Thermal management system and vehicle

Abstract

The invention provides a thermal management system and a vehicle, and relates to the technical field of thermal management. The heat management system comprises a heat management assembly, the heat management assembly comprises an air conditioner assembly, a battery pack, a motor assembly, a hydraulic assembly and a heat exchange assembly, and the air conditioner assembly communicates with a passenger compartment; the valve body assembly, the air conditioner assembly, the battery pack, the motor assembly, the hydraulic assembly and the heat exchange assembly are connected or disconnected through the valve body assembly to form a plurality of connection loops in the heat management system, so that a plurality of heat management modes are achieved. The heat exchange assembly comprises a first waste heat exchanger and a second waste heat exchanger, the first waste heat exchanger communicates between the air conditioner assembly and the motor assembly, the second waste heat exchanger communicates between the hydraulic assembly and the battery pack, and the first waste heat exchanger and the second waste heat exchanger are configured to absorb waste heat of the motor assembly and waste heat of the hydraulic assembly correspondingly. Therefore, the passenger compartment and the battery pack can be heated. The thermal management system is high in integration level, and waste heat of the motor assembly and the hydraulic assembly in the system can be recycled.

Description

Technical Field

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

[0002] In recent years, the market share of pure electric commercial vehicles has increased significantly. At the same time, consumers have stronger demands for electric vehicles' long driving range, fast charging efficiency, and comfort. An efficient and reliable thermal management system is the key to solving this problem.

[0003] At present, most commercial vehicles use a distributed thermal management system, which uses independent water cooling units, low-temperature heat dissipation units and air conditioning systems to manage motors, batteries and passenger compartments. This has the disadvantages of insufficient energy recovery, insufficient heat utilization, large space occupation, redundant parts and high costs. In heating mode, the distributed thermal management system requires a PTC (Positive Temperature Coefficient) heater to heat the battery and the cockpit, which is inefficient and affects the endurance and economy. The single heat pump air conditioning system has a low degree of integration, which makes the overall efficiency of the system low.

[0004] Therefore, there is an urgent need to design a thermal management system with high integration and low energy consumption. Summary of the invention

[0005] The present application provides a thermal management system and a vehicle, which has a high degree of integration, can recycle waste heat from motor components and hydraulic components in the system, and has low energy consumption.

[0006] In order to achieve the above objectives, this application provides the following technical solutions:

[0007] A first aspect of the present application provides a thermal management system, comprising: a thermal management component, comprising an air conditioning component, a battery pack, a motor component, a hydraulic component, and a heat exchange component, wherein the air conditioning component is in communication with a passenger compartment;

[0008] A valve body assembly, wherein the air conditioning assembly, the battery pack, the motor assembly, the hydraulic assembly, and the heat exchange assembly are connected or disconnected through the valve body assembly to form a plurality of conduction loops in the thermal management system to achieve a plurality of thermal management modes;

[0009] The heat exchange assembly includes a first waste heat exchanger and a second waste heat exchanger, the first waste heat exchanger is connected between the air conditioning assembly and the motor assembly, the second waste heat exchanger is connected between the hydraulic assembly and the battery pack, and the first waste heat exchanger and the second waste heat exchanger are respectively configured to absorb waste heat of the motor assembly and the hydraulic assembly for heating the passenger compartment and the battery pack.

[0010] In one possible implementation, the air conditioning component includes a compressor, a first condenser, an evaporator and a gas-liquid separator, the exhaust end of the compressor is connected to the inlet end of the first condenser, the evaporator has a liquid inlet, a refrigeration outlet and an air outlet, the outlet end of the first condenser is connected to the liquid inlet of the evaporator, the refrigeration outlet of the evaporator is connected to the gas-liquid separator, and the air outlet is connected to the passenger compartment, the compressor extracts the refrigerant in the gas-liquid separator and transmits it to each of the conduction circuits, and the refrigerant flowing through the evaporator is evaporated and transmitted to the passenger compartment to cool the passenger compartment.

[0011] In a possible implementation, the valve body assembly includes a first solenoid valve, one end of the first solenoid valve is connected to the exhaust end of the compressor, and the other end of the first solenoid valve is connected to the inlet end of the first condenser;

[0012] And / or, the valve body assembly also includes a second solenoid valve and a thermal expansion valve, one end of the second solenoid valve is connected to the outlet end of the first condenser, the other end of the second solenoid valve is connected to one end of the thermal expansion valve, and the other end of the thermal expansion valve is connected to the liquid inlet of the evaporator.

[0013] In one possible implementation, the air conditioning assembly also includes a second condenser and a blower, the valve body assembly includes a third solenoid valve, the second condenser is connected to the compressor through the third solenoid valve, the second condenser is connected to the passenger compartment, the blower is located on one side of the second condenser, and the blower is used to blow the refrigerant after condensation and heat release of the second condenser into the passenger compartment to heat the passenger compartment.

[0014] In one possible implementation, the air conditioning component also includes a warm air water tank, a first expansion water tank, a first water pump and a first heater. The warm air water tank is connected between the second condenser and the passenger compartment, the first expansion water tank is connected between the warm air water tank and the first water pump, the first heater is connected between the first water pump and the warm air water tank, and the first heater is used to heat the liquid from the first expansion water tank and transfer it to the warm air water tank to transfer heat to the gas transmitted from the second condenser.

[0015] In a possible implementation, the motor assembly includes a second expansion water tank, a second water pump, an electronic control element, and a motor that are sequentially connected by pipelines, the heat exchange assembly includes a first radiator connected to a natural environment, and the valve body assembly includes a first three-way valve, a first end of the first three-way valve is connected to the motor, a second end of the first three-way valve is connected to one end of the first radiator, and the other end of the first radiator is connected to the second expansion water tank;

[0016] The first waste heat exchanger has a first inlet, a first outlet, a second inlet and a second outlet, the first inlet is connected to the second condenser, the first outlet is connected to the gas-liquid separator, the second inlet is connected to the third end of the first three-way valve, and the second outlet is connected to the second expansion water tank.

[0017] In a possible implementation, the heat exchange assembly further includes a cooler, the valve body assembly further includes a first electronic expansion valve, a portion of the refrigerant flowing through the outlet end of the first condenser is connected to the evaporator, another portion of the refrigerant flowing through the outlet end of the first condenser is connected to the refrigerant inlet of the cooler through the first electronic expansion valve, the refrigerant outlet of the cooler is connected to the gas-liquid separator, the battery pack has a heat exchange inlet and a heat exchange outlet, the liquid outlet of the cooler is connected to the heat exchange inlet, and the heat exchange outlet is connected to the liquid inlet of the cooler;

[0018] The cooler is configured to evaporate the refrigerant flowing through the cooler and transmit it to the battery pack to cool the battery pack.

[0019] In a possible implementation, the thermal management component further includes a second heater, one end of the second heater is connected to the liquid outlet end of the second waste heat exchanger, and the other end of the second heater is connected to the heat exchange inlet of the battery pack.

[0020] In a possible implementation, the hydraulic assembly includes a hydraulic actuator, a hydraulic oil tank and a hydraulic oil pump, and the hydraulic actuator, the hydraulic oil tank and the hydraulic oil pump are connected in sequence;

[0021] The valve body assembly also includes a second three-way valve, and the heat exchange assembly also includes a second radiator connected to the natural environment, the first end of the second three-way valve is connected to the hydraulic actuator, the second end of the second three-way valve is connected to one end of the second radiator, the other end of the second radiator is connected to the hydraulic oil pump, and the second waste heat exchanger is connected between the third end of the second three-way valve and the hydraulic oil pump.

[0022] The thermal management system provided in the first aspect of the present application includes at least the following beneficial effects:

[0023] The thermal management system can realize multiple thermal management modes without using four-way valves and reversing valves. At the same time, the waste heat of the motor assembly and hydraulic assembly can be recovered, and the temperature of the passenger compartment and the battery can be flexibly adjusted to ensure the efficient operation of the thermal management system under different climatic conditions. The present application integrates two waste heat exchangers, among which the waste heat exchanger on the motor assembly side can recover the waste heat generated by the motor assembly under winter driving conditions to heat the passenger compartment; the waste heat exchanger on the hydraulic assembly side can recover the waste heat under winter operating conditions to heat the battery pack, thus maximizing energy utilization, reducing the system's dependence on high-power, high-energy consumption and high-cost high-voltage PTC heaters, reducing the energy consumption of the thermal management system, and helping to improve the vehicle's endurance.

[0024] A second aspect of the present application provides a vehicle, comprising a thermal management system provided by any of the above technical solutions.

[0025] The vehicle provided in the second aspect of the present application has all the beneficial effects of the thermal management system provided in the first aspect of the present application, which will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0027] Figure 1 A schematic diagram of the structure of a thermal management system provided in an embodiment of the present application;

[0028] Figure 2 A schematic diagram of the structure of the dual cooling mode of the passenger compartment and the battery in the thermal management system provided in an embodiment of the present application;

[0029] Figure 3 A schematic diagram of the structure of a battery single cooling mode in a thermal management system provided in an embodiment of the present application;

[0030] Figure 4 A schematic diagram of the structure of the dual heating mode of the passenger compartment and the battery in the thermal management system provided in an embodiment of the present application;

[0031] Figure 5 A schematic diagram of the structure of the passenger compartment heating and battery cooling modes in the thermal management system provided in an embodiment of the present application.

[0032] Description of reference numerals:

[0033] 100. Thermal management components;

[0034] 110, air conditioning assembly; 111, compressor; 112, first condenser; 113, evaporator; 114, gas-liquid separator; 115, second condenser; 1151, cooling fan; 116, blower; 117, heater water tank; 118, first expansion water tank; 119, first water pump;

[0035] 120, battery pack; 121, third expansion water tank; 122, third water pump;

[0036] 130. Motor assembly; 131. Second expansion water tank; 132. Second water pump; 133. Electronic control element; 134. Motor;

[0037] 140. Hydraulic assembly; 141. Hydraulic actuator; 142. Hydraulic oil tank; 143. Hydraulic oil pump;

[0038] 150, heat exchange assembly; 151, first waste heat exchanger; 1511, first inlet; 1512, first outlet; 1513, second inlet; 1514, second outlet; 152, second waste heat exchanger; 153, first radiator; 154, cooler; 155, second radiator;

[0039] 160, a first heater; 170, a second heater;

[0040] 200, valve body assembly; 210, first solenoid valve; 220, second solenoid valve; 230, thermal expansion valve; 240, third solenoid valve; 250, first three-way valve; 260, first electronic expansion valve; 270, second three-way valve; 280, second electronic expansion valve;

[0041] 300. Crew compartment.

[0042] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0043] As described in the background technology, in recent years, the market share of pure electric commercial vehicles has increased significantly. At the same time, consumers have increasingly strong demands for electric vehicles' long battery life, fast charging efficiency, and comfort. An efficient and reliable thermal management system is the key to solving this problem.

[0044] At present, most commercial vehicles use a distributed thermal management system, which uses independent water cooling units, low-temperature heat dissipation units and air conditioning systems to manage motors, batteries and passenger compartments. This has the disadvantages of insufficient energy recovery, insufficient heat utilization, large space occupation, redundant parts and high costs. In heating mode, the distributed thermal management system requires a PTC (Positive Temperature Coefficient) heater to heat the battery and the cockpit, which is inefficient (COP<1), affecting endurance and economy. Although the single heat pump air conditioning system is highly efficient (COP value is between 2-3), it is not highly integrated and fails to fully and efficiently manage the heat of each system.

[0045] In response to the above technical problems, the embodiment of the present application provides a thermal management system, which can realize multiple thermal management modes without using four-way valves and reversing valves. At the same time, the waste heat of the motor assembly and the hydraulic assembly can be recovered, and the temperature of the passenger compartment and the battery can be flexibly adjusted to ensure the efficient operation of the thermal management system under different climatic conditions. The present application integrates two waste heat exchangers, among which the waste heat exchanger on the motor assembly side can recover the waste heat generated by the motor assembly under winter driving conditions to heat the passenger compartment; the waste heat exchanger on the hydraulic assembly side can recover the waste heat under winter operating conditions to heat the battery pack, thereby maximizing energy utilization, reducing the system's dependence on high-power, high-energy consumption and high-cost high-voltage PTC heaters, reducing the energy consumption of the thermal management system, and helping to improve the vehicle's endurance.

[0046] In order to make the above-mentioned purposes, features and advantages of the embodiments of the present application more obvious and understandable, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work belong to the scope of protection of this application.

[0047] refer to Figures 1 to 5 The thermal management component provided in the embodiment of the present application includes: a thermal management component 100, which includes an air conditioning component 110, a battery pack 120, a motor component 130, a hydraulic component 140 and a heat exchange component 150, and the air conditioning component 110 is connected to the passenger compartment; a valve body component 200, the air conditioning component 110, the battery pack 120, the motor component 130, the hydraulic component 140 and the heat exchange component 150 are turned on or off by the valve body component 200 to form multiple conduction loops in the thermal management system to achieve multiple thermal management modes, such as Figure 1As shown, the conduction circuit includes an oil circuit, a cooling water circuit and a refrigerant circuit; the heat exchange component 150 includes a first waste heat exchanger 151 and a second waste heat exchanger 152, the first waste heat exchanger 151 is connected between the air conditioning component 110 and the motor component 130, and the second waste heat exchanger 152 is connected between the hydraulic component 140 and the battery pack 120, the first waste heat exchanger 151 and the second waste heat exchanger 152 are respectively configured to absorb waste heat of the motor component 130 and the hydraulic component 140 for heating the passenger compartment and the battery pack 120, exemplarily, the first waste heat exchanger 151 and the second waste heat exchanger 152 can both be shell and tube heat exchangers, which respectively allow the refrigerant to exchange heat with the cooling water, and the hydraulic oil in the hydraulic component 140 to exchange heat with the cooling water.

[0048] In this way, the thermal management system can realize multiple thermal management modes without using four-way valves and reversing valves. At the same time, the motor assembly 130 and the hydraulic assembly 140 can recover waste heat, flexibly adjust the temperature of the passenger compartment and the battery, and ensure the efficient operation of the thermal management system under different climatic conditions. The present application integrates two waste heat exchangers, among which the waste heat exchanger on the motor assembly 130 side can recover the waste heat generated by the motor assembly 130 under winter driving conditions to heat the passenger compartment; the waste heat exchanger on the hydraulic assembly 140 side can be used to recover waste heat under winter operating conditions to heat the battery pack 120, thereby maximizing energy utilization, reducing the system's dependence on high-power, high-energy consumption and high-cost high-voltage PTC heaters, reducing the energy consumption of the thermal management system, and helping to improve the vehicle's endurance.

[0049] In some embodiments, the air conditioning assembly 110 includes a compressor 111, a first condenser 112, an evaporator 113 and a gas-liquid separator 114, the exhaust end of the compressor 111 is connected to the inlet end of the first condenser 112, the compressor 111 can be an electric scroll compressor 111, the evaporator 113 has a liquid inlet, a refrigeration outlet and an air outlet, the outlet end of the first condenser 112 is connected to the liquid inlet of the evaporator 113, the refrigeration outlet of the evaporator 113 is connected to the gas-liquid separator 114, and the outlet end of the first condenser 112 is connected to the liquid inlet of the evaporator 113. The air outlet of the separator 114 is connected to the passenger compartment, and the compressor 111 extracts the refrigerant in the gas-liquid separator 114 and transmits it to each conducting circuit. The refrigerant flowing through the evaporator 113 is evaporated and transmitted to the passenger compartment to cool the passenger compartment. That is, the cooling of the passenger compartment is achieved by the phase change heat absorption of the refrigerant evaporation inside the evaporator 113, wherein the first condenser 112 can be an air-cooled multi-pass single-row tube-fin heat exchanger, and the evaporator 113 is an air-cooled multi-pass double-row tube-fin heat exchanger.

[0050] Exemplarily, the refrigerant in the refrigerant circuit of the conduction circuit is R134a (1,1,1,2-tetrafluoroethane) or R1234yf (2,3,3,3-tetrafluoropropylene), and the filling amount of the refrigerant is determined by a filling amount experiment.

[0051] In some embodiments, the air conditioning component 110 also includes a cooling fan 1151, which is disposed on one side of the first condenser 112. The first condenser 112 is connected to the natural environment. The cooling fan 1151 can dissipate the heat of the refrigerant in the first condenser 112 to the natural environment, thereby accelerating the cooling speed of the superheated gaseous refrigerant in the first condenser 112 to a supercooled liquid.

[0052] In some embodiments, the valve body assembly 200 includes a first solenoid valve 210, one end of the first solenoid valve 210 is connected to the exhaust end of the compressor 111, and the other end of the first solenoid valve 210 is connected to the inlet end of the first condenser 112, wherein the first condenser 112 is a refrigerant high-pressure heat exchanger; and / or, the valve body assembly 200 also includes a second solenoid valve 220 and a thermal expansion valve 230, one end of the second solenoid valve 220 is connected to the outlet end of the first condenser 112, the other end of the second solenoid valve 220 is connected to one end of the thermal expansion valve 230, and the other end of the thermal expansion valve 230 is connected to the liquid inlet of the evaporator 113, wherein the thermal expansion valve 230 can be an externally balanced thermal expansion valve 230.

[0053] In some embodiments, the air conditioning assembly 110 also includes a second condenser 115 and a blower 116, the valve body assembly 200 includes a third solenoid valve 240, the second condenser 115 is connected to the compressor 111 through the third solenoid valve 240, the second condenser 115 is connected to the passenger compartment, the blower 116 is located on one side of the second condenser 115, the blower 116 can be set in an air conditioning box (HVAC box), the blower 116 is used to blow the refrigerant after condensation and heat release in the second condenser 115 into the passenger compartment to heat the passenger compartment, wherein the second condenser 115 can be an air-cooled multi-pass single-row tube-fin heat exchanger.

[0054] In some embodiments, the air conditioning assembly 110 also includes a warm air water tank 117, a first expansion water tank 118, a first water pump 119 and a first heater 160, the warm air water tank 117 is connected between the second condenser 115 and the passenger compartment, the first expansion water tank 118 is connected between the warm air water tank 117 and the first water pump 119, wherein the warm air water tank 117 can be an air-cooled multi-pass single-row tube-fin heat exchanger, the first heater 160 is connected between the first water pump 119 and the warm air water tank 117, the first heater 160 is used to heat the liquid from the first expansion water tank 118 and transfer it to the warm air water tank 117, so as to transfer heat to the gas transmitted from the second condenser 115, wherein cooling water is stored in the first expansion water tank 118, and the cooling water can be a 50-50 ethylene glycol solution.

[0055] With such configuration, the present embodiment can be used as a warm air subsystem of the air conditioning assembly 110 to heat the passenger compartment, so as to improve the heating effect in the passenger compartment heating mode.

[0056] That is to say, the heating of the passenger compartment can be achieved through the heat release of the refrigerant condensation phase change in the second condenser 115 , the waste heat recovery of the first waste heat exchanger 151 , and the auxiliary heating of the first heater 160 .

[0057] In more examples, the air conditioning unit may also include an air conditioning panel in the cab, an HVAC system, and multiple air conditioning air intake grilles to meet the design requirements of more types of vehicles.

[0058] In some embodiments, the motor assembly 130 includes a second expansion water tank 131, a second water pump 132, an electric control element 133 and a motor 134 which are connected in sequence by pipelines, the heat exchange assembly 150 includes a first radiator 153 connected to the natural environment, the valve body assembly 200 includes a first three-way valve 250, a first end of the first three-way valve 250 is connected to the motor 134, a second end of the first three-way valve 250 is connected to one end of the first radiator 153, and the other end of the first radiator 153 is connected to the second expansion water tank 131, wherein cooling water is stored in the second expansion water tank 131; the first waste heat exchanger 151 has a first inlet 1511, a first outlet 1512, a second inlet 1513 and a second outlet 1514, the first inlet 1511 is connected to the second condenser 115, the first outlet 1512 is connected to the gas-liquid separator 114, the second inlet 1513 is connected to the third end of the first three-way valve 250, and the second outlet 1514 is connected to the second expansion water tank 131, as shown in FIG. Figure 1 As shown, the first end, the second end and the third end of the first three-way valve 250 are end A, end B and end C respectively, and the three-way valve is a two-position three-way valve.

[0059] That is to say, the outlet end of the second expansion water tank 131 is connected to the inlet end of the second water pump 132, the outlet end of the second water pump 132 is connected to the inlet end of the cooling pipeline of the electronic control element 133, the outlet end of the cooling pipeline of the electronic control element 133 is connected to the inlet end of the cooling pipeline of the motor 134, the outlet end of the cooling pipeline of the motor 134 is connected to the A end of the first three-way valve 250, the B end and the C end of the first three-way valve 250 are respectively connected to the inlet end of the cooling water circuit side of the first radiator 153 and the inlet end of the first waste heat exchanger 151. In this way, this connection method forms a structure in which the radiator is connected in parallel with the first waste heat exchanger 151, and the outlet end of the cooling water side of the first radiator 153 merges with the outlet end of the first waste heat exchanger 151 and is connected back to the inlet end of the second expansion water tank 131.

[0060] It can be understood that the cooling of the motor assembly 130 is dissipated to the natural environment through the high-temperature cooling water in the first radiator 153 or to the refrigerant circuit after throttling, reducing pressure and cooling by the second electronic expansion valve 280 through the high-temperature cooling water in the first waste heat exchanger 151.

[0061] Furthermore, the electric control element 133 may also include a motor 134 controller, a DC-DC converter and an inverter.

[0062] In some embodiments, the heat exchange component 150 also includes a cooler 154, which can be a plate heat exchanger that allows the refrigerant to exchange heat with the cooling water. The valve body assembly 200 also includes a first electronic expansion valve 260. A portion of the refrigerant flowing through the outlet end of the first condenser 112 is connected to the evaporator 113, and another portion of the refrigerant flowing through the outlet end of the first condenser 112 is connected to the refrigerant inlet of the cooler 154 through the first electronic expansion valve 260. The refrigerant outlet of the cooler 154 is connected to the gas-liquid separator 114. The battery pack 120 has a heat exchange inlet. The liquid outlet of the cooler 154 is connected to the heat exchange inlet, and the heat exchange outlet is connected to the liquid inlet of the cooler 154. That is to say, the outlet end of the first condenser 112 is divided into two paths, which are respectively connected to the evaporator 113 and the cooler 154. The outlet end of the evaporator 113 merges with the other path and is connected to the inlet end of the gas-liquid separator 114. The outlet end of the gas-liquid separator 114 is connected back to the air inlet end of the compressor 111. The cooler 154 is configured to evaporate the refrigerant flowing through itself and transmit it to the battery pack 120 to cool the battery pack 120.

[0063] It should be noted that the electronic expansion valve in the above embodiment is an electronic expansion valve based on a stepper motor 134 controlled by steps.

[0064] In this embodiment, the thermal management system also includes a third expansion water tank 121 and a third water pump 122. The inlet end of the third expansion water tank 121 is connected to the liquid outlet of the cooler 154, and the outlet end of the third expansion water tank 121 is connected to the inlet of the third water pump 122. The outlet of the third water pump 122 is connected to the inlet end of the second waste heat exchanger 152, and the outlet end of the second waste heat exchanger 152 is connected to the battery pack 120 (including a water cooling plate). The third expansion water tank 121 stores cooling water, which can be a 50-50 ethylene glycol solution. Such an arrangement can improve the transportation efficiency of the cooling water circuit of the battery pack 120.

[0065] In some embodiments, the thermal management component 100 also includes a second heater 170, one end of the second heater 170 is connected to the liquid outlet of the second waste heat exchanger 152, and the other end of the second heater 170 is connected to the heat exchange inlet of the battery pack 120. Furthermore, the second heater 170 is connected between the second waste heat exchanger 152 and the battery pack 120, which can improve the heating effect of the battery pack 120 in the heating mode.

[0066] It can be understood that the cooling of the battery pack 120 is achieved by the evaporation phase change heat absorption of the refrigerant inside the cooler 154, and the heating of the battery pack 120 is achieved by the waste heat recovery of the second waste heat exchanger 152 and the auxiliary heating of the second heater 170.

[0067] In some embodiments, the hydraulic assembly 140 includes a hydraulic actuator 141, a hydraulic oil tank 142 and a hydraulic oil pump 143, and the hydraulic actuator 141, the hydraulic oil tank 142 and the hydraulic oil pump 143 are connected in sequence; the valve body assembly 200 also includes a second three-way valve 270, and the heat exchange assembly 150 also includes a second radiator 155 connected to the natural environment, the first end of the second three-way valve 270 is connected to the hydraulic actuator 141, the second end of the second three-way valve 270 is connected to one end of the second radiator 155, and the other end of the second radiator 155 is connected to the hydraulic oil pump 143, and the second waste heat exchanger 152 is connected between the third end of the second three-way valve 270 and the hydraulic oil pump 143, wherein, in combination Figure 1 The first end, the second end and the third end of the second three-way valve 270 are end A, end B and end C respectively.

[0068] That is to say, the outlet end of the hydraulic oil tank 142 is connected to the inlet end of the hydraulic oil pump 143, and the outlet end of the hydraulic oil pump 143 is divided into two paths and respectively connected to the inlet end of the second radiator 155 and the inlet end of the second waste heat exchanger 152, the outlet end of the second radiator 155 and the outlet end of the second waste heat exchanger 152 are respectively connected to the B end and the C end of the second three-way valve 270, forming a parallel structure of the second radiator 155 and the second waste heat exchanger 152, the A end of the second three-way valve 270 is connected to the inlet end of the hydraulic actuator 141, and the outlet end of the hydraulic actuator 141 is connected to the inlet end of the hydraulic oil tank 142, wherein the second radiator 155 can be a single-flow single-row tube-fin heat exchanger.

[0069] With such a design, the hydraulic oil is cooled by dissipating the heat to the natural environment through the second radiator 155 or by dissipating the heat to the cooling water circuit of the battery pack 120 through the high-temperature hydraulic oil in the second waste heat exchanger 152 .

[0070] It should be noted that, in the present embodiment, the thermal management system includes a controller, and the air conditioning assembly 110, the battery pack 120, the motor assembly 130 and the hydraulic assembly 140 are all connected to the controller signal. The controller can independently control the above-mentioned parts. It can be understood that the controller adjusts the switching state of each solenoid valve and the three-way valve by outputting a control signal, thereby changing the flow direction of the fluid in the circuit to realize the switching of the cooling and heating functions of the thermal management system.

[0071] It should be further explained that the connectivity and connection relationships between the various components mentioned in the embodiments of the present application are all physical connections of the refrigerant pipelines.

[0072] Furthermore, combined Figures 2 to 5 , the working status of the thermal management mode of the thermal management system provided in the embodiment of the present application is described:

[0073] (1) Dual cooling mode for passenger compartment and battery: reference Figure 2 After the refrigerant is pressurized by the compressor 111, the third solenoid valve 240 at the outlet of the compressor 111 is closed, and the first solenoid valve 210 is opened. The high-temperature and high-pressure superheated gaseous refrigerant flows into the first condenser 112, and is cooled to a supercooled liquid after the heat is dissipated to the natural environment by the cooling fan 1151. The outlet of the first condenser 112 is divided into two paths, one leading to the evaporator 113, and the other leading to the cooler 154. The branch where the evaporator 113 is located is controlled by the second solenoid valve 220. When the second solenoid valve 220 is opened, the refrigerant passes through the thermal expansion valve 230 for isenthalpic throttling and is converted into a two-phase fluid with a low pressure and low temperature and a dryness of about 0.3.

[0074] When passing through the evaporator 113, the refrigerant undergoes an evaporation phase change and absorbs heat. The blower 116 in the HVAC box in the vehicle blows the air to be cooled in the passenger compartment through the evaporator 113, cools the air and then blows it back into the passenger compartment, thereby cooling the passenger compartment. The cooler 154 branch is controlled by the first electronic expansion valve 260 based on the cooling water temperature on the battery pack 120 side and the superheat at the outlet of the cooler 154. The first electronic expansion valve 260 adjusts the flow rate of the refrigerant to distribute the cooling capacity of the passenger compartment and the battery pack 120. After passing through the isenthalpic throttling of the first electronic expansion valve 260, the refrigerant also becomes a two-phase fluid with low pressure and low temperature. When passing through the cooler 154, the refrigerant undergoes an evaporation phase change and absorbs heat. The cooling water of the cooler 154 is driven by the third water pump 122, flows through the cooler 154 and is cooled, and then is passed to the water cooling plate of the battery pack 120, so as to control the uniformity of the battery temperature of the battery pack 120 and reduce the temperature.

[0075] The gaseous refrigerant evaporated in the cooler 154 is dried by the gas-liquid separator 114 to ensure that the refrigerant flows back into the compressor 111 in the form of saturated steam to avoid liquid hammer in the compressor 111. At this time, the refrigerant completes a complete vapor compression thermodynamic cycle. Through the above process, the refrigeration of the passenger compartment and the battery can be effectively achieved to ensure the efficient operation of the system. On the side of the motor assembly 130, the C valve of the first three-way valve 250 is closed, the A and B valves are opened, and the second water pump 132 drives the cooling water to flow through the first radiator 153 to achieve cooling. At this time, the first waste heat exchanger 151 does not have a heat exchange function. For the side of the hydraulic assembly 140, the A and B valves of the second three-way valve 270 are opened, and the C valve is closed. At this time, the second waste heat exchanger 152 does not have a heat exchange function, and the hydraulic oil pump 143 drives the hydraulic oil to flow through the second radiator 155 to achieve cooling of the hydraulic actuator 141.

[0076] (2) Battery charging cooling mode: reference Figure 3 In this mode, the passenger compartment does not need to be cooled by default, and the motor assembly 130 and the hydraulic assembly 140 are not started for cooling, and only the battery needs to be cooled. The third solenoid valve 240 at the outlet of the compressor 111 is closed, and the first solenoid valve 210 is opened. After the refrigerant is pressurized by the compressor 111, the high-temperature and high-pressure superheated gaseous refrigerant flows into the first condenser 112 for heat dissipation, and the heat is dissipated to the natural environment by the cooling fan 1151 and then cooled to a supercooled liquid. After flowing out of the first condenser 112, the refrigerant is reduced in pressure and temperature by the first electronic expansion valve 260 isenthalpic throttling, and then enters the cooler 154 to perform evaporative cooling on the battery side. The cooling water of the cooler 154 is driven by the third water pump 122, flows through the cooler 154 and is cooled, and then enters the water cooling plate of the battery pack 120 to achieve control of the uniformity of the battery temperature and temperature reduction. There are no active energy-consuming devices working in the air conditioning assembly 110, the motor assembly 130 and the hydraulic assembly 140, and they are all in a closed state.

[0077] (3) Dual heating mode for passenger compartment and battery: reference Figure 4 , the first solenoid valve 210 at the outlet of the compressor 111 is closed, and the third solenoid valve 240 is opened. After the refrigerant is pressurized by the compressor 111, the high-temperature and high-pressure superheated gaseous refrigerant flows into the second condenser 115. At this time, the second condenser 115 works as a heat source for the passenger compartment. The blower 116 arranged in the HVAC box blows the air to be heated through the second condenser 115, and the heated air is blown into the passenger compartment. Subsequently, the refrigerant is throttled, depressurized and cooled through the second electronic expansion valve 280. The high-temperature motor 134 in the first waste heat exchanger 151 electrically controls the cooling water to transfer heat to the refrigerant side so that the refrigerant evaporates into a superheated gas state, and then flows into the gas-liquid separator 114 for drying, ensuring that the gaseous refrigerant flows back into the compressor 111 to avoid liquid hammering in the compressor 111. At this time, the heat pump reverse vapor compression thermodynamic cycle completes the closed loop. The first three-way valve 250 on the motor assembly 130 side opens valves A and C and closes valve B, so that the first radiator 153 branch is in an open circuit state to ensure that the waste heat does not flow into the atmosphere through the first radiator 153. If the motor assembly 130 generates too much waste heat and cannot be completely recovered by the first waste heat exchanger 151, valve B of the first three-way valve 250 is opened to discharge the remaining waste heat that cannot be recovered into the atmosphere. For the battery pack 120 side, the third water pump 122 drives the cooling water to flow through the second waste heat exchanger 152 to recover the waste heat generated by the hydraulic actuator 141. At the same time, the second heater 170 is started by the controller according to the inlet water temperature judgment condition of the battery pack 120 to perform auxiliary heating to meet the higher power heating requirements. The heated cooling water flows through the water cooling plate of the battery pack 120 to heat the battery and control the temperature uniformity of the battery pack 120. On the hydraulic assembly 140 side, the second three-way valve 270 opens valves A and C and closes valve B to cut off the cooling water flow through the second radiator 155, ensuring that the waste heat of the hydraulic oil unit is fully recovered by the second waste heat exchanger 152. Through the above process, the heating requirements for the passenger compartment and the battery can be effectively met, ensuring the efficient operation of the system.

[0078] (4) Passenger compartment heating and battery cooling mode: reference Figure 5, the third solenoid valve 240 and the first solenoid valve 210 at the outlet of the compressor 111 are opened, and the refrigerant is pressurized by the compressor 111 to obtain a high-temperature and high-pressure superheated gas, which flows into the second condenser 115 through the third solenoid valve 240. At this time, the heating principle of the passenger compartment is the same as that described in the "passenger compartment and battery dual heating mode" above, and will not be repeated here. At the same time, the high-temperature and high-pressure superheated gaseous refrigerant on the other side flows into the first condenser 112 through the first solenoid valve 210, and is cooled to a supercooled liquid after the heat is dissipated to the natural environment by the cooling fan 1151, and flows into the cooler 154 after isenthalpic throttling, pressure reduction and temperature reduction by the first electronic expansion valve 260 to cool the battery. The principle of this part is the same as the battery cooling part in the above-mentioned "passenger compartment and battery dual cooling mode". The second solenoid valve 220 on the air-conditioning component 110 side is closed, cutting off the refrigerant flowing into the evaporator 113 , the second waste heat exchanger 152 on the battery pack 120 side does not work, and the second three-way valve 270 of the hydraulic oil thermal management circuit opens the A and B valves and closes the C valve, and the hydraulic actuator 141 is cooled through the second radiator 155 .

[0079] It should be noted that the operating conditions described above are typical. Under these typical operating conditions, the temperature management of the passenger compartment, battery pack 120, motor assembly 130 and hydraulic assembly 140 under various heat exchange mechanisms is achieved through precise control of multiple solenoid valves, three-way valves and expansion valves. At the same time, through energy redistribution technology, the waste heat of the motor assembly 130 and the hydraulic assembly 140 is reused, which significantly improves the working efficiency and energy efficiency of the thermal management system. It should be pointed out that the operating conditions of the vehicle in different seasons, climates, driving and operating conditions vary, but all cases rely on the overall architecture of the present invention. Each subsystem can independently switch between the three functional modes of cooling, heating and shutting down.

[0080] In a second aspect, an embodiment of the present application further provides a vehicle, comprising a thermal management system provided by any embodiment of the first aspect, and the vehicle may be an electric vehicle / equipment (Electric Vehicle, EV for short), a pure electric vehicle equipment (Pure Electric Vehicle / Battery Electric Vehicle, PEV / BEV for short), a hybrid electric vehicle (HEV for short), a range extended equipment (REEV for short), a plug-in hybrid electric vehicle (PHEV for short), or a new energy vehicle (New Energy Vehicle).

[0081] In the description of the present application, it should be understood that the terms "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0082] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0083] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0084] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being “above”, “above”, and “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below”, “below”, and “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0085] The various embodiments or implementation methods in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the various embodiments can be referenced to each other.

[0086] It should be noted that the embodiments represented by "one embodiment", "an embodiment", "an exemplary embodiment", "some embodiments", etc. mentioned in the specification may include specific features, structures or characteristics, but not every embodiment may include the specific features, structures or characteristics. In addition, such phrases do not necessarily refer to the same embodiment. In addition, when describing specific features, structures or characteristics in conjunction with an embodiment, it is within the knowledge of those skilled in the art to implement such features, structures or characteristics in conjunction with other embodiments that are explicitly or not explicitly described.

[0087] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A thermal management system, characterized in that: include: A thermal management component (100), comprising an air conditioning component (110), a battery pack (120), a motor component (130), a hydraulic component (140), and a heat exchange component (150), wherein the air conditioning component (110) is connected to a passenger compartment (300); The valve body assembly (200), the air conditioning assembly (110), the battery pack (120), the motor assembly (130), the hydraulic assembly (140) and the heat exchange assembly (150) are connected or disconnected through the valve body assembly (200) to form a plurality of conduction loops in the thermal management system, so as to realize a plurality of thermal management modes; The heat exchange assembly (150) comprises a first waste heat exchanger (151) and a second waste heat exchanger (152), wherein the first waste heat exchanger (151) is connected between the air conditioning assembly (110) and the motor assembly (130), and the second waste heat exchanger (152) is connected between the hydraulic assembly (140) and the battery pack (120), and the first waste heat exchanger (151) and the second waste heat exchanger (152) are respectively configured to absorb waste heat of the motor assembly (130) and the hydraulic assembly (140) for heating the passenger compartment (300) and the battery pack (120).

2. The thermal management system according to claim 1, characterized in that: The air conditioning component (110) comprises a compressor (111), a first condenser (112), an evaporator (113) and a gas-liquid separator (114); the exhaust end of the compressor (111) is connected to the inlet end of the first condenser (112); the evaporator (113) has a liquid inlet, a refrigeration outlet and an air outlet; the outlet end of the first condenser (112) is connected to the liquid inlet of the evaporator (113); the refrigeration outlet of the evaporator (113) is connected to the gas-liquid separator (114); the air outlet is connected to the passenger compartment (300); the compressor (111) extracts the refrigerant in the gas-liquid separator (114) and transmits it to each of the conduction circuits; the refrigerant flowing through the evaporator (113) is evaporated and transmitted to the passenger compartment (300), so as to cool the passenger compartment (300).

3. The thermal management system according to claim 2, characterized in that: The valve body assembly (200) comprises a first solenoid valve (210), one end of the first solenoid valve (210) being connected to the exhaust end of the compressor (111), and the other end of the first solenoid valve (210) being connected to the inlet end of the first condenser (112); And / or, the valve body assembly (200) further includes a second solenoid valve (220) and a thermal expansion valve (230), wherein one end of the second solenoid valve (220) is connected to the outlet end of the first condenser (112), the other end of the second solenoid valve (220) is connected to one end of the thermal expansion valve (230), and the other end of the thermal expansion valve (230) is connected to the liquid inlet of the evaporator (113).

4. The thermal management system according to claim 2, characterized in that: The air conditioning assembly (110) further includes a second condenser (115) and a blower (116); the valve body assembly (200) includes a third solenoid valve (240); the second condenser (115) is connected to the compressor (111) via the third solenoid valve (240); the second condenser (115) is connected to the passenger compartment (300); the blower (116) is located on one side of the second condenser (115); the blower (116) is used to blow the refrigerant after condensation and heat release in the second condenser (115) into the passenger compartment (300) to heat the passenger compartment (300).

5. The thermal management system according to claim 4, characterized in that: The air conditioning assembly (110) further includes a warm air water tank (117), a first expansion water tank (118), a first water pump (119) and a first heater (160); the warm air water tank (117) is connected between the second condenser (115) and the passenger compartment (300); the first expansion water tank (118) is connected between the warm air water tank (117) and the first water pump (119); the first heater (160) is connected between the first water pump (119) and the warm air water tank (117); the first heater (160) is used to heat the liquid from the first expansion water tank (118) and transfer it to the warm air water tank (117) so as to transfer heat to the gas transmitted from the second condenser (115).

6. The thermal management system according to claim 4 or 5, characterized in that: The motor assembly (130) comprises a second expansion water tank (131), a second water pump (132), an electric control element (133) and a motor (134) which are sequentially connected by pipelines; the heat exchange assembly (150) comprises a first radiator (153) connected to a natural environment; the valve body assembly (200) comprises a first three-way valve (250); a first end of the first three-way valve (250) is connected to the motor (134); a second end of the first three-way valve (250) is connected to one end of the first radiator (153); and the other end of the first radiator (153) is connected to the second expansion water tank (131); The first waste heat exchanger (151) has a first inlet (1511), a first outlet (1512), a second inlet (1513) and a second outlet (1514), the first inlet (1511) is connected to the second condenser (115), the first outlet (1512) is connected to the gas-liquid separator (114), the second inlet (1513) is connected to the third end of the first three-way valve (250), and the second outlet (1514) is connected to the second expansion water tank (131).

7. The thermal management system according to any one of claims 3 to 5, characterized in that: The heat exchange component (150) further includes a cooler (154), and the valve body component (200) further includes a first electronic expansion valve (260). A portion of the refrigerant flowing through the outlet end of the first condenser (112) is connected to the evaporator (113), and another portion of the refrigerant flowing through the outlet end of the first condenser (112) is connected to the refrigerant inlet of the cooler (154) through the first electronic expansion valve (260). The refrigerant outlet of the cooler (154) is connected to the gas-liquid separator (114). The battery pack (120) has a heat exchange inlet and a heat exchange outlet. The liquid outlet of the cooler (154) is connected to the heat exchange inlet, and the heat exchange outlet is connected to the liquid inlet of the cooler (154). The cooler (154) is configured to evaporate the refrigerant flowing through the cooler and transmit it to the battery pack (120) to cool the battery pack (120).

8. The thermal management system according to any one of claims 1 to 5, characterized in that: The thermal management component (100) further includes a second heater (170), one end of the second heater (170) being connected to a liquid outlet of the second waste heat exchanger (152), and the other end of the second heater (170) being connected to a heat exchange inlet of the battery pack (120).

9. The thermal management system according to claim 8, characterized in that: The hydraulic assembly (140) comprises a hydraulic actuator (141), a hydraulic oil tank (142) and a hydraulic oil pump (143), wherein the hydraulic actuator (141), the hydraulic oil tank (142) and the hydraulic oil pump (143) are connected in sequence; The valve body assembly (200) further includes a second three-way valve (270), and the heat exchange assembly (150) further includes a second radiator (155) connected to a natural environment, a first end of the second three-way valve (270) being connected to the hydraulic actuator (141), a second end of the second three-way valve (270) being connected to one end of the second radiator (155), and another end of the second radiator (155) being connected to the hydraulic oil pump (143), and the second waste heat exchanger (152) being connected between the third end of the second three-way valve (270) and the hydraulic oil pump (143).

10. A vehicle, characterized in that: Comprising a thermal management system as claimed in any one of claims 1 to 9.

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