually the simultaneous operation of embodiment 1 and any one of embodiments 2 to 4.

[0252] The sixth embodiment is a working condition in which only the passenger compartment is heated and the external environment is relatively high, and the external condenser 130 can absorb heat from the external environment.

[0253] When only the passenger compartment is heated, the working fluid flows in the working fluid circuit formed by the compressor 11, the in-vehicle condenser 120 and the out-vehicle condenser 130. At this time, the first on-off valve 51 blocks the second exhaust flow channel 10d, the second on-off valve 52 blocks the first exhaust flow channel 10c, the third on-off valve 53 blocks the third flow channel, the fourth on-off valve 54 connects the bypass flow channel 10f, the fifth on-off valve 55 connects the pipeline, and the sixth on-off valve 56 blocks the pipeline. The first electronic expansion valve 61 and the second electronic expansion valve 62 block the pipeline, the third electronic expansion valve 63 blocks the pipeline, and the fourth electronic expansion valve 64 connects the pipeline, which plays a throttling role.

[0254] The circulation path of the working fluid is as follows: flowing out from the compressor 11, passing through the first pressure sensor 81, the first temperature sensor 82, the in-vehicle condenser 120, the fourth electronic expansion valve 64, the fifth on-off valve 55, the out-of-vehicle condenser 130, the fourth one-way valve 44, the fourth on-off valve 54, the fifth sensor 35 and the gas-liquid separator 15, and finally flowing back to the compressor 11.

[0255] A high-temperature and high-pressure gaseous working medium flows out from the exhaust port of the compressor 11, and flows to the in-vehicle condenser 120 through the third exhaust flow channel 10e, where the working medium liquefies and releases heat, and then flows to the out-vehicle condenser 130 after throttling and reducing the pressure through the fourth electronic expansion valve 64, where the working medium exchanges heat with the outside environment, absorbs heat and vaporizes, and finally becomes a low-temperature and low-pressure gaseous working medium, and flows into the air inlet of the compressor 11 along the bypass flow path 10f, thereby realizing heating of the passenger compartment by the in-vehicle condenser 120.

[0256] Embodiment 7 is a working condition where only the passenger compartment is heated and the external environment is relatively low, so the external condenser 130 cannot absorb heat from the external environment.

[0257] When only the passenger compartment is heated, the working fluid flows in the working fluid circuit formed by the compressor 11 and the in-vehicle condenser 120. At this time, the first on-off valve 51 blocks the second exhaust flow channel 10d, the second on-off valve 52 blocks the first exhaust flow channel 10c, the third on-off valve 53 blocks the third flow channel, the fourth on-off valve 54 connects the bypass flow channel 10f, the fifth on-off valve 55 blocks the pipeline, and the sixth on-off valve 56 connects the pipeline. The first electronic expansion valve 61 and the second electronic expansion valve 62 block the pipeline, the third electronic expansion valve 63 blocks the pipeline, and the fourth electronic expansion valve 64 connects the pipeline, which plays a throttling role.

[0258] The circulation path of the working fluid is as follows: flowing out from the compressor 11, passing through the first pressure sensor 81, the first temperature sensor 82, the in-vehicle condenser 120, the fourth electronic expansion valve 64, the sixth on-off valve 56, the fourth on-off valve 54, the fifth sensor 35 and the gas-liquid separator 15, and finally flowing back to the compressor 11.

[0259] A high-temperature and high-pressure gaseous working medium flows out from the exhaust port of the compressor 11, and flows to the in-vehicle condenser 120 through the third exhaust flow channel 10e, where the working medium liquefies and releases heat, and then flows to the bypass flow channel 10f after throttling and reducing the pressure by the fourth electronic expansion valve 64, and flows into the air inlet of the compressor 11, thereby realizing the heating of the passenger compartment by the in-vehicle condenser 120.

[0260] Embodiment 8 is a working condition in which only the battery is heated when the ambient temperature is high, and the first heat exchange component 21 and the second heat exchange component 22 work independently, wherein the first heat exchange component 21 works and the second heat exchange component 22 does not work.

[0261] Under the working condition of only the battery heating module, the working fluid flows in the working fluid circuit formed by the compressor 11, the first heat exchange component 21 and the evaporator 140. At this time, the first on-off valve 51 conducts the second exhaust flow channel 10d, the second on-off valve 52 blocks the first exhaust flow channel 10c, the third on-off valve 53 blocks the third flow channel, the fourth on-off valve 54 blocks the bypass flow channel 10f, the fifth on-off valve 55 blocks the pipeline, and the sixth on-off valve 56 conducts the pipeline. The first electronic expansion valve 61 conducts the pipeline to play a throttling role, the second electronic expansion valve 62 blocks the pipeline, the third electronic expansion valve 63 conducts the pipeline to play a throttling role, and the fourth electronic expansion valve 64 blocks. The parallel switch valve 58 conducts the pipeline, and the switch valve 57 blocks the series branch 10g.

[0262] The circulation path of the working fluid is as follows: flowing out from the compressor 11, passing through the first pressure sensor 81, the first temperature sensor 82, and the first on-off valve 51 to flow to the first branch, the working fluid flowing to the first branch passes through the first sensor 31, the first heat exchange component 21, the second sensor 32, and the first electronic expansion valve 61 to flow out of the first branch, passing through the first one-way valve 41, the sixth on-off valve 56, the third electronic expansion valve 63, the evaporator 140, the third one-way valve 43, the fifth sensor 35 and the gas-liquid separator 15, and finally flows back to the compressor 11.

[0263] A high-temperature and high-pressure gaseous working medium flows out from the exhaust port of the compressor 11, and flows to the battery heat exchange module through the second exhaust flow channel 10d. The working medium liquefies and releases heat at the first heat exchange component 21, and then flows to the evaporator 140 after throttling and reducing the pressure through the first electronic expansion valve 61 and the third electronic expansion valve 63. The working medium absorbs heat and vaporizes at the evaporator 140, and finally becomes a low-temperature and low-pressure gaseous working medium and flows into the air inlet of the compressor 11, thereby realizing the heating of the battery by the first heat exchange plate and the second heat exchange plate.

[0264] Embodiment 9 is a working condition in which only the battery is heated when the ambient temperature is high, and the first heat exchange component 21 and the second heat exchange component 22 work in parallel.

[0265] Under the working condition of only the battery heating module, the working fluid flows in the working fluid circuit formed by the compressor 11, the battery heat exchange module and the evaporator 140. At this time, the first on-off valve 51 conducts the second exhaust flow channel 10d, the second on-off valve 52 blocks the first exhaust flow channel 10c, the third on-off valve 53 blocks the third flow channel, the fourth on-off valve 54 blocks the bypass flow channel 10f, the fifth on-off valve 55 blocks the pipeline, and the sixth on-off valve 56 conducts the pipeline. The first electronic expansion valve 61 and the second electronic expansion valve 62 conduct the pipeline to play a throttling role, the third electronic expansion valve 63 conducts the pipeline to play a throttling role, and the fourth electronic expansion valve 64 blocks. The parallel switch valve 58 conducts the pipeline, and the switch valve 57 blocks the series branch 10g.

[0266] The circulation path of the working medium is as follows: flowing out from the compressor 11, passing through the first pressure sensor 81, the first temperature sensor 82, and the first on-off valve 51 to flow to the first branch and the second branch; the working medium flowing to the first branch passes through the first sensor 31, the first heat exchange component 21, the second sensor 32, and the first electronic expansion valve 61 to flow out of the first branch; the working medium flowing to the second branch passes through the parallel switch valve 58, the third sensor 33, the second heat exchange component 22, the fourth sensor 34, and the second electronic expansion valve 62 to flow out of the second branch, and after mixing with the working medium flowing out of the first branch, passes through the first one-way valve 41, the sixth on-off valve 56, the third electronic expansion valve 63, the evaporator 140, the third one-way valve 43, the fifth sensor 35 and the gas-liquid separator 15, and finally flows back to the compressor 11.

[0267] A high-temperature and high-pressure gaseous working medium flows out from the exhaust port of the compressor 11, and flows to the battery heat exchange module through the second exhaust flow channel 10d. The working medium is liquefied and releases heat at the first heat exchange component 21 and the second heat exchange component 22 respectively. Subsequently, the working medium flows to the evaporator 140 after throttling and reducing the pressure through the first electronic expansion valve 61, the second electronic expansion valve 62 and the third electronic expansion valve 63. The working medium absorbs heat and vaporizes at the evaporator 140, and finally becomes a low-temperature and low-pressure gaseous working medium and flows into the air inlet of the compressor 11, thereby realizing the heating of the battery by the first heat exchange plate and the second heat exchange plate.

[0268] Embodiment 10 is a working condition in which only the battery is heated when the ambient temperature is high, and the first heat exchange component 21 and the second heat exchange component 22 work in series.

[0269] Under the working condition of only the battery heating module, the working fluid flows in the working fluid circuit formed by the compressor 11, the battery heat exchange module and the evaporator 140. At this time, the first on-off valve 51 conducts the second exhaust flow channel 10d, the second on-off valve 52 blocks the first exhaust flow channel 10c, the third on-off valve 53 blocks the third flow channel, the fourth on-off valve 54 blocks the bypass flow channel 10f, the fifth on-off valve 55 blocks the pipeline, and the sixth on-off valve 56 conducts the pipeline. The first electronic expansion valve 61 and the second electronic expansion valve 62 conduct the pipeline to play a throttling role, the third electronic expansion valve 63 conducts the pipeline to play a throttling role, and the fourth electronic expansion valve 64 blocks. The parallel switch valve 58 blocks the pipeline, and the switch valve 57 conducts the series branch 10g.

[0270] The circulation path of the working fluid is as follows: flowing out from the compressor 11, passing through the first pressure sensor 81, the first temperature sensor 82, the first on-off valve 51, the parallel switch valve 58, the third sensor 33, the second heat exchange component 22, the fourth sensor 34, the first sensor 31, the first heat exchange component 21, the second sensor 32, the first electronic expansion valve 61, the first one-way valve 41, the sixth on-off valve 56, the third electronic expansion valve 63, the evaporator 140, the third one-way valve 43, the fifth sensor 35 and the gas-liquid separator 15, and finally flowing back to the compressor 11.

[0271] A high-temperature and high-pressure gaseous working medium flows out from the exhaust port of the compressor 11 and flows to the battery heat exchange module through the second exhaust flow channel 10d. The working medium liquefies and releases heat at the first heat exchange component 21 and the second heat exchange component 22. Subsequently, the working medium flows to the evaporator 140 after throttling and reducing the pressure through the first electronic expansion valve 61 and the third electronic expansion valve 63. The working medium absorbs heat and vaporizes at the evaporator 140, and finally becomes a low-temperature and low-pressure gaseous working medium and flows into the air inlet of the compressor 11, thereby realizing the heating of the battery by the first heat exchange plate and the second heat exchange plate.

[0272] Embodiment 11 is a working condition in which only the battery is heated when the ambient temperature is low, and the first heat exchange component 21 and the second heat exchange component 22 work in parallel.

[0273] Under the working condition of only the battery heating module, the working fluid flows in the working fluid circuit formed by the compressor 11, the battery heat exchange module and the evaporator 140. At this time, the first on-off valve 51 conducts the second exhaust flow channel 10d, the second on-off valve 52 blocks the first exhaust flow channel 10c, the third on-off valve 53 blocks the third flow channel, the fourth on-off valve 54 conducts the bypass flow channel 10f, the fifth on-off valve 55 blocks the pipeline, and the sixth on-off valve 56 conducts the pipeline. The first electronic expansion valve 61 and the second electronic expansion valve 62 conduct the pipeline to play a throttling role, the third electronic expansion valve 63 blocks the pipeline, and the fourth electronic expansion valve 64 blocks it. The parallel switch valve 58 conducts the pipeline, and the switch valve 57 blocks the series branch 10g.

[0274] The circulation path of the working medium is as follows: flowing out from the compressor 11, passing through the first pressure sensor 81, the first temperature sensor 82, and the first on-off valve 51 to flow to the first branch and the second branch; the working medium flowing to the first branch passes through the first sensor 31, the first heat exchange component 21, the second sensor 32, and the first electronic expansion valve 61 to flow out of the first branch; the working medium flowing to the second branch passes through the parallel switch valve 58, the third sensor 33, the second heat exchange component 22, the fourth sensor 34, and the second electronic expansion valve 62 to flow out of the second branch, and after mixing with the working medium flowing out of the first branch, passes through the first one-way valve 41, the sixth on-off valve 56, the fourth on-off valve 54, the fifth sensor 35 and the gas-liquid separator 15, and finally flows back to the compressor 11.

[0275] A high-temperature and high-pressure gaseous working medium flows out from the exhaust port of the compressor 11, and flows to the battery heat exchange module through the second exhaust flow channel 10d. The working medium is liquefied and releases heat at the first heat exchange component 21 and the second heat exchange component 22 respectively. Subsequently, the working medium flows to the compressor 11 after throttling and reducing the pressure through the first electronic expansion valve 61, the second electronic expansion valve 62 and the third electronic expansion valve 63. While the ambient temperature is low, the working medium naturally exchanges heat during the flow, and finally becomes a low-temperature and low-pressure gaseous working medium and flows into the air inlet of the compressor 11, thereby realizing the heating of the battery by the first heat exchange plate and the second heat exchange plate.

[0276] Embodiment 12 is a working condition in which the ambient temperature is high and the passenger compartment and the battery pack are heated at the same time. Embodiment 12 is actually the simultaneous operation of embodiment 6 and any one of embodiments 8 to 10.

[0277] The above-mentioned several embodiments are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the thermal management system 100 can only operate as shown in the embodiments under certain working conditions, and therefore cannot be understood as limiting the present invention.

[0278] In some embodiments of the present invention, the heat pipe system also includes a power thermal management subsystem 200, the power thermal management subsystem 200 includes a fourth heat exchanger 71 and a coolant circulation system, the fourth heat exchanger 71 includes a first flow channel and a second flow channel, the first flow channel is connected to the coolant circulation system, and one end of the second flow channel is connected to at least one of the first main circuit 10a and the second main circuit 10b.

[0279] The thermal management system 100 also includes an air-conditioning circulation loop 101 and a heating branch. One of the first trunk line 10a and the second trunk line 10b is connected to the second flow channel, and the other of the first trunk line 10a and the second trunk line 10b is connected in parallel with the heating branch. The controller is used to control the heat exchange of at least one of the heating branch, the first trunk line 10a and the second trunk line 10b.

[0280] The coolant flows in the first flow channel, the working fluid flows in the second flow channel, the first flow channel and the second flow channel are located together in the fourth heat exchanger 71, and the first flow channel and the second flow channel can exchange heat with each other. When the temperature of the coolant flowing in the second flow channel is higher than the working fluid flowing in the first flow channel, the working fluid flows through the fourth heat exchanger 71 to absorb heat; when the temperature of the coolant flowing in the second flow channel is lower than the working fluid flowing in the first flow channel, the working fluid flows through the fourth heat exchanger 71 to release heat.

[0281] The coolant circulation system can exchange the heat generated by the power thermal management subsystem 200 with the working fluid, thereby utilizing the heat generated by the power thermal management subsystem 200 to heat the working fluid, or to cool the working fluid, thereby assisting the battery heat exchange module in exchanging heat with the battery.

[0282] In some embodiments of the present invention, Figure 2 As shown, the power thermal management subsystem 200 includes at least one of a high-voltage thermal management subsystem 201 and an engine thermal management subsystem 202 .

[0283] The high-pressure thermal management subsystem 201 can exchange heat with the air-conditioning circulation loop 101 , or the engine thermal management subsystem 202 can exchange heat with the air-conditioning circulation loop 101 , or both the high-pressure thermal management subsystem 201 and the engine thermal management subsystem 202 can exchange heat with the air-conditioning circulation loop 101 .

[0284] In some specific embodiments of the present invention, the heat pipe system also includes a high-pressure thermal management subsystem 201, the high-pressure thermal management subsystem 201 includes a fourth heat exchanger 71 and a coolant circulation system, the fourth heat exchanger 71 includes a first flow channel and a second flow channel, the first flow channel is connected to the coolant circulation system, one end of the second flow channel is selectively connected to the second end and the sixth heat exchanger 12, and the other end of the second flow channel is connected to the fourth heat exchanger 71.

[0285] In some embodiments of the present invention, the high-voltage thermal management subsystem 201 further includes: a charging and distributing power / motor assembly 72 and a first radiator 73. The charging and distributing power / motor assembly 72 performs heat exchange with the motor and electronic control of the vehicle, and the charging and distributing power / motor assembly 72 is connected between the coolant circulation system and the first radiator 73. The first radiator 73 is suitable for performing heat exchange with the environment outside the vehicle.

[0286] In some embodiments of the present invention, the high-pressure thermal management subsystem 201 further includes: a switching valve group 74, the switching valve group 74 is respectively connected to the two ends of the circulation loop, the charging and distributing power / motor assembly 72 and the first radiator 73, and the switching valve group 74 is operated to switch between different working conditions of the high-pressure thermal management subsystem 201. Specifically, the switching valve group 74 is a three-way valve.

[0287] The switching valve group 74 can control the flow direction of the coolant, and can use the heat generated by the motor and electronic control of the vehicle to heat the working medium, or can dissipate the heat generated by the motor and electronic control of the vehicle to the outside of the vehicle through the first radiator 73.

[0288] In some embodiments of the present invention, the high-pressure thermal management system 100 further includes a water pump 75 , which is disposed between the charging / distributing motor assembly 72 and the fourth heat exchanger 71 , and the water pump 75 is configured to pump coolant from the charging / distributing motor assembly 72 to the fourth heat exchanger 71 .

[0289] The high-voltage thermal management subsystem 201 has a first operating condition, in which the charging and distributing power / motor assembly 72 and the second flow channel form a first loop. The coolant flowing out of the charging and distributing power / motor assembly 72 flows to the fourth heat exchanger 71 under the action of the water pump 75. After the coolant exchanges heat with the working fluid in the first flow channel in the second flow channel of the fourth heat exchanger 71, it flows back to the charging and distributing power / motor assembly 72 to exchange heat with the motor and electronic control of the vehicle.

[0290] When the working medium circulation reflux has a need to absorb heat and the high-voltage thermal management subsystem 201 has no need to dissipate heat, the high-voltage thermal management subsystem 201 can operate in the first working condition. The high-temperature coolant flowing out of the charging and distributing / motor assembly 72 flows into the second flow channel, performs heat exchange with the low-temperature working medium flowing through the first flow channel, and transfers the heat generated by the motor and electronic control of the vehicle to the working medium circulation reflux. The heat generated by the motor and electronic control of the vehicle is effectively utilized, which improves the heating capacity of the thermal management system 100 and reduces the energy consumption of the thermal management system 100.

[0291] The high-voltage thermal management subsystem 201 also has a second working condition. In the second working condition, the charging and distributing power / motor assembly 72, the first radiator 73 and the second flow channel form a second loop. The coolant flowing out of the charging and distributing power / motor assembly 72 flows to the fourth heat exchanger 71 under the action of the water pump 75. After the coolant exchanges heat with the working medium in the first flow channel in the second flow channel of the fourth heat exchanger 71, it flows to the first radiator 73. After the coolant exchanges heat in the first radiator 73, it flows back to the charging and distributing power / motor assembly 72 to exchange heat with the motor and electronic control of the vehicle.

[0292] When the working fluid circulation reflux has a heat absorption demand, and the high-pressure thermal management subsystem 201 has a heat dissipation demand, and the heat dissipation demand of the high-pressure thermal management subsystem 201 is higher than the heat absorption demand of the working fluid circulation reflux, the high-pressure thermal management subsystem 201 can operate according to the second working condition. The high-temperature coolant flowing out of the charging and distribution / motor assembly 72 flows into the second flow channel, exchanges heat with the low-temperature working fluid flowing through the first flow channel, and transfers the heat generated by the vehicle's motor and electronic control to the working fluid circulation reflux. The temperature of the coolant is still high after one heat exchange, so the coolant flows to the first radiator 73, and exchanges heat with the outside environment for the second time to dissipate heat. The heat generated by the vehicle's motor and electronic control is effectively utilized, which improves the heating capacity of the thermal management system 100 while reducing the energy consumption of the thermal management system 100.

[0293] In addition, when the working fluid circulation reflux has a need to absorb heat, and the heat generated by the high-pressure thermal management subsystem 201 is insufficient, and the temperature of the coolant is lower than the temperature of the environment outside the vehicle, the high-pressure thermal management subsystem 201 can also operate in the second working condition. The coolant exchanges heat with the environment outside the vehicle in the first radiator 73 to increase the temperature of the coolant. The coolant then flows through the circulation loop to the charging and distributing / motor assembly 72 and the fourth heat exchanger 71, and exchanges heat with the low-temperature working fluid flowing through the first flow channel, transferring the heat of the environment outside the vehicle to the working fluid circulation reflux and the high-pressure thermal management subsystem 201. The heat can be effectively utilized, which improves the heating capacity of the thermal management system 100 and reduces the energy consumption of the thermal management system 100.

[0294] The high-voltage thermal management subsystem 201 also includes a mixed working condition, in which the first circuit and the second circuit circulate simultaneously. The coolant flowing out of the charging and distributing power / motor assembly 72 flows to the eighth heat exchanger 14 under the action of the water pump 75. After the coolant exchanges heat with the working medium in the first flow channel in the second flow channel of the eighth heat exchanger 14, part of it flows directly back to the charging and distributing power / motor assembly 72 to exchange heat with the motor and electronic control of the vehicle, and the other part flows to the first radiator 73. After the coolant exchanges heat in the first radiator 73, it flows back to the charging and distributing power / motor assembly 72 to exchange heat with the motor and electronic control of the vehicle.

[0295] When the working fluid circulation reflow has a heat absorption demand and the high-pressure thermal management subsystem 201 has a heat dissipation demand, and the heat absorption demand of the working fluid circulation reflow is higher than the heat dissipation demand of the high-pressure thermal management subsystem 201, the high-pressure thermal management subsystem 201 can operate in a mixed working condition.

[0296] The high-temperature coolant flowing out of the charging and distributing power / motor assembly 72 flows into the second flow channel, performs heat exchange with the low-temperature working medium flowing through the first flow channel, transfers the heat generated by the motor and electronic control of the vehicle to the working medium circulation reflux, and part of the coolant after heat exchange flows back to the charging and distributing power / motor assembly 72, and the other part flows to the first radiator 73, performs a second heat exchange with the environment outside the vehicle, and dissipates heat. The heat generated by the motor and electronic control of the vehicle is effectively utilized, which improves the heating capacity of the thermal management system 100 and reduces the energy consumption of the thermal management system 100.

[0297] The high-pressure thermal management subsystem 201 has a first working condition, a second working condition and a mixed working condition, and the coolant in the first working condition, the second working condition and the mixed working condition circulating backflow heats the working medium in the working medium circulating backflow. Therefore, the thermal management system 100 can work under different working conditions and can also cooperate with the different working conditions of the high-pressure thermal management subsystem 201 to work.

[0298] For example, when only the passenger compartment is heated, it can cooperate with the first operating condition, the second operating condition and the mixed operating condition of the high-pressure thermal management subsystem 201.

[0299] In some embodiments of the present invention, the heat pipe system also includes an engine thermal management subsystem 202, which includes a fifth heat exchanger 76 and a coolant circulation system, the fifth heat exchanger 76 includes a third flow channel and a fourth flow channel, the third flow channel is connected to the coolant circulation system, one end of the fourth flow channel is selectively connected to the second end b and the sixth heat exchanger 124, and the other end of the fourth flow channel is connected to the eighth heat exchanger 14.

[0300] In some embodiments of the present invention, the engine thermal management subsystem 202 further includes: an engine assembly 77 and a second radiator 78, the engine assembly 77 performs heat exchange with the engine of the vehicle, and the engine assembly 77 is connected between the coolant circulation system and the second radiator 78. The second radiator 78 is suitable for performing heat exchange with the environment outside the vehicle.

[0301] The vehicle 1000 according to the embodiment of the present invention includes any one of the thermal management systems 100 described above.

[0302] According to the vehicle 1000 of the embodiment of the present invention, by providing the above-mentioned thermal management system 100, the number of times of repair and replacement of batteries can be reduced, the charging efficiency and convenience of the vehicle can be improved, and at the same time, it is easy to realize the rational layout of the vehicle.

[0303] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0304] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that: include: A battery thermal management subsystem, the battery thermal management subsystem comprising a first trunk (10a) and a second trunk (10b), the first trunk (10a) being used to exchange heat with a first region of a battery, the second trunk (10b) being used to exchange heat with a second region of the battery, the first region and the second region being different, at least one of the first trunk (10a) and the second trunk (10b) exchanging heat with the battery; At least one first heat exchanger (791), wherein the first heat exchanger (791) is provided in the battery thermal management subsystem and the air conditioning subsystem, and the battery thermal management subsystem and the air conditioning subsystem exchange heat through the first heat exchanger (791).

2. The thermal management system according to claim 1, characterized in that: The first heat exchanger (791) comprises a first flow channel and a second flow channel for exchanging heat with each other, and the first flow channel is arranged in the air conditioning subsystem; The first trunk line (10a) and the second trunk line (10b) are connected in parallel, and two ends of the second flow channel are respectively connected to two ends of the first trunk line (10a) to form a first heat exchange circuit.

3. The thermal management system according to claim 2, characterized in that: The first trunk line (10a) is provided with a first regulating valve (91) for regulating flow, and the second trunk line (10b) is provided with a second regulating valve (92) for adjusting flow.

4. The thermal management system according to claim 3, characterized in that: The openings of the first regulating valve (91) and the second regulating valve (92) are adjusted so that the heat exchange amounts of the first trunk line (10a) and the second trunk line (10b) are different.

5. The thermal management system according to any one of claims 1 to 3, characterized in that: When the battery temperature is ≥ the first temperature threshold, the temperature of the first area is higher than the temperature of the second area; or, When the battery temperature is ≥ the first temperature threshold, the temperature rise rate of the first region is higher than the temperature rise rate of the second region; or, When the battery temperature is greater than or equal to a first temperature threshold, the first region is an electrode region of the battery, and the second region is a non-electrode region of the battery; At least one of the first trunk circuit (10a) and the second trunk circuit (10b) cools the battery, and the heat exchange amount of the first trunk circuit (10a) is greater than the heat exchange amount of the second trunk circuit (10b).

6. The thermal management system according to claim 4, characterized in that: When the battery temperature is less than or equal to the second temperature threshold, the temperature of the first region is higher than the temperature of the second region; or, When the battery temperature is less than or equal to a second temperature threshold, the temperature rise rate of the first region is higher than the temperature rise rate of the second region; or, When the battery temperature is less than or equal to a second temperature threshold, the first region is an electrode region of the battery, and the second region is a non-electrode region of the battery; At least one of the first trunk line (10a) and the second trunk line (10b) heats the battery, and the heat exchange amount of the second trunk line (10b) is greater than the heat exchange amount of the second trunk line (10b).

7. The thermal management system according to any one of claims 1 to 6, characterized in that: Also included is a power thermal management subsystem (200) for dissipating heat from the power module.

8. The thermal management system according to claim 7, characterized in that: The power thermal management subsystem (200) exchanges heat with the air conditioning subsystem via the first heat exchanger (791).

9. The thermal management system according to claim 7, characterized in that: It also includes a second heat exchanger (792), wherein the second heat exchanger (792) is provided in the air conditioning subsystem and the power thermal management subsystem (200), and the power thermal management subsystem (200) exchanges heat with the air conditioning subsystem through the second heat exchanger (792).

10. The thermal management system according to claim 7, characterized in that: It also comprises a switching module, which is respectively connected to the power thermal management subsystem (200) and the battery thermal management subsystem so as to connect or disconnect the power thermal management subsystem (200) and the battery thermal management subsystem.

11. The thermal management system according to claim 10, characterized in that: The power thermal management subsystem (200) comprises: Motor radiator; A third heat exchanger, wherein two ends of the third heat exchanger are respectively connected to two ends of the motor radiator, and the third heat exchanger and the first heat exchanger (791) perform heat exchange.

12. The thermal management system according to claim 11, characterized in that: The first heat exchanger (791) comprises a first flow channel and a second flow channel for exchanging heat with each other, and the first flow channel is arranged in the air conditioning subsystem; The second flow channel is connected to the battery thermal management subsystem to define at least one heat exchange loop, and the first trunk line (10a) and the second trunk line (10b) are located in the heat exchange loop; The switching module comprises a first three-way valve (111) and a second three-way valve (112), wherein the first three-way valve (111) is connected in series to the heat exchange circuit and one of its interfaces is connected to the high-pressure thermal management subsystem, and the second three-way valve (112) is connected in series to the high-pressure thermal management subsystem and one of its valve ports is connected to the heat exchange circuit.

13. The thermal management system according to claim 1, characterized in that: The air conditioning subsystem comprises: a compressor having an exhaust port and an intake port; The first end of the in-vehicle condenser is connected to the exhaust port, and the second end of the in-vehicle condenser is connected to the first end of the out-vehicle condenser; An in-vehicle evaporator, wherein two ends of the in-vehicle evaporator are respectively connected to the second end of the out-vehicle condenser and the air inlet; The first heat exchanger (791) includes a first flow channel and a second flow channel for exchanging heat with each other, wherein two ends of the first flow channel are respectively connected to the second end of the external condenser and the air inlet, and the second flow channel is connected to the battery thermal management subsystem to define at least one heat exchange loop, and the first trunk line (10a) and the second trunk line (10b) are located in the heat exchange loop.

14. A vehicle, characterized in that: Comprising a thermal management system according to any one of claims 1-13.

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