Thermal management system and vehicle

Abstract

The embodiment of the invention provides a thermal management system and a vehicle. The heat management system comprises a first heat exchanger, a refrigerant heat exchange module and a cooling liquid heat exchange module, a refrigerant flowing out of an outlet of the compressor flows into a first pipeline and a second pipeline respectively, the refrigerant of the first pipeline releases heat in the condenser to supply heat to a passenger compartment, and then the refrigerant flows into the first heat exchanger to be coupled with cooling liquid of the cooling liquid heat exchange module to exchange heat; the first pipeline is communicated with the compressor through the first pipeline, the second pipeline is communicated with the compressor through the second pipeline, and therefore heat of the external environment of the vehicle and / or heat of electric devices of the vehicle are indirectly absorbed through the cooling liquid, and part of energy consumed by refrigerants in the first pipeline is compensated. The refrigerant in the second pipeline releases heat to the refrigerant in the first pipeline after converging to compensate the rest of energy consumed by the refrigerant in the first pipeline, so that heating circulation can be maintained without arranging an electric heater in the cooling liquid heat exchange module, and the production and use cost of the heat management system is reduced.

Description

Technical Field

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

[0002] As the temperature control center of the car, the thermal management system can control the temperature of the passenger compartment and various electrical components in the car, and is closely related to the comfort, safety and cost of the entire vehicle.

[0003] The thermal management system may include a coolant heat exchange module, a refrigerant heat exchange module and a heat exchanger. The refrigerant heat exchange module is usually provided with a compressor and a condenser. The compressor provides high-temperature and high-pressure refrigerant to the condenser, so that the condenser can release heat to the air in the air-conditioning box to heat the passenger compartment. The coolant heat exchange module can release heat to the refrigerant heat exchange module through the heat exchanger to supplement the heat released by the refrigerant at the condenser. At present, the coolant in the coolant heat exchange module can absorb the heat of the air and / or electrical devices in the vehicle, and transfer it to the refrigerant through the heat exchanger. In addition, when the heat in the air and / or electrical devices is insufficient, the coolant can also be heated by an electric heater in the coolant heat exchange module so that the coolant has sufficient heat to compensate for the energy lost by the refrigerant at the condenser. However, due to the high cost of the electric heater, the production and use costs of the thermal management system are high. Summary of the invention

[0004] The embodiments of the present application provide a thermal management system and a vehicle, which can compensate for the energy lost by the refrigerant at the condenser without providing an electric heater in the coolant heat exchange module, thereby reducing the production and use costs of the thermal management system.

[0005] In a first aspect, an embodiment of the present application provides a thermal management system, including a first heat exchanger, a refrigerant heat exchange module and a coolant heat exchange module, the refrigerant heat exchange module including a compressor, a condenser, a first pipe, a second pipe and a third pipe, the inlet of the first pipe and the inlet of the second pipe are respectively connected to the outlet of the compressor, the first pipe is connected to the condenser and the first heat exchanger in sequence, the outlet of the first pipe merges with the outlet of the second pipe, and is connected to the inlet of the compressor through the third pipe; the coolant heat exchange module and the refrigerant heat exchange module are coupled through the first heat exchanger.

[0006] In some embodiments, the refrigerant heat exchange module also includes a fourth pipe and a battery heat exchanger disposed in the fourth pipe, one end of the fourth pipe is connected to the first pipe and is located on a side of the first heat exchanger away from the condenser, and the other end of the fourth pipe is connected to the second pipe.

[0007] In some embodiments, the refrigerant heat exchange module also includes a fifth pipe, one end of the fifth pipe is connected to the fourth pipe and is located on a side of the battery heat exchanger close to the first pipe, and the other end of the fifth pipe is connected to the first pipe and is located between the condenser and the first heat exchanger.

[0008] In some embodiments, the fourth pipe includes a first sub-pipe and a second sub-pipe, the first sub-pipe connects the first pipe and the battery heat exchanger, the second sub-pipe connects the battery heat exchanger and the second pipe, the refrigerant heat exchange module also includes a second heat exchanger, the second heat exchanger includes a third heat exchange side and a fourth heat exchange side, the third heat exchange side is arranged on the first sub-pipe, and the fourth heat exchange side is arranged on the second sub-pipe.

[0009] In some embodiments, the refrigerant heat exchange module further includes a first air heat exchanger disposed on the first pipeline, and the first air heat exchanger is located on a side of the first heat exchanger away from the condenser.

[0010] In some embodiments, the first pipeline includes a third sub-pipe and a fourth sub-pipe, the inlet of the third sub-pipe is connected to the outlet of the compressor, the outlet of the third sub-pipe merges with the second pipeline and is connected to the third pipeline, the condenser, the first heat exchanger and the first air heat exchanger are sequentially arranged on the third sub-pipe, the fourth pipeline is connected to the third sub-pipe, and both ends of the fourth sub-pipe are respectively connected to the third sub-pipe and are respectively located on both sides of the first air heat exchanger.

[0011] In some embodiments, the coolant heat exchange module includes a sixth pipe and a second air heat exchanger disposed on the sixth pipe, the sixth pipe is used for exchanging heat with the vehicle electrical components, and the first heat exchanger is disposed on the sixth pipe.

[0012] In some embodiments, the sixth pipe includes a fifth sub-tube and a sixth sub-tube, the fifth sub-tube is used to exchange heat with electrical components of the vehicle, the first heat exchanger and the second air heat exchanger are respectively arranged on the fifth sub-tube, and both ends of the sixth sub-tube are respectively connected to the fifth sub-tube and are respectively located on both sides of the second air heat exchanger.

[0013] In some embodiments, the refrigerant heat exchange module also includes a seventh pipe and an evaporator disposed on the seventh pipe, the inlet of the seventh pipe is connected to the first pipe and is located on the side of the first heat exchanger away from the condenser, and the outlet of the seventh pipe is connected to the third pipe.

[0014] In a second aspect, an embodiment of the present application also provides a vehicle, comprising a thermal management system according to any one of the above items.

[0015] The embodiment of the present application provides a thermal management system and a vehicle. The thermal management system includes a first heat exchanger, a refrigerant heat exchange module and a coolant heat exchange module. The refrigerant heat exchange module includes a compressor, a condenser, a first pipe, a second pipe and a third pipe. The inlet of the first pipe and the inlet of the second pipe are respectively connected to the outlet of the compressor. Therefore, the high-temperature and high-pressure refrigerant flowing out of the compressor outlet can flow into the first pipe and the second pipe respectively. The refrigerant in the first pipe can release heat in the condenser to heat the passenger compartment, and then flow into the first heat exchanger and couple with the coolant in the coolant heat exchange module for heat exchange, so as to exchange heat with the external environment of the vehicle and at least one of the electrical components of the vehicle through the coolant heat exchange module. Therefore, the first The refrigerant at the heat exchanger can indirectly absorb heat from the vehicle's external environment and / or the vehicle's electrical components through the coolant, compensating for a portion of the energy lost by the refrigerant in the first pipe at the condenser. Since the outlet of the first pipe merges with the outlet of the second pipe and is connected to the inlet of the compressor through the third pipe, the refrigerant in the second pipe can release heat to the refrigerant in the first pipe after merging with the refrigerant in the first pipe, compensating for the remaining energy lost by the refrigerant in the first pipe at the condenser. Therefore, the heating cycle of the refrigerant heat exchange module can be maintained without providing an electric heater in the coolant heat exchange module, thereby reducing the production and use costs of the thermal management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is a schematic diagram of the structure of a heat pipe system adopted in some embodiments of the present application;

[0017] Figure 2 is another schematic diagram of the structure of a thermal management system adopted in some embodiments of the present application;

[0018] Figure 3 It is another structural schematic diagram provided by some embodiments of the present application;

[0019] Figure 4 is another structural schematic diagram provided by some embodiments of the present application;

[0020] Figure 5 This is another structural schematic diagram of the thermal management system provided in some embodiments of the present application.

[0021] Description of Figure Numbers:

[0022] a first heat exchanger 100; a refrigerant heat exchange module 200; a compressor 21; a condenser 22; a first pipe 23; a seventh sub-pipe 231; an eighth sub-pipe 232; a third sub-pipe 233; a fourth sub-pipe 234; a second pipe 24; a ninth sub-pipe 241; a tenth sub-pipe 242; a third pipe 25; a first throttle valve 26; a second throttle valve 27; a third throttle valve 28; a fourth pipe 29; a first sub-pipe 291; a second sub-pipe 292; a battery heat exchanger 30; a sixth pipe 301; a second air heat exchanger 302; a fifth sub-pipe 303; a sixth sub-pipe 304; a first valve member 31; a second valve member 32; a third valve member 33; a fifth pipe 34; a fourth valve member 35; a second heat exchanger 36; a first air heat exchanger 37; a seventh pipe 38; an evaporator 39; a gas-liquid separator 41; a coolant heat exchange module 300; and a vehicle electrical device 400. DETAILED DESCRIPTION

[0023] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0024] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0025] Figure 1 It is a schematic diagram of the structure of the thermal management system adopted in some embodiments of the present application.

[0026] like Figure 1 As shown, in the first aspect, an embodiment of the present application provides a thermal management system, including a first heat exchanger 100, a refrigerant heat exchange module 200 and a coolant heat exchange module 300, the refrigerant heat exchange module 200 includes a compressor 21, a condenser 22, a first pipe 23, a second pipe 24 and a third pipe 25, the inlet of the first pipe 23 and the inlet of the second pipe 24 are respectively connected to the outlet of the compressor 21, the first pipe 23 is connected to the condenser 22 and the first heat exchanger 100 in sequence, the outlet of the first pipe 23 merges with the outlet of the second pipe 24, and is connected to the inlet of the compressor 21 through the third pipe 25; the coolant heat exchange module 300 is coupled to the refrigerant heat exchange module 200 through the first heat exchanger 100.

[0027] Specifically, the first heat exchanger 100 may include a first heat exchange side and a second heat exchange side, and the coolant heat exchange module 300 is coupled to the refrigerant heat exchange module 200 through the first heat exchanger 100. Therefore, the first pipe 23 of the refrigerant heat exchange module 200 may be connected to the first heat exchange side of the first heat exchanger 100, so that the refrigerant in the first pipe 23 can flow into the first heat exchange side, and the coolant heat exchange module 300 may be connected to the second heat exchange side, and the coolant in the coolant heat exchange module 300 may flow into the second heat exchange side. The condenser 22 may be arranged in the air conditioning box of the vehicle. When the compressor 21 is started, the high-temperature and high-pressure refrigerant flowing out of the outlet of the compressor 21 may flow into the condenser 22 through the first pipe 23, and release heat to the air around the condenser 22 in the condenser 22. At this time, the fan in the air conditioning box may transport the heat-absorbed air to the passenger compartment to achieve heating of the passenger compartment. The refrigerant after releasing heat in the condenser 22 continues to flow through the first pipe 23 to the first heat exchange side of the first heat exchanger 100, and the coolant heat exchange module 300 can exchange heat with at least one of the vehicle's external environment and the vehicle's electrical components 400. Therefore, the refrigerant located on the first heat exchange side can indirectly absorb heat from the vehicle's external environment and / or the vehicle's electrical components 400 through the coolant located on the second heat exchange side, so as to compensate for a portion of the energy lost by the refrigerant at the condenser 22 through the vehicle's external environment and / or the vehicle's electrical components 400. Subsequently, the refrigerant after absorbing heat can flow out of the first heat exchange side and continue to flow through the first pipe 23 to merge with the refrigerant in the second pipe 24, and after merging, flow into the compressor 21 through the third flow channel. In this process, since the refrigerant in the second pipe 24 is a high-temperature and high-pressure refrigerant, the refrigerant in the second pipe 24 can release heat to the refrigerant in the first pipe 23, compensating for the remaining energy lost by the refrigerant in the first pipe 23 at the condenser 22. Compared with heating the coolant by arranging an electric heater in the coolant heat exchange module 300, so that the refrigerant absorbs the heat of the electric heater and the external environment of the vehicle and / or the electrical components 400 of the vehicle at the first heat exchange side through the coolant located on the second heat exchange side, the refrigerant in the refrigerant heat exchange module 200 can have sufficient energy to maintain the heating cycle without using an electric heater, thereby reducing the production and use costs of the thermal management system. It can be understood that in the first heat exchanger 100, the first heat exchange side includes at least one first heat exchange channel, and the second heat exchange side includes at least one second heat exchange channel. The refrigerant flows in the first heat exchange channel, and the coolant flows in the second heat exchange channel, so that heat exchange can be achieved during the circulation process.

[0028] In the thermal management system provided in this embodiment, the inlet of the first pipe 23 and the inlet of the second pipe 24 are respectively connected to the outlet of the compressor 21, so the high-temperature and high-pressure refrigerant flowing out of the outlet of the compressor 21 can flow into the first pipe 23 and the second pipe 24 respectively, and the refrigerant in the first pipe 23 can release heat in the condenser 22 to heat the passenger compartment, and then flow into the first heat exchanger 100, and couple with the coolant in the coolant heat exchange module 300 for heat exchange, so as to exchange heat with at least one of the external environment of the vehicle and the vehicle electrical device 400 through the coolant heat exchange module 300, so that the refrigerant at the first heat exchanger 100 can indirectly absorb the external environment of the vehicle through the coolant. The heat of the environment and / or the vehicle electrical device 400 is used to compensate for a part of the energy lost by the refrigerant in the first pipe 23 at the condenser 22. Since the outlet of the first pipe 23 merges with the outlet of the second pipe 24 and is connected to the inlet of the compressor 21 through the third pipe 25, the refrigerant in the second pipe 24 can release heat to the refrigerant in the first pipe 23 after merging with the refrigerant in the first pipe 23, thereby compensating for the remaining part of the energy lost by the refrigerant in the first pipe 23 at the condenser 22, thereby maintaining the heating cycle of the refrigerant heat exchange module 200 without providing an electric heater in the coolant heat exchange module 300, thereby reducing the production and use costs of the thermal management system.

[0029] It can be understood that, under normal circumstances, the refrigerant in the first pipe 23 can indirectly absorb heat from the vehicle's external environment and / or the vehicle's electrical components 400 at the first heat exchange side through the coolant located in the second heat exchange side. When the heat in the vehicle's external environment and / or the vehicle's electrical components 400 is less and insufficient to maintain the refrigerant's heating cycle, high-temperature and high-pressure refrigerant can be transported to the second pipe 24 so that the refrigerant in the second pipe 24 can release heat to the refrigerant in the first pipe 23 after merging with the refrigerant in the first pipe 23.

[0030] Optionally, the refrigerant heat exchange module 200 also includes a first throttle valve 26 and a second throttle valve 27. The first throttle valve 26 is arranged on the first pipeline 23 and is located on the side of the condenser 22 away from the first heat exchange side. The second throttle valve 27 is arranged on the second pipeline 24, so that the first throttle valve 26 and the second throttle valve 27 can reasonably adjust the flow rate of the refrigerant flowing into the first pipeline 23 and the second pipeline 24, and when the heat in the vehicle's external environment and / or the vehicle's electrical devices 400 is sufficient to compensate for the energy lost by the refrigerant in the first pipeline 23 at the condenser 22, the second throttle valve 27 can be controlled to be in a cut-off state to prevent the refrigerant flowing out of the compressor 21 outlet from flowing into the second pipeline 24.

[0031] Optionally, the refrigerant heat exchange module 200 also includes a third throttle valve 28, which is arranged in the first pipeline 23 and is located between the condenser 22 and the first heat exchange side, so that through the throttling expansion effect of the third throttle valve 28, the refrigerant flowing out of the condenser 22 can be converted into a low-temperature and low-pressure refrigerant, so that the first heat exchange side can absorb the heat in the coolant located on the second heat exchange side.

[0032] Figure 2 This is another schematic diagram of the structure of the thermal management system adopted in some embodiments of the present application.

[0033] like Figure 2 As shown, in some embodiments, the refrigerant heat exchange module 200 also includes a fourth pipe 29 and a battery heat exchanger 30 arranged in the fourth pipe 29, one end of the fourth pipe 29 is connected to the first pipe 23 and is located on the side of the first heat exchanger 100 away from the condenser 22, and the other end of the fourth pipe 29 is connected to the second pipe 24.

[0034] One end of the fourth pipe 29 is connected to the first pipe 23 and is located on the side of the first heat exchanger 100 away from the condenser 22. The first pipe 23 may include a seventh sub-pipe 231 and an eighth sub-pipe 232 that are connected in sequence. The seventh sub-pipe 231 is connected to the outlet of the compressor 21, and the condenser 22 and the first heat exchanger 100 are both arranged on the seventh sub-pipe 231. One end of the eighth sub-pipe 232 away from the seventh sub-pipe 231 merges with the second pipe 24 and is connected to the third pipe 25. At this time, one end of the fourth pipe 29 may be connected to the side of the seventh sub-pipe 231 close to the eighth sub-pipe 232. Of course, one end of the fourth pipe 29 may also be directly connected to the outlet of the first pipe 23, which is not limited in this embodiment. The second pipe 24 may include a ninth sub-pipe 241 and a tenth sub-pipe 242 which are connected in sequence, the ninth sub-pipe 241 is connected to the outlet of the compressor 21, the tenth sub-pipe 242 merges with the eighth sub-pipe 232 and is connected to the third pipe 25, and the end of the fourth pipe 29 away from the first pipe 23 is connected to the tenth sub-pipe 242. Therefore, the refrigerant flowing out of the outlet of the compressor 21 can flow into the seventh sub-pipe 231, and sequentially flow through the condenser 22 and the first heat exchange side of the first heat exchanger 100 in the seventh sub-pipe 231, and the refrigerant can release heat to the coolant located at the second heat exchange side at the first heat exchange side, thereby being converted into a low-temperature and low-pressure refrigerant, and then the refrigerant sequentially flows through the eighth sub-pipe 232 and the fourth pipe 29 and flows into the battery heat exchanger 30, absorbs heat in the battery, and realizes cooling of the battery. Furthermore, the refrigerant after absorbing heat in the battery heat exchanger 30 may flow through the tenth sub-tube 242 and the third pipe 25 in sequence, and finally flow back to the compressor 21 to realize the battery cooling cycle of the refrigerant heat exchange module 200 .

[0035] It can be understood that in this embodiment, if the passenger compartment does not need to be heated, the condenser 22 can be closed, so that the condenser 22 is only equivalent to a passage. When the refrigerant flows into the condenser 22, it does not release heat to the air around the condenser 22.

[0036] Please continue to refer to Figure 2 Optionally, the refrigerant heat exchange module 200 also includes a first valve component 31 and / or a second valve component 32. The first valve component 31 is arranged on the eighth sub-tube 232, and the second valve component 32 is arranged on the fourth pipeline 29 and is located on the side of the battery heat exchanger 30 close to the first pipeline 23. Therefore, when the battery needs to be cooled, the refrigerant in the seventh sub-tube 231 can flow to the fourth pipeline 29 by closing the first valve component 31, and the second valve component 32 can be configured as a one-way valve to prevent the refrigerant flowing into the fourth pipeline 29 from flowing back.

[0037] Optionally, the refrigerant heat exchange module 200 also includes a third valve component 33, which is arranged in the ninth sub-tube 241, and the second throttle valve 27 can be located in the tenth sub-tube 242. Therefore, when the battery needs to be cooled, by closing the third valve component 33 and opening the second throttle valve 27, it is possible to prevent the high-temperature and high-pressure refrigerant flowing out of the compressor 21 outlet from flowing into the battery heat exchanger 30 through the ninth sub-tube 241 and affecting the cooling effect on the battery. At the same time, it is convenient for the refrigerant that absorbs heat in the battery heat exchanger 30 to flow into the third pipe 25 through the tenth sub-tube 242 and flow back to the compressor 21 through the third pipe 25.

[0038] It can be understood that in this embodiment, by controlling the opening or closing of the first valve component 31, the second valve component 32 and the third valve component 33, the state of the refrigerant heat exchange module 200 can be adjusted to realize the passenger compartment heating or battery cooling function of the refrigerant heat exchange module 200.

[0039] Figure 3 This is another structural schematic diagram provided by some embodiments of the present application.

[0040] like Figure 3As shown, in some embodiments, the refrigerant heat exchange module 200 also includes a fifth pipe 34, one end of the fifth pipe 34 is connected to the fourth pipe 29, and is located on a side of the battery heat exchanger 30 close to the first pipe 23, and the other end of the fifth pipe 34 is connected to the first pipe 23, and is located between the condenser 22 and the first heat exchanger 100. Therefore, the high-temperature and high-pressure refrigerant flowing out of the compressor 21 is controlled to flow through the ninth sub-pipe 241 in the second pipe 24 and flow into the tenth sub-pipe 242, and flow into the battery heat exchanger 30 through the fourth pipe 29 at the tenth sub-pipe 242, so as to release heat to the battery in the battery heat exchanger 30, thereby heating the battery and preventing the battery from being difficult to operate due to excessively low temperature. Furthermore, the refrigerant after releasing heat in the battery heat exchanger 30 can flow into the first heat exchange side of the first heat exchanger 100 through the fifth pipe 34 and the first pipe 23, and indirectly absorb the heat in the vehicle's external environment and / or the vehicle's electrical devices 400 through the coolant located on the second heat exchange side, so as to compensate for the energy lost by the refrigerant at the battery heat exchanger 30, and realize the recycling of the heat in the vehicle's external environment and / or the vehicle's electrical devices 400. Subsequently, the refrigerant flowing out of the first heat exchange side can flow back to the compressor 21 through the third pipe 25, so as to realize the battery heating cycle of the refrigerant heat exchange module 200.

[0041] It can be understood that when the heat in the vehicle's external environment and / or the vehicle's electrical devices 400 is less and insufficient to compensate for all the energy lost by the refrigerant at the battery heat exchanger 30, by opening the second throttle valve 27 in the tenth sub-tube 242, the high-temperature and high-pressure refrigerant flowing through the ninth sub-tube 241 can be divided into two parts. The first part of the refrigerant flows into the battery heat exchanger 30 through the fourth pipe 29 to release heat to the battery, and then flows into the first heat exchange side through the fifth pipe 34 and the seventh sub-tube 231 in sequence. After absorbing heat and energy in the coolant on the first heat exchange side, the first part of the refrigerant flows into the eighth sub-tube 232 and merges with the second part of the refrigerant flowing through the tenth sub-tube 242 at the eighth sub-tube 232, thereby releasing heat to the first part of the refrigerant through the second part of the refrigerant to compensate for part of the energy lost by the first part of the refrigerant, so as to maintain the heating cycle of the refrigerant heat exchange module 200 for the battery when the heat in the vehicle's external environment and / or the vehicle's electrical devices 400 is less.

[0042] Optionally, the refrigerant heat exchange module 200 further includes a fourth valve member 35 , which is disposed in the fifth pipe 34 to control the flow of the refrigerant in the fifth pipe 34 .

[0043] Please continue to refer to Figure 2In some embodiments, the fourth pipe 29 includes a first sub-pipe 291 and a second sub-pipe 292, the first sub-pipe 291 connects the first pipe 23 and the battery heat exchanger 30, the second sub-pipe 292 connects the battery heat exchanger 30 and the second pipe 24, the refrigerant heat exchange module 200 also includes a second heat exchanger 36, the second heat exchanger 36 includes a third heat exchange side and a fourth heat exchange side, the third heat exchange side is arranged on the first sub-pipe 291, and the fourth heat exchange side is arranged on the second sub-pipe 292.

[0044] When the refrigerant heat exchange module 200 cools the battery at the battery heat exchanger 30, the refrigerant in the first pipe 23 flows through the first sub-tube 291, the battery heat exchanger 30 and the second sub-tube 292 in sequence, and flows into the third pipe 25 through the tenth sub-tube 242. Therefore, in this embodiment, by setting the third heat exchange side of the second heat exchanger 36 on the first sub-tube 291 and the fourth heat exchange side on the second sub-tube 292, the refrigerant in the first sub-tube 291 can exchange heat with the refrigerant in the second sub-tube 292 through the second heat exchanger 36 before flowing into the battery heat exchanger 30, so that the refrigerant in the first sub-tube 291 can further release heat to the refrigerant in the second sub-tube 292, and then flow into the battery heat exchanger 30 to exchange heat with the battery, so as to improve the temperature uniformity of the battery.

[0045] It can be understood that the fifth pipe 34 can be connected to the first sub-pipe 291. When the refrigerant heat exchange module 200 heats the battery at the battery heat exchanger 30, the high-temperature and high-pressure refrigerant flowing out of the compressor 21 outlet flows through the second pipe 24, the second sub-pipe 292, the battery heat exchanger 30 and the first sub-pipe 291 in sequence, and flows into the fifth pipe 34. Therefore, in this embodiment, by setting the third heat exchange side of the second heat exchanger 36 on the first sub-pipe 291 and the fourth heat exchange side on the second sub-pipe 292, the refrigerant in the second sub-pipe 292 can flow into the battery. The battery heat exchanger 30 exchanges heat with the refrigerant in the first sub-tube 291 through the second heat exchanger 36. Since the refrigerant in the first sub-tube 291 is the refrigerant that flows out of the battery heat exchanger 30 after releasing heat to the battery, its temperature is relatively lower than the refrigerant in the second sub-tube 292. Therefore, the refrigerant in the second sub-tube 292 can release part of the heat to the refrigerant in the first sub-tube 291 before flowing into the battery heat exchanger 30, thereby avoiding the temperature of the refrigerant flowing into the battery heat exchanger 30 from the second sub-tube 292 being too high and the temperature difference with the battery being too large, thereby affecting the service life of the battery.

[0046] Optionally, the refrigerant heat exchange module 200 also includes a fourth throttle valve and a fifth throttle valve. The fourth throttle valve is arranged on the first sub-tube 291 and is located between the battery heat exchanger 30 and the third heat exchange side. The fifth throttle valve is arranged on the second sub-tube 292 and is located between the battery heat exchanger 30 and the fourth heat exchange side. The fourth throttle valve and the fifth throttle valve can be used to adjust the on-off of the first sub-tube 291 and the second sub-tube 292 and the flow rate of the refrigerant in the first sub-tube 291 and the second sub-tube 292. In addition, through the throttling effect of the fourth throttle valve, the refrigerant in the first sub-tube 291 can also be converted into a low-temperature and low-pressure refrigerant to ensure the cooling effect on the battery.

[0047] Figure 4 This is another structural schematic diagram provided by some embodiments of the present application.

[0048] like Figure 4 As shown, in some embodiments, the refrigerant heat exchange module 200 further includes a first air heat exchanger 37 disposed in the first pipeline 23 , and the first air heat exchanger 37 is located on a side of the first heat exchanger 100 away from the condenser 22 .

[0049] The first air heat exchanger 37 is used to exchange heat with the external environment of the vehicle. In this embodiment, the first air heat exchanger 37 is set in the first pipe 23, and the first air heat exchanger 37 is located on the first heat exchange side of the first heat exchanger 100 away from the condenser 22. Therefore, when the refrigerant heat exchange module 200 cools the battery, the refrigerant at the battery heat exchanger 30 flows into the first heat exchange side through the fifth pipe 34 and the first pipe 23 after absorbing the heat of the battery, and after releasing heat to the coolant on the first heat exchange side, it can flow into the first air heat exchanger 37 to further release heat to the external environment of the vehicle, so as to increase the heat exchange amount of the refrigerant, reduce the heat in the refrigerant, and improve the cooling effect on the battery, so that the refrigerant heat exchange module 200 can cool a battery with a larger rate, thereby improving the application range of the thermal management system. Subsequently, the refrigerant flowing through the first air heat exchanger 37 flows into the third pipe 25 through the first pipe 23, and flows back to the compressor 21 through the third pipe 25.

[0050] Please continue to refer to Figure 4 In some embodiments, the first pipe 23 includes a third sub-pipe 233 and a fourth sub-pipe 234, the inlet of the third sub-pipe 233 is connected to the outlet of the compressor 21, the outlet of the third sub-pipe 233 merges with the second pipe 24 and is connected to the third pipe 25, the condenser 22, the first heat exchanger 100 and the first air heat exchanger 37 are sequentially arranged on the third sub-pipe 233, the fourth pipe 29 is connected to the third sub-pipe 233, and both ends of the fourth sub-pipe 234 are respectively connected to the third sub-pipe 233, and are respectively located on both sides of the first air heat exchanger 37.

[0051] It can be understood that when the refrigerant heat exchange module 200 exchanges heat for a battery with a larger power, since there is more heat in the battery with a larger power, after the refrigerant releases heat from the first heat exchange side of the first heat exchanger 100 to the coolant on the second heat exchange side, it can flow into the first air heat exchanger 37 to further release heat to the external environment of the vehicle, so as to ensure the cooling effect of the refrigerant heat exchange module 200 on the battery with a larger power. When the refrigerant heat exchange module 200 exchanges heat for a battery with a smaller power, since the heat in the battery with a smaller power is relatively small, the refrigerant releases heat to the coolant at the first heat exchange side to ensure the cooling effect on the battery with a smaller power. At this time, the refrigerant flowing out from the first heat exchange side is controlled to flow directly into the fourth sub-tube 234, and then flows into the third sub-tube 233 on the side of the first air heat exchanger 37 away from the first heat exchange side through the fourth sub-tube 234, and then flows back to the compressor 21 through the third pipeline 25, so that the refrigerant does not need to flow through the first air heat exchanger 37 for heat dissipation, thereby saving energy consumption during the operation of the first air heat exchanger 37 and avoiding waste of resources.

[0052] Optionally, the end of the fourth sub-tube 234 away from the first heat exchange side can be directly connected to the third pipe 25. Therefore, the refrigerant in the fourth sub-tube 234 can flow back to the compressor 21 directly through the third pipe 25 after flowing out of the fourth sub-tube 234, without flowing through the third sub-tube 233 on the side of the first air heat exchanger 37 away from the first heat exchange side and then flowing into the third pipe 25. In other words, the refrigerant does not need to flow through the first valve member 31 before flowing back to the compressor 21, thereby reducing the pressure drop in the module and improving the circulation speed and working efficiency of the refrigerant.

[0053] Optionally, the refrigerant heat exchange module 200 also includes a fifth valve component and a sixth valve component. The fifth valve component is arranged in the third sub-tube 233 and is located on the side of the connection between the fourth sub-tube 234 and the third sub-tube 233 close to the first air heat exchanger 37. The sixth valve component is arranged in the fourth sub-tube 234. Therefore, the fifth valve component and the sixth valve component can flexibly control the refrigerant to flow to the first air heat exchanger 37 or to the fourth sub-tube 234.

[0054] Please continue to refer to Figure 1 In some embodiments, the coolant heat exchange module 300 includes a sixth pipe 301 and a second air heat exchanger 302 disposed on the sixth pipe 301 , the sixth pipe 301 is used for heat exchange with the vehicle electrical device 400 , and the first heat exchanger 100 is disposed on the sixth pipe 301 .

[0055] In this embodiment, the second heat exchange side of the first heat exchanger 100 is arranged on the sixth pipe 301, and the coolant is arranged in the sixth pipe 301. The sixth pipe 301 can flow through the vehicle electrical components 400, so that the coolant can exchange heat with the vehicle electrical components 400, and when the coolant flows through the second air heat exchanger 302, the coolant can exchange heat with the external environment of the vehicle. The structure is simple and the reliability of heat exchange is high.

[0056] Optionally, the vehicle electrical device 400 may include, but is not limited to, one or more of a motor and an inverter on the vehicle.

[0057] Optionally, the coolant heat exchange module 300 further includes a water pump disposed in the sixth pipe 301 to drive the coolant in the sixth pipe 301 to flow.

[0058] Please continue to refer to Figure 1 In some embodiments, the sixth pipe 301 includes a fifth sub-tube 303 and a sixth sub-tube 304. The fifth sub-tube 303 is used to exchange heat with the vehicle electrical device 400. The first heat exchanger 100 and the second air heat exchanger 302 are respectively arranged on the fifth sub-tube 303. Both ends of the sixth sub-tube 304 are respectively connected to the fifth sub-tube 303 and are respectively located on both sides of the second air heat exchanger 302.

[0059] The two ends of the sixth sub-tube 304 are respectively connected to the fifth sub-tube 303 and are respectively located on both sides of the second air heat exchanger 302, that is, the sixth sub-tube 304 is connected in parallel with the second air heat exchanger 302. It can be understood that when it is not necessary to exchange heat with the external environment of the vehicle through the second air heat exchanger 302, by controlling the coolant to flow through the sixth sub-tube 304 instead of the second air heat exchanger 302, the energy consumption of the second air heat exchanger 302 during operation can be saved and resource waste can be avoided. When it is necessary to exchange heat with the external environment of the vehicle through the second air heat exchanger 302, the coolant is controlled to flow through the second air heat exchanger 302 instead of the sixth sub-tube 304, so that the coolant can exchange heat with the external environment of the vehicle in the second air heat exchanger 302.

[0060] Optionally, the coolant heat exchange module 300 also includes a three-way valve, the fifth sub-tube 303 includes a first pipe section and a second pipe section connected end to end, the second air heat exchanger 302 is arranged on the second pipe section, the first pipe section is used for heat exchange with the vehicle electrical device 400, the second heat exchange side is arranged on the second pipe section, the first pipe section, the second pipe section and the sixth sub-tube 304 are connected through a three-way valve to facilitate the adjustment of the flow direction of the coolant.

[0061] Optionally, the second heat exchange side of the first heat exchanger 100 can be located on the side of the inlet of the second air heat exchanger 302 away from the outlet, that is, the second heat exchange side is located between the inlet of the second air heat exchanger 302 and the vehicle electrical device 400. Therefore, after the coolant absorbs the heat in the refrigerant located in the first heat exchange side in the second heat exchange side, it can flow through the second air heat exchanger 302 and release heat at the second air heat exchanger 302, thereby reducing the temperature of the coolant flowing to the vehicle electrical device 400 and improving the performance of the vehicle electrical device 400.

[0062] Figure 5 This is another structural schematic diagram of the thermal management system provided in some embodiments of the present application.

[0063] like Figure 5 As shown, in some embodiments, the refrigerant heat exchange module 200 also includes a seventh pipe 38 and an evaporator 39 arranged on the seventh pipe 38, the inlet of the seventh pipe 38 is connected to the first pipe 23 and is located on the side of the first heat exchanger 100 away from the condenser 22, and the outlet of the seventh pipe 38 is connected to the third pipe 25.

[0064] The evaporator 39 may be provided in the air conditioning box. Specifically, the refrigerant flowing out of the outlet of the compressor 21 flows through the condenser 22 and the first heat exchange side of the first heat exchanger 100 in the first pipe 23 in sequence, and releases heat to the coolant located at the second heat exchange side at the first heat exchange side, and then flows to the evaporator 39 through the seventh pipe 38 to absorb the heat of the air around the evaporator 39. After the air around the evaporator 39 releases heat, it is transported to the passenger compartment by the fan in the air conditioning box to achieve the refrigeration of the passenger compartment, and the refrigerant after absorbing heat at the evaporator 39 can flow into the third pipe 25, and flow back to the compressor 21 through the third pipe 25, thereby realizing the passenger compartment refrigeration cycle of the refrigerant heat exchange module 200.

[0065] It can be understood that in the passenger compartment refrigeration cycle, since the air around the evaporator 39 can release heat to the refrigerant in the evaporator 39, the water vapor in the air can release heat and condense into liquid, thereby reducing the water vapor content in the air. Therefore, by transporting the air to the passenger compartment, the passenger compartment can be dehumidified.

[0066] It is understandable that in the passenger compartment refrigeration cycle, when the refrigerant in the first pipe 23 flows into the condenser 22, the condenser 22 can be in a closed state, at which time, the condenser 22 is relative to a passage for the refrigerant to flow. Alternatively, the condenser 22 can also be in an open state, at which time, the refrigerant can first release heat at the condenser 22 and then flow into the first heat exchange side to release heat to the coolant in the second heat exchange side, and then flow into the evaporator 39. Optionally, along the blowing direction from the air conditioner to the passenger compartment, the evaporator 39 can be located upstream of the condenser 22, so that the air around the evaporator 39 can flow through the condenser 22 to absorb a certain amount of heat before flowing into the passenger compartment after releasing heat and dehumidification, thereby preventing the air flowing into the passenger compartment from being too cold and affecting the comfort of the people in the passenger compartment.

[0067] Optionally, the refrigerant heat exchange module 200 also includes a sixth throttle valve 40, which is arranged on the seventh pipe 38 and is located on the side of the evaporator 39 close to the first pipe 23. Therefore, the refrigerant flowing into the seventh flow channel is converted into a refrigerant with a lower temperature and lower pressure at the sixth throttle valve 40 through the throttling effect of the sixth throttle valve 40, so as to flow into the evaporator 39 to absorb heat in the air.

[0068] Optionally, the seventh pipeline 38 may at least partially overlap with the fourth pipeline 29 , thereby shortening the length of the pipeline to a certain extent to save resources.

[0069] Please continue to refer to Figures 1 to 5 Optionally, the refrigerant heat exchange module 200 also includes a gas-liquid separator 41, which is arranged on the third pipe 25 to separate the gaseous refrigerant and the liquid refrigerant flowing into the third pipe 25, so that the gaseous refrigerant flows back to the compressor 21, while the liquid refrigerant is stored in the gas pressure separator to prevent the liquid refrigerant from flowing into the compressor 21 and affecting the normal operation of the compressor 21.

[0070] In a second aspect, an embodiment of the present application also provides a vehicle, comprising a thermal management system according to any one of the above items.

[0071] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the term "comprises" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

Claims

1. A thermal management system, It is characterized in that include: a first heat exchanger; A refrigerant heat exchange module, comprising a compressor, a condenser, a first pipeline, a second pipeline and a third pipeline, wherein an inlet of the first pipeline and an inlet of the second pipeline are respectively connected to an outlet of the compressor, the first pipeline is connected to the condenser and the first heat exchanger in sequence, and an outlet of the first pipeline merges with an outlet of the second pipeline and is connected to an inlet of the compressor through the third pipeline; A coolant heat exchange module is coupled to the refrigerant heat exchange module via the first heat exchanger.

2. The thermal management system according to claim 1, It is characterized in that The refrigerant heat exchange module also includes a fourth pipe and a battery heat exchanger arranged in the fourth pipe, one end of the fourth pipe is connected to the first pipe and is located on a side of the first heat exchanger away from the condenser, and the other end of the fourth pipe is connected to the second pipe.

3. The thermal management system according to claim 2, It is characterized in that The refrigerant heat exchange module also includes a fifth pipe, one end of which is connected to the fourth pipe and is located on a side of the battery heat exchanger close to the first pipe, and the other end of the fifth pipe is connected to the first pipe and is located between the condenser and the first heat exchanger.

4. The thermal management system according to claim 2, It is characterized in that The fourth pipeline includes a first sub-tube and a second sub-tube, the first sub-tube connects the first pipeline and the battery heat exchanger, the second sub-tube connects the battery heat exchanger and the second pipeline, the refrigerant heat exchange module also includes a second heat exchanger, the second heat exchanger includes a third heat exchange side and a fourth heat exchange side, the third heat exchange side is arranged on the first sub-tube, and the fourth heat exchange side is arranged on the second sub-tube.

5. The thermal management system according to claim 2, It is characterized in that The refrigerant heat exchange module further includes a first air heat exchanger disposed on the first pipeline, and the first air heat exchanger is located on a side of the first heat exchanger away from the condenser.

6. The thermal management system according to claim 5, It is characterized in that The first pipeline includes a third sub-pipe and a fourth sub-pipe, the inlet of the third sub-pipe is connected to the outlet of the compressor, the outlet of the third sub-pipe merges with the second pipeline and is connected to the third pipeline, the condenser, the first heat exchanger and the first air heat exchanger are sequentially arranged on the third sub-pipe, the fourth pipeline is connected to the third sub-pipe, and both ends of the fourth sub-pipe are respectively connected to the third sub-pipe and are respectively located on both sides of the first air heat exchanger.

7. The thermal management system according to any one of claims 1 to 5, It is characterized in that The coolant heat exchange module includes a sixth pipeline and a second air heat exchanger arranged on the sixth pipeline. The sixth pipeline is used for exchanging heat with the vehicle electrical components. The first heat exchanger is arranged on the sixth pipeline.

8. The thermal management system according to claim 7, It is characterized in that The sixth pipeline includes a fifth sub-tube and a sixth sub-tube, the fifth sub-tube is used for exchanging heat with the vehicle electrical components, the first heat exchanger and the second air heat exchanger are respectively arranged on the fifth sub-tube, and both ends of the sixth sub-tube are respectively connected to the fifth sub-tube and are respectively located on both sides of the second air heat exchanger.

9. The thermal management system according to any one of claims 1 to 5, It is characterized in that The refrigerant heat exchange module also includes a seventh pipe and an evaporator arranged on the seventh pipe, the inlet of the seventh pipe is connected to the first pipe and is located on a side of the first heat exchanger away from the condenser, and the outlet of the seventh pipe is connected to the third pipe.

10. A vehicle, It is characterized in that A thermal management system comprising any one of claims 1-9.

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