Thermal management system and vehicle

Abstract

The invention discloses a thermal management system and a vehicle, the thermal management system comprises a first subsystem and a second subsystem, the first subsystem comprises a compressor, a first refrigerant branch and a second refrigerant branch, an exhaust port of the compressor is connected with the first refrigerant branch, and an exhaust port of the compressor is connected with the second refrigerant branch; the second sub-system comprises a first cooling liquid branch, a second cooling liquid branch and a third cooling liquid branch, the first cooling liquid branch can conduct heat exchange with the first cooling liquid branch, the second cooling liquid branch can conduct heat exchange with the second cooling liquid branch, and the third cooling liquid branch can conduct heat exchange with the third cooling liquid branch. The third cooling liquid branch is used for adjusting the temperature in the vehicle cabin, the two ends of the first cooling liquid branch selectively communicate with the two ends of the third cooling liquid branch correspondingly, and the two ends of the first cooling liquid branch selectively communicate with the two ends of the second cooling liquid branch correspondingly. According to the thermal management system, the low-temperature refrigerant on the air return side of the vehicle cabin and the compressor can be heated, and the control difficulty and cost are low.

Description

Technical Field

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

[0002] In the related art, the vehicle's thermal management system needs to be equipped with heating components in order to achieve cabin heating in extremely low temperature environments, and the compressor has more structures on the return air side, which causes it to occupy a larger space and have a more complex structure, reducing assembly efficiency and increasing its control difficulty and system cost. Summary of the invention

[0003] In view of the above problems, the present application provides a thermal management system and a vehicle, which can save heating components, simplify the structure of the return air side of the compressor, and reduce its control difficulty and cost.

[0004] In the first aspect, the present application provides a thermal management system, including: a first subsystem and a second subsystem, the first subsystem includes a compressor, a first refrigerant branch and a second refrigerant branch, the exhaust port of the compressor is connected to the first refrigerant branch, the second refrigerant branch is connected between the first refrigerant branch and the return air port of the compressor, the second subsystem includes a first coolant branch, a second coolant branch and a third coolant branch, the first coolant branch can perform heat exchange with the first refrigerant branch, the second coolant branch can perform heat exchange with the second refrigerant branch, the third coolant branch is used to adjust the temperature in the vehicle cabin, the two ends of the first coolant branch are selectively connected to the two ends of the third coolant branch, and the two ends of the first coolant branch are selectively connected to the two ends of the second coolant branch.

[0005] In the technical solution of the embodiment of the present application, the first refrigerant branch is connected to the exhaust port of the compressor, the first coolant branch exchanges heat with the first refrigerant branch, and the two ends of the first coolant branch are selectively connected with the two ends of the third coolant branch, so as to utilize the refrigerant on the exhaust side of the compressor and the coolant of the first coolant branch for heat exchange, thereby realizing heating of the vehicle cabin, and the two ends of the first coolant branch are selectively connected with the two ends of the second coolant branch, so that the first coolant branch can separate part of the coolant into the second coolant branch, and the second coolant branch exchanges heat with the second refrigerant branch, and the second refrigerant branch is connected between the first refrigerant branch and the return air port of the compressor. In this way, the second coolant branch diverted from the first coolant branch can be used to heat the low-temperature refrigerant on the return air side of the compressor, thereby increasing the return air temperature and return air pressure of the compressor, thereby improving the working efficiency of the compressor.

[0006] In some embodiments, the thermal management system also includes a first proportional adjustment component, which is respectively connected to the first end of the first coolant branch, the first end of the second coolant branch, and the first end of the third coolant branch to adjust the flow rate to the second coolant branch and the third coolant branch.

[0007] In the above technical scheme, a first proportional adjustment component is provided to facilitate reasonable adjustment of the flow rates from the first coolant branch to the second coolant branch and the third coolant branch, respectively. Especially in the cold start phase of the vehicle, the first proportional adjustment component can be used to control the flow rate to the second coolant branch to be larger, so that more coolant is exchanged with the second refrigerant branch, thereby increasing the return air temperature of the compressor more quickly, that is, improving the efficiency of increasing the return air temperature of the compressor. After the compressor speed is increased, the first proportional adjustment component is used to control the flow rate to the third coolant branch to be larger, thereby achieving faster cabin heating. In this way, it is easy to achieve flow control to the second coolant branch and the third coolant branch, and the control is more flexible.

[0008] In some embodiments, the thermal management system further includes a first three-way valve connected to the second end of the first coolant branch, the second end of the second coolant branch, and the second end of the third coolant branch, respectively.

[0009] In the above technical solution, a first three-way valve is provided to facilitate the connection or disconnection of at least two of the second end of the first coolant branch, the second end of the second coolant branch and the second end of the third coolant branch, thereby realizing the circulation of multiple coolant circuits, and further facilitating the switching control between multiple thermal management modes.

[0010] In some embodiments, the second subsystem further includes a battery heat exchange branch for performing heat exchange with the battery, and the battery heat exchange branch can be selectively connected in series with the first coolant branch.

[0011] In the above technical solution, the battery heat exchange branch is selectively connected in series with the first coolant branch by setting a battery heat exchange branch to be integrated in the thermal management system. In this way, when the battery needs to be heated, the battery heat exchange branch is connected in series with the first coolant branch, and the heat after the heat exchange between the first coolant branch and the first refrigerant branch can be used to directly heat the battery, thereby simplifying the relevant structural settings of the battery heat exchange and facilitating improving the integration of the thermal management system.

[0012] In some embodiments, the battery heat exchange branch may be selectively connected in series between the first coolant branch and the second coolant branch.

[0013] In the above technical solution, the battery heat exchange branch can be integrated into the thermal management system by selectively connecting the battery heat exchange branch in series between the first coolant branch and the second coolant branch, so that the heat after the heat exchange between the first coolant branch and the first refrigerant branch can be used to directly heat the battery and the low-temperature refrigerant on the return air side of the compressor, and the battery heat exchange branch is located between the first coolant branch and the second coolant branch, so as to simplify the difficulty of arranging the battery heat exchange branch.

[0014] In some embodiments, the thermal management system includes a battery cooling mode. In the battery cooling mode, the battery heat exchange branch is disconnected from the first coolant branch, and the two ends of the battery heat exchange branch are respectively connected to the two ends of the second coolant branch to form a first heat exchange loop.

[0015] In the above technical solution, the two ends of the battery heat exchange branch are respectively connected to the two ends of the second coolant branch to form a first heat exchange circuit, so that the low-temperature coolant flowing out of the outlet of the second coolant branch flows into the battery heat exchange branch, thereby absorbing the heat generated by the battery to achieve battery cooling.

[0016] In some embodiments, the second subsystem further includes a motor heat exchange branch for performing heat exchange with the motor, and the motor heat exchange branch can be selectively connected to the second coolant branch.

[0017] In the above technical solution, the motor heat exchange branch can be selectively connected to the second coolant branch to integrate the motor heat exchange branch into the thermal management system, and the connection between the motor heat exchange branch and the second coolant branch can be utilized to achieve heat exchange of the motor, thereby meeting the heat exchange requirements of the motor, and the heat of the motor heat exchange branch can be utilized to heat the coolant of the second coolant branch, that is, on the basis of the first coolant branch serving as part of the heat source of the second coolant branch, the waste heat of the motor is recovered as part of the heat source of the second coolant branch. In this way, when the second coolant branch exchanges heat with the second refrigerant branch, the heat exchange amount between the second coolant branch and the second refrigerant branch can be increased, thereby improving the efficiency of improving the return air temperature of the compressor.

[0018] In some embodiments, the thermal management system includes a first waste heat recovery mode. In the first waste heat recovery mode, the motor heat exchange branch, the first coolant branch, and the second coolant branch are connected.

[0019] In the above technical solution, the motor heat exchange branch, the first coolant branch, and the second coolant branch are connected, and the low-temperature coolant at the outlet end of the second coolant branch can be used to absorb the heat of the motor heat exchange branch to realize the recovery of the motor waste heat, and the waste heat of the motor is used as a partial heat source of the first coolant branch. In this way, the recovery of the motor waste heat can be realized, that is, the thermal management system has a hot air bypass function with the motor waste heat, which is beneficial to improve the thermal efficiency of the thermal management system, especially when the motor is running in an inefficient heating and blocked heating state, the heat of the motor and the heat of the first coolant can be used as the heat source of the second coolant branch, thereby greatly increasing the heating capacity of the thermal management system, which is beneficial to the rapid heating of the cabin and the return air side of the compressor.

[0020] In some embodiments, the thermal management system further includes a second waste heat recovery mode. In the second waste heat recovery mode, the first coolant branch and the second coolant branch are disconnected, and the motor heat exchange branch and the second coolant branch are connected.

[0021] In the above technical scheme, the first coolant branch and the second coolant branch are disconnected, and the motor heat exchange branch and the second coolant branch are connected. The low-temperature coolant at the outlet end of the second coolant branch can be used to absorb the heat of the motor heat exchange branch to realize the recovery of the waste heat of the motor, and the waste heat of the motor and the ambient heat are used as the heat source of the second coolant branch. In this way, the waste heat of the motor can be recovered, especially when the motor is running in an inefficient heating or blocked heating state, the heat of the motor and the ambient heat can be used as the heat source of the second coolant branch, thereby improving the energy recovery efficiency and reducing energy consumption.

[0022] In some embodiments, the second subsystem also includes a battery heat exchange branch for performing heat exchange with the battery, the battery heat exchange branch can be selectively connected to the motor heat exchange branch, and the battery heat exchange branch can be selectively connected to the first coolant branch and / or the second coolant branch.

[0023] In the above technical solution, the battery heat exchange branch can be selectively connected to the motor heat exchange branch to utilize the heat of the motor heat exchange branch to heat the motor heat exchange branch, thereby heating the battery, that is, utilizing the waste heat of the motor to heat the battery. The battery heat exchange branch can be selectively connected to the first coolant branch and the second coolant branch to utilize the low-temperature coolant at the outlet of the second coolant branch to absorb the heat of the battery heat exchange branch, and the heat of the battery heat exchange branch can be used as a partial heat source of the first coolant branch. In this way, the heat of the battery can be recycled.

[0024] In some embodiments, the thermal management system further includes a third waste heat recovery mode. In the third waste heat recovery mode, the motor heat exchange branch, the battery heat exchange branch and the second coolant branch are connected.

[0025] In the above technical solution, the motor heat exchange branch, the battery heat exchange branch and the second coolant branch are connected, so that the low-temperature coolant at the outlet of the second coolant branch can pass through the motor heat exchange branch to absorb the waste heat of the motor, or inefficient heat, or heat generated during blocked transfer, and then flow through the battery heat exchange branch and the heating battery, and then flow to the second coolant branch to distribute a part of the heat as a partial heat source of the second coolant branch, thereby utilizing the heat exchange between the second coolant branch and the second refrigerant branch to achieve heating of the return air side of the compressor.

[0026] In some embodiments, the thermal management system further includes: a multi-way valve, the first coolant branch, the second coolant branch, the motor heat exchange branch and the battery heat exchange branch are respectively connected to the multi-way valve, and at least two of the first coolant branch, the second coolant branch, the motor heat exchange branch and the battery heat exchange branch are connected through the multi-way valve.

[0027] In the above technical solution, the multi-way valve can control the connectivity between at least two of the first coolant branch, the second coolant branch, the motor heat exchange branch and the battery heat exchange branch to realize different working modes of the thermal management system, thereby facilitating the use of the multi-way valve to realize the flow switching and mode control functions of the thermal management system.

[0028] In some embodiments, the second subsystem further includes a radiator, and the radiator is selectively connectable to the motor heat exchange branch.

[0029] In the above technical solution, a radiator is provided to dissipate heat from the heat exchange branch of the motor after the heat exchange branch of the motor exchanges heat with the motor, thereby dissipating heat from the motor and helping to reduce heat accumulation in the motor.

[0030] In some embodiments, the thermal management system includes a first heat dissipation mode. In the first heat dissipation mode, the motor heat exchange branch, the radiator and the first coolant branch are connected to form a first heat dissipation loop.

[0031] In the above technical solution, after the coolant flows out of the first coolant branch, its excess heat is first dissipated to the environment through the radiator, and then flows to the motor heat exchange branch to absorb the heat of the motor, thereby achieving heat dissipation of the first coolant branch and the motor.

[0032] In some embodiments, the thermal management system further includes a heating component, and the heating component is used to heat the coolant flowing through the motor heat exchange branch.

[0033] In the above technical solution, a heating component is provided to heat the coolant flowing through the motor heat exchange branch, thereby reducing the risk of motor failure caused by low temperature, ensuring that the motor can operate at a normal operating temperature in a low temperature environment, improving the efficiency of the motor, and at the same time, reducing the risk of the motor getting wet and ensuring the normal operation of the motor.

[0034] In some embodiments, the first subsystem also includes an evaporator, which is used to cool the vehicle cabin. Both ends of the evaporator are connected between the first refrigerant branch and the return air port of the compressor, and the evaporator can be selectively connected in parallel with the second refrigerant branch.

[0035] In the above technical solution, the evaporator can be selectively connected in parallel with the second refrigerant branch to integrate the evaporator into the thermal management system, thereby improving the degree of integration of the thermal management system. When cooling the vehicle cabin, the evaporator can use the low-temperature refrigerant of the second refrigerant branch to absorb the heat in the cabin, thereby reducing the temperature in the cabin to achieve cooling of the cabin.

[0036] In a second aspect, the present application provides a vehicle comprising the thermal management system according to any one of the above embodiments.

[0037] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present application. Moreover, the same reference numerals are used throughout the drawings to represent the same components. In the drawings:

[0039] Figure 1 A schematic diagram of the structure of a vehicle according to some embodiments of the present application;

[0040] Figure 2 A schematic diagram of a thermal management system according to some embodiments of the present application;

[0041] Figure 3 A schematic diagram of a first working mode of a thermal management system according to some embodiments of the present application;

[0042] Figure 4 A schematic diagram of a second working mode of a thermal management system according to some embodiments of the present application;

[0043] Figure 5 A schematic diagram of a third working mode of a thermal management system according to some embodiments of the present application;

[0044] Figure 6 A schematic diagram of a fourth working mode of a thermal management system according to some embodiments of the present application;

[0045] Figure 7A schematic diagram of a fifth working mode of a thermal management system according to some embodiments of the present application;

[0046] Figure 8 A schematic diagram of a sixth working mode of a thermal management system according to some embodiments of the present application;

[0047] Fig. 9 A schematic diagram of a seventh working mode of a thermal management system according to some embodiments of the present application;

[0048] Fig.10 A schematic diagram of an eighth working mode of a thermal management system according to some embodiments of the present application;

[0049] Fig.11 A schematic diagram of a ninth working mode of a thermal management system according to some embodiments of the present application;

[0050] Fig.12 This is a schematic diagram of the tenth working mode of the thermal management system of some embodiments of the present application.

[0051] Reference numerals:

[0052] Vehicle 1000,

[0053] Thermal management system 100; controller 200;

[0054] The first subsystem 1; WCC plate heat exchanger 10; compressor 11; first refrigerant branch 12; gas-liquid separator 121; second refrigerant branch 13; evaporator 14; second subsystem 2; chiller plate heat exchanger 20; first coolant branch 21; second coolant branch 22; third coolant branch 23; battery heat exchange branch 24; battery system 241; motor heat exchange branch 25; motor system 251; radiator 26; first proportional adjustment member 3; first three-way valve 41; second three-way valve 42; first water pump 43; second water pump 44; third water pump 45; first electronic expansion valve 46; second electronic expansion valve 47; third three-way valve 48; heating assembly 5; multi-way valve 6; air conditioning box 7; heater core 71. DETAILED DESCRIPTION

[0055] The following embodiments of the technical solution of the present application are described in detail in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application, and are therefore only used as examples, and cannot be used to limit the scope of protection of the present application.

[0056] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by technicians in the technical field to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" in the specification and claims of this application and the above-mentioned figure descriptions and any variations thereof are intended to cover non-exclusive inclusions.

[0057] In the description of the embodiments of the present application, the technical terms "first", "second", etc. are only used to distinguish different objects, and cannot be understood as indicating or implying relative importance or implicitly indicating the number, specific order or primary and secondary relationship of the indicated technical features. In the description of the embodiments of the present application, the meaning of "multiple" is more than two, unless otherwise clearly and specifically defined.

[0058] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0059] In the description of the embodiments of the present application, the term "and / or" is only a description of the association relationship of the associated objects, indicating that there may be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0060] In the description of the embodiments of the present application, the term "multiple" refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple pieces" refers to more than two pieces (including two pieces).

[0061] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, which are only for the convenience of describing the embodiments of the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the embodiments of the present application.

[0062] In the description of the embodiments of the present application, unless otherwise clearly specified and limited, technical terms such as "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, and it can be the internal connection of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0063] At present, from the perspective of market development, the application of thermal management systems is becoming more and more extensive. Thermal management systems are widely used in vehicles, ships and other means of transportation, as well as military equipment and aerospace and other fields. With the continuous expansion of the application field of thermal management systems, the market demand is also constantly expanding.

[0064] In the related art, in order to achieve cabin heating in low-temperature environments, the thermal management systems of most vehicle models need to be equipped with heating components, and there are more components on the return air side of the compressor, which results in disadvantages such as complex structure, difficulty in control, high system cost, and large space occupation, which has an adverse effect on the assembly efficiency and product complexity of the thermal management system. For example, a heating structure is provided in the thermal management system, and a hot air bypass is provided on the exhaust side of the compressor, which brings about the problem of greater difficulty in controlling the thermal management system and higher cost.

[0065] In order to alleviate the problems of difficulty and high cost in controlling the thermal management system, PTC can be used to heat the vehicle cabin, and a hot gas bypass can be set on the exhaust side of the compressor to achieve heating of the low-temperature refrigerant on the return air side of the compressor. Specifically, PTC is set in the thermal management system, and multiple stop valves and expansion valves are added on the exhaust side of the compressor to achieve hot gas bypass. However, the added PTC and multiple stop valves and expansion valves will lead to an increase in the structure of the thermal management system, which will increase the difficulty of control. In addition, more components will reduce assembly efficiency and increase product complexity, thereby increasing system cost.

[0066] Based on the above considerations, in order to solve the problems of greater control difficulty and higher cost of the thermal management system, in the present application, a thermal management system is designed, by setting up heat exchange between the first coolant branch and the first refrigerant branch and selectively connecting the two ends of the third coolant branch with the two ends of the first coolant branch, so as to utilize the heat on the exhaust side of the compressor to achieve heating of the vehicle cabin in a low temperature environment, and setting the two ends of the second coolant branch to be selectively connected with the two ends of the first coolant branch, so as to utilize the second coolant branch diverted from the first coolant branch to achieve heating of the low-temperature refrigerant on the return air side of the compressor, thereby reducing the control difficulty of the thermal management system and improving the comprehensiveness of the functional control of the thermal management system to meet the needs of different operating modes.

[0067] In such a thermal management system, the heat from the exhaust side of the compressor is used to heat the vehicle cabin in a low temperature environment, and the second coolant branch branched off from the first coolant branch is used to heat the low-temperature refrigerant on the return air side of the compressor. This makes it possible to eliminate heaters, such as PTC heaters, and simplify the structure of the return air side of the compressor.

[0068] Against the background of increasing demand for thermal management systems, the thermal management system of the present application can save the setting of PTC and simplify the structure of the return air side of the compressor, thereby reducing the control difficulty of the thermal management system. During actual assembly, due to fewer parts, it can effectively avoid the problems of high production cost, low assembly efficiency and high product complexity.

[0069] During the use of the thermal management system, the two ends of the third coolant branch can be selectively connected to the two ends of the first coolant branch, and the two ends of the second coolant branch can be selectively connected to the two ends of the first coolant branch, so that the thermal management system can have multiple operating modes to realize multiple system modes, and it is beneficial to improve the integration of the thermal management system.

[0070] The thermal management system disclosed in the embodiments of the present application can be used in a device that needs to use a thermal management system or a control system of a thermal management system. The device can be, but is not limited to, an electric car, a ship, a spacecraft, etc. Among them, the spacecraft can include an airplane, a rocket, a space shuttle, and a spacecraft.

[0071] For the convenience of description, the following embodiments are described by taking a vehicle 1000 as an example of a device according to an embodiment of the present application.

[0072] Please refer to Figure 1 , Figure 1 A schematic diagram of the structure of a vehicle 1000 provided for some embodiments of the present application. The vehicle 1000 may be a fuel vehicle, a gas vehicle or a new energy vehicle, and the new energy vehicle may be a pure electric vehicle, a hybrid vehicle or an extended-range vehicle, etc. A thermal management system 100 is provided inside the vehicle 1000, and the thermal management system 100 may be provided at the bottom, head or tail of the vehicle 1000. The thermal management system 100 may be used for thermal management of the vehicle 1000, and the vehicle 1000 may further include a controller 200, which is used to control the operation of the thermal management system 100.

[0073] According to some embodiments of the present application, a thermal management system 100 is provided. Figure 2 , Figure 2 FIG. 1 is a schematic diagram of a thermal management system 100 according to an embodiment of the present application.

[0074] The thermal management system 100 includes a first subsystem 1 and a second subsystem 2 .

[0075] The first subsystem 1 includes a compressor 11 , a first refrigerant branch 12 and a second refrigerant branch 13 . The exhaust port of the compressor 11 is connected to the first refrigerant branch 12 , and the second refrigerant branch 13 is connected between the first refrigerant branch 12 and the return air port of the compressor 11 .

[0076] The second subsystem 2 includes a first coolant branch 21, a second coolant branch 22 and a third coolant branch 23. The first coolant branch 21 can perform heat exchange with the first refrigerant branch 12, the second coolant branch 22 can perform heat exchange with the second refrigerant branch 13, and the third coolant branch 23 is used to adjust the temperature in the vehicle cabin. The two ends of the first coolant branch 21 can be selectively connected to the two ends of the third coolant branch 23, and the two ends of the first coolant branch 21 can be selectively connected to the two ends of the second coolant branch 22.

[0077] “Heat exchange between the first coolant branch 21 and the first refrigerant branch 12” includes but is not limited to the first coolant branch 21 and the first refrigerant branch 12 being two heat exchange tubes arranged side by side, or the first coolant branch 21 and the first refrigerant branch 12 being two heat exchangeable internal flow channels of a plate heat exchanger, which is not limited here.

[0078] “Heat exchange between the second coolant branch 22 and the second refrigerant branch 13” includes but is not limited to the second coolant branch 22 and the second refrigerant branch 13 being two heat exchange tubes arranged side by side, or the second coolant branch 22 and the second refrigerant branch 13 being two heat exchangeable internal flow channels of a plate heat exchanger, which is not limited here.

[0079] Among them, the plate heat exchanger described in the present application can be a chiller (refrigeration machine, cooler) plate heat exchanger 20, or a WCC (water cooled condenser) plate heat exchanger 10, for example, the first coolant branch 21 and the first refrigerant branch 12 are WCC plate heat exchangers 10, and the second coolant branch 22 and the second refrigerant branch 13 are chiller plate heat exchangers 20.

[0080] Please refer to Figure 2 The first subsystem 1 is a circulation loop of the refrigerant of the compressor 11, wherein the refrigerant in the first subsystem 1 can be an air-conditioning refrigerant, such as R134a medium, wherein a gas-liquid separator 121 can be provided at the return air port of the compressor 11, and the gas-liquid separator 121 is connected to the second refrigerant branch 13, and an electronic expansion valve is provided on the second refrigerant branch 13 to better control the on and off of the first subsystem 1.

[0081] The second subsystem 2 is provided with a coolant, that is, the second subsystem 2 is a circulation loop of the coolant, and the coolant can be a mixed liquid of ethylene glycol and water in a ratio of 50%:50%. The third coolant branch 23 is connected to the air conditioning box 7, and the air conditioning box 7 can be provided with a warm air core 71 and an evaporator 14, and the warm air core 71 is connected to the third coolant branch 23.

[0082] When the thermal management system 100 is working, the first refrigerant branch 12 is connected to the exhaust port of the compressor 11, the first coolant branch 21 exchanges heat with the first refrigerant branch 12, and the two ends of the first coolant branch 21 are respectively connected to the two ends of the third coolant branch 23. In this way, the high-temperature refrigerant on the exhaust side of the compressor 11 can be used to exchange heat with the coolant in the first coolant branch 21 to heat the coolant in the first coolant branch 21, and then the high-temperature coolant in the first coolant branch 21 flows to the heater core 71 on the third coolant branch 23, and releases heat into the vehicle cabin through the heater core 71, thereby achieving heating of the vehicle cabin.

[0083] In this way, the heat on the exhaust side of the compressor 11 can be used to indirectly heat the vehicle cabin, so there is no need to separately add a heating component for heating the vehicle cabin in the thermal management system 100, which helps to simplify the setting of the heating structure and can achieve the recovery and utilization of the heat on the exhaust side of the compressor 11 to improve energy utilization efficiency.

[0084] The two ends of the first coolant branch 21 are respectively connected to the two ends of the second coolant branch 22, so that the first coolant branch 21 can separate part of the high-temperature coolant into the second coolant branch 22, and the second coolant branch 22 and the second refrigerant branch 13 exchange heat, and the second refrigerant branch 13 is connected between the first refrigerant branch 12 and the return air port of the compressor 11.

[0085] In this way, the diversion control of the first coolant branch 21 can be achieved, and the second coolant branch 22 diverted from the first coolant branch 21 can be used to heat the low-temperature refrigerant on the return air side of the compressor 11, that is, the high-temperature coolant in the second coolant branch 22 exchanges heat with the low-temperature refrigerant in the second refrigerant branch 13 to heat the low-temperature refrigerant, thereby utilizing the heat of the second coolant branch 22 to increase the temperature of the second refrigerant branch 13, thereby increasing the return air temperature and return air pressure of the compressor 11, thereby improving the working efficiency of the compressor 11.

[0086] According to some embodiments of the present application, optionally, please refer to Figure 2-Figure 12 The thermal management system 100 also includes a first proportional adjustment component 3 .

[0087] The first proportional adjustment member 3 is respectively connected to the first end of the first coolant branch 21 , the first end of the second coolant branch 22 and the first end of the third coolant branch 23 to adjust the flow to the second coolant branch 22 and the third coolant branch 23 .

[0088] The first proportional adjustment member 3 may be a three-way valve, or an electromagnetic proportional adjustment valve, or other structures capable of realizing a proportional adjustment function, which is not limited here.

[0089] Therefore, by setting the first proportional adjustment component 3, it is convenient to reasonably adjust the flow rates from the first coolant branch 21 to the second coolant branch 22 and the third coolant branch 23 respectively. For example, in the control method, during the cold start phase of the vehicle 1000, the first proportional adjustment component 3 can be used to control the flow rate to the second coolant branch 22 to be larger, so that more coolant is exchanged with the second refrigerant branch 13, thereby increasing the return air temperature of the compressor 11 more quickly, that is, increasing the efficiency of increasing the return air temperature of the compressor 11. After the speed of the compressor 11 is increased, the first proportional adjustment component 3 is used to control the flow rate to the third coolant branch 23 to be larger, thereby realizing faster heating of the cabin. In this way, it is convenient to realize flow control to the second coolant branch 22 and the third coolant branch 23, and the control is more flexible.

[0090] According to some embodiments of the present application, optionally, please refer to Figure 2-Figure 12 The thermal management system 100 further includes a first three-way valve 41, which is connected to the second end of the first coolant branch 21, the second end of the second coolant branch 22, and the second end of the third coolant branch 23 respectively.

[0091] Therefore, by setting the first three-way valve 41, it is convenient to realize the connection or disconnection of at least two of the second end of the first coolant branch 21, the second end of the second coolant branch 22 and the second end of the third coolant branch 23, so as to realize the circulation of multiple coolant circuits, and further facilitate the switching control between multiple thermal management modes.

[0092] According to some embodiments of the present application, optionally, please refer to Figure 2 and Figure 3 , Figure 3 Schematic diagram of the battery heat exchange branch 24 and the first coolant branch 21 of the thermal management system 100 of the embodiment of the present application being connected in series.

[0093] The second subsystem 2 further includes a battery heat exchange branch 24 for performing heat exchange with the battery. The battery heat exchange branch 24 can be selectively connected in series with the first coolant branch 21 .

[0094] Therefore, by setting the battery heat exchange branch 24 to be selectively connected in series with the first coolant branch 21, the battery heat exchange branch 24 can be integrated into the thermal management system 100. In this way, when the battery needs to be heated, the battery heat exchange branch 24 is connected in series with the first coolant branch 21, and the heat after the heat exchange between the first coolant branch 21 and the first refrigerant branch 12 can be used to directly heat the battery, thereby simplifying the relevant structural settings of the battery heat exchange and helping to improve the integration of the thermal management system 100.

[0095] For example, the battery heat exchange branch 24 is connected in series with the first coolant branch 21 to form a loop. In this way, after the first coolant branch 21 exchanges heat with the first refrigerant branch 12, the high-temperature coolant can flow into the battery heat exchange branch 24 to heat the battery, that is, the heat on the exhaust side of the compressor 11 is used to heat the battery.

[0096] Optionally, a first proportional adjustment component 3 for controlling the flow to the battery heat exchange branch 24 is provided between the outlet of the first coolant branch 21 and the battery heat exchange branch 24. In this way, in terms of the control method, the flow through the battery heat exchange branch 24 can be controlled by the first proportional adjustment component 3, thereby controlling the heating rate of the battery.

[0097] According to some embodiments of the present application, optionally, please refer to Figure 2 and Figure 3 The battery heat exchange branch 24 can be selectively connected in series between the first coolant branch 21 and the second coolant branch 22 .

[0098] Therefore, by selectively connecting the battery heat exchange branch 24 in series between the first coolant branch 21 and the second coolant branch 22, the battery heat exchange branch 24 can be integrated in the thermal management system 100, so that the heat after the heat exchange between the first coolant branch 21 and the first refrigerant branch 12 (the heat on the exhaust side of the compressor 11) can be used to directly heat the battery and the low-temperature refrigerant on the return air side of the compressor 11, and the battery heat exchange branch 24 is located between the first coolant branch 21 and the second coolant branch 22, so as to simplify the layout difficulty of the battery heat exchange branch 24.

[0099] For example Figure 3 As shown, the battery heat exchange branch 24 is connected in series between the outlet of the first coolant branch 21 and the inlet of the second coolant branch 22. In this way, after the first coolant branch 21 exchanges heat with the first refrigerant branch 12, the high-temperature coolant can first flow into the battery heat exchange branch 24 to heat the battery, and then flow to the second coolant branch 22 to exchange heat with the second refrigerant branch 13, thereby heating the low-temperature refrigerant on the return air side of the compressor 11.

[0100] Optionally, a first proportional adjustment component 3 for controlling the flow to the battery heat exchange branch 24 is provided between the outlet of the first coolant branch 21 and the battery heat exchange branch 24. In this way, in terms of the control method, the flow through the battery heat exchange branch 24 can be controlled by the first proportional adjustment component 3, thereby controlling the heating rate of the battery.

[0101] According to some embodiments of the present application, optionally, the thermal management system 100 includes a battery cooling mode. In the battery cooling mode, the battery heat exchange branch 24 is disconnected from the first coolant branch 21, and the two ends of the battery heat exchange branch 24 are respectively connected to the two ends of the second coolant branch 22 to form a first heat exchange loop.

[0102] Please refer to Figure 9-11 , Figure 9-11 Both are schematic diagrams of the battery heat exchange branch 24 of the embodiments of the present application, in which both ends are respectively connected to the two ends of the second coolant branch 22 to form a first heat exchange loop.

[0103] Thus, the two ends of the battery heat exchange branch 24 are respectively connected to the two ends of the second coolant branch 22 to form a first heat exchange loop, so that the low-temperature coolant flowing out of the outlet of the second coolant branch 22 flows into the battery heat exchange branch 24, thereby absorbing the heat generated by the battery to achieve battery cooling.

[0104] It should be noted that after the coolant in the second coolant branch 22 exchanges heat with the low-temperature refrigerant in the second refrigerant branch 13, the low-temperature coolant flows out of the outlet of the second coolant branch 22, and the two ends of the battery heat exchange branch 24 are respectively connected to the two ends of the second coolant branch 22 to form a first heat exchange circuit. In this way, the low-temperature refrigerant on the return air side of the compressor 11 can be indirectly utilized to cool the battery heat exchange branch 24 through heat exchange with the second coolant branch 22, thereby realizing cooling of the battery.

[0105] According to some embodiments of the present application, optionally, please refer to Figure 2 The second subsystem 2 also includes a motor heat exchange branch 25 for performing heat exchange with the motor. The motor heat exchange branch 25 can be selectively connected to the second coolant branch 22 .

[0106] Please refer to Figure 7 and Figure 8 , Figure 7 and Figure 8 Both are schematic diagrams showing that the motor heat exchange branch 25 is connected to the second coolant branch 22 .

[0107] Therefore, the motor heat exchange branch 25 can be selectively connected to the second coolant branch 22 to integrate the motor heat exchange branch 25 into the thermal management system 100, and the connection between the motor heat exchange branch 25 and the second coolant branch 22 can be utilized to achieve heat exchange of the motor, thereby meeting the heat exchange requirements of the motor.

[0108] For example, see Figure 7 and Figure 8 The coolant flowing out of the outlet of the second coolant branch 22 flows to the motor heat exchange branch 25 to absorb the waste heat of the motor, or inefficient heat, or heat generated during blocking and flows back to the second coolant branch 22, that is, the heat of the motor heat exchange branch 25 is used to heat the coolant in the second coolant branch 22, that is, on the basis of the first coolant branch 21 being a partial heat source of the second coolant branch 22, the waste heat of the motor is recovered as a partial heat source of the second coolant branch 22, thereby further increasing the coolant temperature in the second coolant branch 22. When the second coolant branch 22 exchanges heat with the second refrigerant branch 13, the heat exchange amount between the second coolant branch 22 and the second refrigerant branch 13 can be increased, thereby increasing the heating rate of the return air temperature of the compressor 11.

[0109] According to some embodiments of the present application, optionally, the thermal management system 100 includes a first waste heat recovery mode, see Figure 5 , Figure 5 It is a schematic diagram of an embodiment of the present application in a first waste heat recovery mode. In the first waste heat recovery mode, the motor heat exchange branch 25, the first coolant branch 21, and the second coolant branch 22 are connected.

[0110] Thus, the motor heat exchange branch 25, the first coolant branch 21, and the second coolant branch 22 are connected, that is, the motor heat exchange branch 25, the first coolant branch 21, and the second coolant branch 22 form a loop, so that when the coolant flows, the coolant enters the motor heat exchange branch 25 through the first coolant branch 21 to absorb the heat of the motor, and then flows to the second coolant branch 22 to release heat.

[0111] In this way, the waste heat of the motor can be recovered and utilized, that is, the thermal management system 100 has a hot air bypass function with the waste heat of the motor, which is beneficial to improving the thermal efficiency of the thermal management system 100, especially when the motor is running in an inefficient heating or blocked heating state, the heat of the motor and the heat of the first coolant can be used as the heat source of the second coolant branch 22, thereby greatly increasing the heating capacity of the thermal management system 100, which is beneficial to the rapid heating of the vehicle cabin and the rapid temperature rise on the return air side.

[0112] According to some embodiments of the present application, the thermal management system 100 may further include a second waste heat recovery mode. Figure 7 and Figure 8 , Figure 7and Figure 8 All of them are schematic diagrams of the embodiments of the present application in the second waste heat recovery mode. In the second waste heat recovery mode, the first coolant branch 21 and the second coolant branch 22 are disconnected, and the motor heat exchange branch 25 and the second coolant branch 22 are connected.

[0113] As a result, the first coolant branch 21 and the second coolant branch 22 are disconnected, and the motor heat exchange branch 25 and the second coolant branch 22 are connected, that is, the motor heat exchange branch 25 and the second coolant branch 22 form a loop, so that when the coolant flows, the low-temperature coolant at the outlet end of the second coolant branch 22 can be used to absorb the heat of the motor heat exchange branch 25 to realize the recovery of the waste heat of the motor, and the waste heat of the motor and the ambient heat are used as the heat source of the second coolant branch 22.

[0114] In this way, the waste heat of the motor can be recovered and utilized, especially when the motor is running in an inefficient heating or blocked heating state, the heat of the motor and the ambient heat can be used as the heat source of the second coolant branch 22, thereby increasing the return air temperature and return air pressure of the compressor 11 and improving the efficiency of the compressor 11.

[0115] According to some embodiments of the present application, optionally, please refer to Figure 2 The second subsystem 2 also includes a battery heat exchange branch 24 for performing heat exchange with the battery.

[0116] The battery heat exchange branch 24 can be selectively connected to the motor heat exchange branch 25, please refer to Figure 8 , Figure 8 This is a schematic diagram of the battery heat exchange branch 24 and the motor heat exchange branch 25 being connected in an embodiment of the present application.

[0117] Therefore, the battery heat exchange branch 24 can be selectively connected to the motor heat exchange branch 25 to utilize the heat of the motor heat exchange branch 25 to heat the battery heat exchange branch 24, thereby heating the battery, that is, utilizing the waste heat of the motor to heat the battery.

[0118] The battery heat exchange branch 24 can be selectively connected to the first coolant branch 21 and / or the second coolant branch 22. Figure 3 , Figure 4 and Fig.12 , Figure 3 , Figure 4 and Fig.12 Both are schematic diagrams of the battery heat exchange branch 24 in the embodiments of the present application being connected to the first coolant branch 21 and the second coolant branch 22 .

[0119] Thus, the battery heat exchange branch 24 is connected with the first coolant branch 21 and the second coolant branch 22, so that the low-temperature coolant at the outlet of the second coolant branch 22 can be used to absorb the heat of the battery heat exchange branch 24, and the heat of the battery heat exchange branch 24 can be used as a partial heat source of the first coolant branch 21, so that the heat of the battery can be recovered and utilized.

[0120] Reference Figure 7 and Figure 8 , Figure 7 and Figure 8 Both are schematic diagrams showing that the motor heat exchange branch 25 is connected to the second coolant branch 22 .

[0121] Therefore, the motor heat exchange branch 25 can be selectively connected to the second coolant branch 22 to integrate the motor heat exchange branch 25 into the thermal management system 100, and the connection between the motor heat exchange branch 25 and the second coolant branch 22 can be utilized to achieve heat exchange of the motor, thereby meeting the heat exchange requirements of the motor.

[0122] For example, see Figure 7 and Figure 8 The coolant flowing out of the outlet of the second coolant branch 22 flows to the motor heat exchange branch 25 to absorb the waste heat of the motor, or inefficient heat, or heat generated during blocking and flows back to the second coolant branch 22, that is, the heat of the motor heat exchange branch 25 is used to heat the coolant in the second coolant branch 22, thereby recovering the waste heat of the motor as part of the heat source of the second coolant branch 22. In this way, when the second coolant branch 22 exchanges heat with the second refrigerant branch 13, the heat exchange between the second coolant branch 22 and the second refrigerant branch 13 can be increased, thereby increasing the rate of increase of the return air temperature of the compressor 11.

[0123] According to some embodiments of the present application, optionally, please refer to Figure 7 and Figure 8 The thermal management system 100 also includes a third waste heat recovery mode. In the third waste heat recovery mode, the motor heat exchange branch 25, the battery heat exchange branch 24 and the second coolant branch 22 are connected.

[0124] Thus, the motor heat exchange branch 25, the battery heat exchange branch 24 and the second coolant branch 22 are connected, so that the low-temperature coolant at the outlet of the second coolant branch 22 can pass through the motor heat exchange branch 25 to absorb the waste heat of the motor, or inefficient heat, or heat generated during blocked transfer, and then flow through the battery heat exchange branch 24 to heat the battery, and then flow to the second coolant branch 22 to distribute a portion of the heat as a partial heat source for the second coolant branch 22, thereby utilizing the heat exchange between the second coolant branch 22 and the second refrigerant branch 13 to achieve heating of the return air side of the compressor 11.

[0125] Please refer to Figure 7 and Figure 8 The motor heat exchange branch 25 absorbs the waste heat or inefficient heat generated by the motor, or the heat generated during congestion, and then flows to the battery heat exchange branch 24 to heat the battery, and then flows to the second coolant branch 22 to serve as the heat source of the second coolant branch 22, thereby heating the return air side of the compressor 11. In this way, the recovered motor waste heat can be used to heat the battery and the return air side of the compressor 11 at the same time.

[0126] According to some embodiments of the present application, optionally, please refer to Figure 2 The thermal management system 100 also includes: a multi-way valve 6, the first coolant branch 21, the second coolant branch 22, the motor heat exchange branch 25 and the battery heat exchange branch 24 are respectively connected to the multi-way valve 6, and at least two of the first coolant branch 21, the second coolant branch 22, the motor heat exchange branch 25 and the battery heat exchange branch 24 are connected through the multi-way valve 6.

[0127] Thus, the multi-way valve 6 can control the connectivity between at least two of the first coolant branch 21, the second coolant branch 22, the motor heat exchange branch 25 and the battery heat exchange branch 24 to realize different working modes of the thermal management system 100, thereby facilitating the use of the multi-way valve 6 to realize the flow switching and mode control functions of the thermal management system 100.

[0128] According to some embodiments of the present application, optionally, please refer to Figure 8 The second subsystem 2 further includes a radiator 26 , and the radiator 26 is selectively connected to the motor heat exchange branch 25 .

[0129] Therefore, by setting up the radiator 26, the coolant in the motor heat exchange branch 25 is cooled and then transported to the motor to absorb the heat generated by the motor, thereby achieving heat dissipation for the motor and helping to reduce heat accumulation in the motor.

[0130] According to some embodiments of the present application, optionally, the thermal management system 100 includes a first heat dissipation mode, see Fig.10 , Fig.10 This is a schematic diagram of the thermal management system 100 of an embodiment of the present application in a first heat dissipation mode. In the first heat dissipation mode, the motor heat exchange branch 25, the radiator 26 and the first coolant branch 21 are connected to form a first heat dissipation circuit.

[0131] Therefore, after the coolant flows out of the first coolant branch 21, its excess heat is first dissipated to the environment through the radiator 26, and then flows to the motor heat exchange branch 25 to absorb the heat of the motor, thereby achieving heat dissipation of the first coolant branch 21 and the motor.

[0132] According to some embodiments of the present application, optionally, the thermal management system 100 further includes a heating component 5 , and the heating component 5 is used to heat the coolant flowing through the motor heat exchange branch 25 .

[0133] The “heating component 5 ” includes but is not limited to a PTC heater, a heating tube, or other components capable of heating the coolant flowing through the heat exchange branch 25 , and is not limited here.

[0134] Therefore, by setting up a heating component 5, the coolant flowing through the motor heat exchange branch 25 can be heated, thereby reducing the risk of motor failure caused by low temperature, ensuring that the motor can operate at a normal operating temperature in a low temperature environment, improving the efficiency of the motor, and at the same time, reducing the risk of the motor getting damp, ensuring the normal operation of the motor.

[0135] According to some embodiments of the present application, optionally, the first subsystem 1 also includes an evaporator 14, which is used to cool the vehicle cabin. Both ends of the evaporator 14 are connected to the return air port and the exhaust port of the compressor 11, and the evaporator 14 can be selectively connected in parallel with the second refrigerant branch 13.

[0136] “The evaporator 14 can be selectively connected in parallel with the second refrigerant branch 13” includes the evaporator 14 being connected in parallel with the second refrigerant branch 13, or the evaporator 14 not being connected in parallel with the second refrigerant branch 13, so that the evaporator 14 can be flexibly set according to actual needs, and the operation of the evaporator 14 can be flexibly controlled. Moreover, since the evaporator 14 and the second refrigerant branch 13 are in parallel, the setting of the evaporator 14 will not affect the second refrigerant branch 13 itself, which is conducive to the loading and unloading and subsequent maintenance of the evaporator 14.

[0137] Therefore, by setting the evaporator 14, it can be selectively connected in parallel with the second refrigerant branch 13, so that the evaporator 14 can be integrated into the thermal management system 100, thereby improving the integration level of the thermal management system 100, and when cooling the vehicle cabin, the evaporator 14 can use the low-temperature refrigerant of the second refrigerant branch 13 to absorb the heat in the vehicle cabin, thereby reducing the temperature in the vehicle cabin to achieve cooling of the vehicle cabin.

[0138] According to some embodiments of the present application, the present application provides a vehicle 1000 , which includes the thermal management system 100 in any one of the above embodiments.

[0139] According to some embodiments of the present application, a thermal management system 100 is provided. The thermal management system 100 includes: a first subsystem 1, a second subsystem 2, a first proportional adjustment member 3, and a first three-way valve 41. The first subsystem 1 includes a compressor 11, a first refrigerant branch 12, and a second refrigerant branch 13. The second subsystem 2 includes a first coolant branch 21, a second coolant branch 22, a third coolant branch 23, a battery heat exchange branch 24, and a motor heat exchange branch 25. The first proportional adjustment member 3 is respectively connected to the first end of the first coolant branch 21, the first end of the second coolant branch 22, and the first end of the third coolant branch 23. The first three-way valve 41 is respectively connected to the second end of the first coolant branch 21, the second end of the second coolant branch 22, and the second end of the third coolant branch 23.

[0140] The first coolant branch 21 and the first refrigerant branch 12 can exchange heat with each other through the WCC plate heat exchanger 10, and the second coolant branch 22 and the second refrigerant branch 13 can exchange heat with each other through the chi ller plate heat exchanger 20 realizes mutual heat exchange, the first refrigerant branch 12 is provided with a gas-liquid separator 121, the second refrigerant branch 13 is provided with a first electronic expansion valve 46, the second refrigerant branch 13 is connected in parallel with the evaporator 14, and a second electronic expansion valve 47 is provided between the second refrigerant branch 13 and the evaporator 14, the evaporator 14 is located in the air-conditioning box 7, and the air-conditioning box 7 is also provided with a warm air core 71, the warm air core 71 is connected to the first coolant branch 21, and a third water pump 45 and a first proportional adjustment member 3 for connecting to the multi-way valve 6 are also provided between the warm air core 71 and the WCC plate heat exchanger 10, the multi-way valve 6 can be selectively connected to the first coolant branch 21, the second coolant branch 22, the battery heat exchange branch 24 and the motor heat exchange branch 25, and the multi-way valve 6 can be constructed as an eight-way valve.

[0141] The motor heat exchange branch 25 is provided with a motor system 251, a radiator 26 and a first water pump 43, a second three-way valve 42 is provided between the radiator 26 and the motor system 251 and the multi-way valve 6, the battery heat exchange branch 24 is provided with a battery system 241, a third three-way valve 48 is provided between the battery system 241, the second coolant branch 22 and the multi-way valve 6, and a second water pump 44 is provided between the second coolant branch 22 and the multi-way valve 6.

[0142] Among them, the first proportional adjustment component 3 and the multi-way valve 6 both have proportional adjustment functions. Through the coordinated adjustment of the multi-way valve 6, the first three-way water valve, the first electronic expansion valve 46, and the second electronic expansion valve 47, multiple working modes can be realized, thereby realizing various conventional thermal management modes such as cabin cooling and heating, battery cooling and heating, etc.

[0143] The first working mode: please refer to Figure 3, through the coordination and adjustment of the multi-way valve 6, the first three-way valve 41, and the first electronic expansion valve 46 and the second electronic expansion valve 47, the connection relationship in the above figure is realized. The high-temperature coolant at the outlet of the WCC plate heat exchanger 10 is distributed to the chille plate heat exchanger 20 through the first proportional adjustment component 3, realizing the hot gas bypass based on the coolant circuit; at this time, the motor system 251 is connected to the radiator 26, and the coolant flow is driven by the first water pump 43 to meet the heat dissipation requirements of the motor; in terms of control method, by adjusting the first proportional adjustment component 3, during the cold start stage, more high-temperature coolant is allowed to flow back to the coolant side of the chiller plate heat exchanger 20, and after the speed of the compressor 11 is increased, more high-temperature coolant is distributed to the warm air core 71, which is more flexible in control.

[0144] The second working mode: please refer to Figure 4 , through the coordination and adjustment of the multi-way valve 6, the first three-way valve 41, and the first electronic expansion valve 46 and the second electronic expansion valve 47, the connection relationship in the above figure is realized. The high-temperature coolant at the outlet of the WCC plate heat exchanger 10 is divided into a part of the high-temperature coolant to the battery heat exchange branch 24 and the chille plate heat exchanger 20 through the first proportional adjustment component 3, realizing the function of heating the battery at the same time when the hot gas is bypassed; at this time, the motor system 251 is connected to the radiator 26, and the coolant flow is driven by the first water pump 43 to meet the heat dissipation requirements of the motor; in terms of the control method, by adjusting the first proportional adjustment component 3, the size of the water flow flowing through the battery side can be controlled, thereby controlling the heating rate of the battery.

[0145] The third working mode: please refer to Figure 5 , through the coordination and adjustment of the multi-way valve 6, the first three-way valve 41, and the first electronic expansion valve 46 and the second electronic expansion valve 47, the connection relationship in the above figure is realized. The high-temperature coolant at the outlet of the WCC plate heat exchanger 10 is divided into a part of the high-temperature coolant to the motor heat exchange branch 25 and the chille plate heat exchanger pipeline through the first proportional adjustment member 3, and the other part of the high-temperature coolant to the warm air core 71, realizing the hot air bypass function with the residual heat of the motor; when the motor has residual heat, the chiller plate heat exchanger 20 can absorb the residual heat from the motor system 251, realizing the hot air bypass function with the residual heat of the motor, and the COP (efficiency) of the system is expected to be greater than 1. When the motor system 251 operates in an inefficient heating and blocked heating state, the system heating capacity can be greatly increased, which is conducive to the rapid heating of the cabin.

[0146] The fourth working mode: please refer to Figure 6, through the coordination and adjustment of the multi-way valve 6, the first three-way valve 41, and the first electronic expansion valve 46 and the second electronic expansion valve 47, the connection relationship in the above figure is realized. The high-temperature coolant at the outlet of the WCC plate heat exchanger 10 is divided into a part of the high-temperature coolant to the pipeline composed of the motor heat exchange branch 25, the battery heat exchange branch 24 and the chiller plate heat exchanger 20 through the first proportional adjustment member 3, and the other part of the high-temperature coolant is sent to the warm air core 71, realizing the hot air bypass function with the motor and battery; when the motor system 251 has excess heat, the heat of the motor system 251 can be used to heat the battery system 241 first, and then the excess heat is provided to the chiller plate heat exchanger 20, and the hot air bypass function of the motor system 251 heat heating the battery system 241 at the same time is realized. When the motor system 251 is operating in an inefficient heating and blocking heating state, the system heating capacity can be greatly increased, which is conducive to rapid heating of the battery system 241 and the cabin.

[0147] The fifth working mode: please refer to Figure 7 The connection relationship in the above figure is achieved through the coordination and adjustment of the multi-way valve 6, the first three-way valve 41, and the first electronic expansion valve 46 and the second electronic expansion valve 47. The motor heat exchange branch 25 uses waste heat or inefficient heat generation and heat generation during blocking to heat the battery, and then flows to the second coolant branch 22 to exchange heat with the second refrigerant branch 13. The refrigerant in the second refrigerant branch 13 flows back to the compressor 11, and after the compressor 11 works, the heat generated in the WCC plate heat exchanger 10 is used to heat the warm air core 71, realizing the function of heating the cabin and the battery system 241 at the same time.

[0148] The sixth working mode: please refer to Figure 8 , through the coordination and adjustment of the multi-way valve 6, the first three-way valve 41, and the first electronic expansion valve 46 and the second electronic expansion valve 47, the connection relationship in the above figure is realized. The low-temperature coolant at the outlet of the chiller plate heat exchanger 20 first passes through the radiator 26 to absorb heat from the air, and then passes through the motor heat exchange branch 25 to absorb the waste heat or inefficient heat generation and heat generation in the motor heat exchange branch 25 to heat the battery, and at the same time allocates a part of the heat as the heat source of the chiller plate heat exchanger 20. After the compressor 11 works, the heat generated in the WCC plate heat exchanger 10 is used to heat the warm air core 71, realizing the function of utilizing the environmental heat source and the motor heat to heat the cabin and the battery at the same time.

[0149] The seventh working mode: please refer to Fig. 9, through the coordination and adjustment of the multi-way valve 6, the first three-way valve 41, and the first electronic expansion valve 46 and the second electronic expansion valve 47, the connection relationship in the above figure is realized. The low-temperature coolant at the outlet of the chiller plate heat exchanger 20 passes through the battery heat exchange branch 24, absorbs heat from the battery, and after the compressor 11 works, the heat generated in the WCC plate heat exchanger 10 is used to heat the heater core 71, realizing the battery cooling and cabin heating functions at the same time. At this time, the motor system 251 is connected to the radiator 26, and the coolant flow is driven by the first water pump 43 to meet the heat dissipation requirements of the motor.

[0150] The eighth working mode: please refer to Fig.10 , through the coordination and adjustment of the multi-way valve 6, the first three-way valve 41, and the first electronic expansion valve 46 and the second electronic expansion valve 47, the connection relationship in the above figure is realized. The low-temperature coolant at the outlet of the chiller plate heat exchanger 20 passes through the battery heat exchange branch 24, absorbs heat from the battery, and after the compressor 11 works, the heat generated in the WCC plate heat exchanger 10 heats the first coolant branch 22, so that the first coolant branch 22 heats the heater core 71, and at the same time, the excess heat is connected to the radiator 26 through the motor system 251 and dissipated to the environment, realizing the battery cooling and cabin heating functions at the same time, and can dissipate the corresponding heat.

[0151] Ninth working mode: Please refer to Fig.11 The connection relationship in the above figure is realized through the coordination and adjustment of the multi-way valve 6, the first three-way valve 41, and the first electronic expansion valve 46 and the second electronic expansion valve 47. The low-temperature coolant at the outlet of the chiller plate heat exchanger 20 passes through the battery heat exchange branch 24 to absorb heat from the battery, while the evaporator 14 absorbs heat from the cabin. After the compressor 11 works, the heat generated in the WCC plate heat exchanger 10 is connected to the radiator 26 through the motor system 251 and dissipated to the environment, realizing the functions of battery cooling and cabin cooling at the same time.

[0152] The tenth working mode: please refer to Fig.12 , through the coordination and adjustment of the multi-way valve 6, the first three-way valve 41, and the first electronic expansion valve 46 and the second electronic expansion valve 47, the connection relationship in the above figure is realized. The evaporator 14 absorbs heat from the cabin, and after the compressor 11 works, the heat generated in the WCC plate heat exchanger 10 flows through the battery heat exchange branch 24 and the chiller plate heat exchanger 20, thereby heating the battery, realizing the functions of cabin cooling and battery heating. At this time, the motor system 251 is connected to the radiator 26 to meet the heat dissipation requirements of the motor.

[0153] Of course, the above connection method is only used as an example to illustrate the thermal management system 100 of the embodiment of the present application, and does not represent a limitation thereto.

[0154] 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 them; 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 by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A thermal management system, characterized in that: include: A first subsystem, the first subsystem comprising a compressor, a first refrigerant branch and a second refrigerant branch, the exhaust port of the compressor is connected to the first refrigerant branch, and the second refrigerant branch is connected between the first refrigerant branch and the return air port of the compressor; The second subsystem includes a first coolant branch, a second coolant branch and a third coolant branch, the first coolant branch can perform heat exchange with the first refrigerant branch, the second coolant branch can perform heat exchange with the second refrigerant branch, the third coolant branch is used to adjust the temperature in the vehicle cabin, the two ends of the first coolant branch are selectively connected to the two ends of the third coolant branch, and the two ends of the first coolant branch are selectively connected to the two ends of the second coolant branch.

2. The thermal management system according to claim 1, characterized in that: It also includes a first proportional adjustment member, which is respectively connected to the first end of the first coolant branch, the first end of the second coolant branch, and the first end of the third coolant branch to adjust the flow rate flowing to the second coolant branch and the third coolant branch.

3. The thermal management system according to claim 2, characterized in that: It also includes a first three-way valve, which is respectively connected to the second end of the first coolant branch, the second end of the second coolant branch, and the second end of the third coolant branch.

4. The thermal management system according to claim 1, characterized in that: The second subsystem further includes a battery heat exchange branch for performing heat exchange with the battery, and the battery heat exchange branch can be selectively connected in series with the first coolant branch.

5. The thermal management system according to claim 4, characterized in that: The battery heat exchange branch can be selectively connected in series between the first coolant branch and the second coolant branch.

6. The thermal management system according to claim 4, characterized in that: The thermal management system includes a battery cooling mode. In the battery cooling mode, the battery heat exchange branch is disconnected from the first coolant branch, and the two ends of the battery heat exchange branch are respectively connected to the two ends of the second coolant branch to form a first heat exchange loop.

7. The thermal management system according to any one of claims 1 to 6, characterized in that: The second subsystem further includes a motor heat exchange branch for performing heat exchange with the motor, and the motor heat exchange branch can be selectively connected to the second coolant branch.

8. The thermal management system according to claim 7, characterized in that: The thermal management system includes a first waste heat recovery mode. In the first waste heat recovery mode, the motor heat exchange branch, the first coolant branch, and the second coolant branch are connected.

9. The thermal management system according to claim 8, characterized in that: The thermal management system also includes a second waste heat recovery mode. In the second waste heat recovery mode, the first coolant branch and the second coolant branch are disconnected, and the motor heat exchange branch and the second coolant branch are connected.

10. The thermal management system according to claim 7, characterized in that: The second subsystem also includes a battery heat exchange branch for performing heat exchange with the battery, wherein the battery heat exchange branch can be selectively connected to the motor heat exchange branch, and the battery heat exchange branch can be selectively connected to the first coolant branch and / or the second coolant branch.

11. The thermal management system according to claim 10, characterized in that: The thermal management system also includes a third waste heat recovery mode. In the third waste heat recovery mode, the motor heat exchange branch, the battery heat exchange branch and the second coolant branch are connected.

12. The thermal management system according to any one of claims 4 to 10, characterized in that: Also includes: A multi-way valve, wherein the first coolant branch, the second coolant branch, the motor heat exchange branch and the battery heat exchange branch are respectively connected to the multi-way valve, and at least two of the first coolant branch, the second coolant branch, the motor heat exchange branch and the battery heat exchange branch are connected through the multi-way valve.

13. The thermal management system according to claim 7, characterized in that: The second subsystem further includes a radiator, and the radiator is selectively connectable to the motor heat exchange branch.

14. The thermal management system according to claim 13, characterized in that: The thermal management system includes a first heat dissipation mode. In the first heat dissipation mode, the motor heat exchange branch, the radiator and the first coolant branch are connected to form a first heat dissipation loop.

15. The thermal management system according to claim 7, characterized in that: It also includes a heating component, which is used to heat the coolant flowing through the motor heat exchange branch.

16. The thermal management system according to any one of claims 1 to 15, characterized in that: The first subsystem also includes an evaporator, which is used to cool the vehicle cabin. Both ends of the evaporator are respectively connected to the return air port and the exhaust port of the compressor. The evaporator can be selectively connected in parallel with the second refrigerant branch.

17. A vehicle, characterized in that: Comprising a thermal management system according to any one of claims 1-16.

Images