Vehicle thermal management system and vehicle

Abstract

The invention relates to a vehicle heat management system and a vehicle, the vehicle heat management system comprises a first flow path, a second flow path, a second expansion valve and a heat exchange assembly, in the direction from an inlet of the first flow path to an outlet of the first flow path, the first flow path comprises a compressor, an indoor condenser, a first expansion valve and an outdoor heat exchanger which are sequentially connected in series; an outlet of the first flow path is connected with an inlet of the second expansion valve, an outlet of the second expansion valve is connected with a first inlet of the heat exchange assembly, a first outlet of the heat exchange assembly is connected with an inlet of the first flow path, the second flow path comprises a first water pump and an electric drive unit which are connected in series, and the electric drive unit comprises one or more of a motor, an electric controller and a battery. An outlet of the second flow path is connected with a second inlet of the heat exchange assembly, and the second inlet of the heat exchange assembly is connected with an inlet of the second flow path. According to the vehicle heat management system, heating of the passenger compartment can be achieved through heat in the outdoor environment and heat generated by the electric drive unit at the same time.

Description

Technical Field

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

[0002] In the related art, the vehicle's thermal management system can absorb ambient heat for heating the passenger compartment, and the heat exchange amount between the thermal management system and the environment is related to the ambient temperature. The ambient temperature range in which the thermal management system can utilize ambient heat is narrow. Therefore, the mode in which the vehicle's thermal management system absorbs ambient heat to heat the passenger compartment can be used in very small scenarios, resulting in high heating energy consumption of the vehicle's thermal management system. Summary of the invention

[0003] An object of the present disclosure is to provide a vehicle thermal management system and a vehicle to at least partially solve the problems existing in the related art.

[0004] In order to achieve the above-mentioned object, the present disclosure provides a vehicle thermal management system in a first aspect, the vehicle thermal management system comprising a first flow path, a second flow path, a second expansion valve and a heat exchange component.

[0005] Along the direction from the inlet of the first flow path to the outlet of the first flow path, the first flow path includes a compressor, an indoor condenser, a first expansion valve and an outdoor heat exchanger connected in series in sequence, the outlet of the first flow path is connected to the inlet of the second expansion valve, the outlet of the second expansion valve is connected to the first inlet of the heat exchange component, and the first outlet of the heat exchange component is connected to the inlet of the first flow path;

[0006] The second flow path includes a first water pump and an electric drive unit connected in series, the electric drive unit includes one or more of a motor, an electronic control and a battery, the outlet of the second flow path is connected to the second inlet of the heat exchange component, and the second inlet of the heat exchange component is connected to the inlet of the second flow path.

[0007] Optionally, the vehicle thermal management system further comprises a first switch valve, the outlet of the first flow path is further connected to the inlet of the first switch valve, and the outlet of the first switch valve is connected to the inlet of the first flow path; and / or,

[0008] The vehicle thermal management system also includes a third expansion valve and an indoor evaporator. The outlet of the first flow path is also connected to the inlet of the third expansion valve, and the outlet of the first flow path can be selectively opened or closed to the inlet of the second expansion valve or the inlet of the third expansion valve. The outlet of the third expansion valve is connected to the inlet of the indoor evaporator, and the outlet of the indoor evaporator is connected to the inlet of the first flow path.

[0009] Optionally, the vehicle thermal management system also includes a damper mechanism and a second switching valve, the damper mechanism is used to selectively open the air duct leading to the indoor condenser and / or the air duct leading to the indoor evaporator, the outlet of the indoor condenser is connected to the inlet of the second switching valve, and the outlet of the second switching valve is connected to the inlet of the outdoor heat exchanger.

[0010] Optionally, the vehicle thermal management system further comprises a radiator;

[0011] The inlet of the radiator is connected to the outlet of the second flow path, and the outlet of the second flow path can be selectively connected or blocked with the second inlet of the heat exchange component or the inlet of the radiator. The outlet of the radiator is connected to the inlet of the second flow path, and the inlet of the second flow path can be selectively connected or blocked with the second outlet of the heat exchange component or the outlet of the radiator.

[0012] Optionally, the second outlet of the heat exchange component is connected to the inlet of the radiator, and the second outlet of the heat exchange component can be selectively connected or blocked with the inlet of the second flow path or the inlet of the radiator.

[0013] Optionally, the vehicle thermal management system includes a first three-way valve and a second three-way valve;

[0014] The outlet of the second flow path is connected to the A port of the first three-way valve, the B port of the first three-way valve is connected to the second outlet of the heat exchange component, the C port of the first three-way valve is connected to the A port of the second three-way valve, the B port of the second three-way valve is connected to the inlet of the radiator, and the C port of the second three-way valve is connected to the inlet of the second flow path.

[0015] Optionally, the electric drive unit includes at least one of a motor and an electronic control, and the vehicle thermal management system also includes a third flow path, the third flow path includes a second water pump and a battery connected in series, the outlet of the third flow path is connected to the third inlet of the heat exchange component, and the third outlet of the heat exchange component is connected to the inlet of the third flow path.

[0016] Optionally, the vehicle thermal management system further includes a fourth flow path;

[0017] The outlet of the third flow path is connected to the inlet of the third flow path, and the outlet of the third flow path can be selectively connected or blocked with the third inlet of the heat exchange component or the inlet of the third flow path;

[0018] The fourth flow path includes a PTC heater, an inlet of the fourth flow path is connected to an outlet of the second flow path and can be selectively turned on or off, and an outlet of the fourth flow path is connected to an inlet of the second flow path and can be selectively turned on or off.

[0019] Optionally, the fourth flow path further includes a third water pump connected in series with the PTC heater, and the vehicle thermal management system further includes a heater core and a four-way water valve;

[0020] The outlet of the fourth flow path is connected to the inlet of the heater core, the outlet of the fourth flow path is connected to the port A of the four-way water valve, the outlet of the fourth flow path can be selectively connected or cut off with the inlet of the heater core and the port A of the four-way water valve, and the outlet of the heater core is connected to the port A of the four-way water valve;

[0021] The inlet of the fourth flow path is connected to the B port of the four-way water valve, the C port of the four-way water valve is connected to the outlet of the third flow path, the D port of the four-way water valve is connected to the inlet of the third flow path, and the D port of the four-way water valve is also connected to the third inlet of the heat exchange component. The D port of the four-way water valve and the inlet of the third flow path can be selectively connected or blocked with the inlet of the third flow path or the third inlet of the heat exchange component.

[0022] A second aspect of the present disclosure provides a vehicle, comprising the above-mentioned vehicle thermal management system.

[0023] Through the above technical scheme, the vehicle thermal management system can simultaneously utilize the heat in the outdoor environment and the heat generated by the electric drive unit to heat the passenger compartment. The first heating mode can be applicable to a wider ambient temperature range to meet the heat requirements of the passenger compartment and improve the comfort of the passenger compartment. At the same time, it can also maximize the use of ambient heat and waste heat from the electric drive unit to achieve the purpose of recycling heat and saving energy, thereby reducing the vehicle's heating energy consumption.

[0024] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0026] Figure 1 is a flow diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure;

[0027] Figure 2 is a flow diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in a first passenger compartment heating mode;

[0028] Figure 3 is a flow diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in a second passenger compartment heating mode;

[0029] Figure 4 is a flow diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in a dehumidification mode;

[0030] Figure 5 is a flow diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in a passenger compartment cooling mode;

[0031] Figure 6 is a flow diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in an electric drive unit heat dissipation mode;

[0032] Figure 7 is a flow diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is simultaneously in a first passenger compartment heating mode and an electric drive unit heat dissipation mode;

[0033] Figure 8 is a flow diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in an electric drive unit and battery heat dissipation mode;

[0034] Fig. 9 is a flow diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in a third passenger compartment heating mode;

[0035] Fig.10 is a flow diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in a battery heating mode;

[0036] Fig.11 An exemplary embodiment of the present disclosure provides a flow diagram of a vehicle thermal management system, wherein the vehicle thermal management system is in a fourth passenger compartment heating mode.

[0037] Description of Reference Numerals

[0038] 1-first flow path; 11-compressor; 12-indoor condenser; 13-outdoor heat exchanger; 2-second flow path; 21-first water pump; 22-electric drive unit; 221-motor; 222-electronic control; 3-third flow path; 31-second water pump; 32-battery; 4-fourth flow path; 41-third water pump; 42-PTC heater; 501-first expansion valve; 502-second expansion valve; 503-third expansion valve; 511-first three-way valve; 512-second three-way valve; 513-third three-way valve; 514-fourth three-way valve; 521-first switch valve; 522-second switch valve; 53-four-way water valve; 61-heat exchange component; 62-indoor evaporator; 63-radiator; 64-heat core; 7-gas-liquid separator; 81-first sensor; 82-second sensor; 83-third sensor; 84-fourth sensor. DETAILED DESCRIPTION

[0039] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0040] In the present disclosure, unless otherwise stated, directional words such as "inside" and "outside" refer to the inside and outside of the outline of the relevant component. In addition, it should be noted that the terms such as "first" and "second" are used to distinguish one element from another element and do not have order and importance. In addition, in the description with reference to the drawings, the same mark in different drawings represents the same element.

[0041] like Figures 1 to 11 As shown, the first aspect of the present disclosure provides a vehicle thermal management system, which includes a first flow path 1, a second flow path 2, a second expansion valve 502 and a heat exchange component 61. Along the direction from the inlet of the first flow path 1 to the outlet of the first flow path 1, the first flow path 1 includes a compressor 11, an indoor condenser 12, a first expansion valve 501 and an outdoor heat exchanger 13 connected in series in sequence, the outlet of the first flow path 1 is connected to the inlet of the second expansion valve 502, the outlet of the second expansion valve 502 is connected to the first inlet of the heat exchange component 61, the first outlet of the heat exchange component 61 is connected to the inlet of the first flow path 1, the second flow path 2 includes a first water pump 21 and an electric drive unit 22 connected in series, the electric drive unit 22 includes one or more of a motor 221, an electronic control 222 and a battery 32, the outlet of the second flow path 2 is connected to the second inlet of the heat exchange component 61, and the second inlet of the heat exchange component 61 is connected to the inlet of the second flow path 2.

[0042] In the above-mentioned vehicle thermal management system, along the direction from the inlet of the first flow path 1 to the outlet of the first flow path 1, the first flow path 1 is provided with a compressor 11, an indoor condenser 12, a first expansion valve 501 and an outdoor heat exchanger 13 connected in series in sequence, the outlet of the first flow path 1 is connected to the inlet of the second expansion valve 502, the outlet of the second expansion valve 502 is connected to the first inlet of the heat exchange component 61, and the first outlet of the heat exchange component 61 is connected to the inlet of the first flow path 1, that is, the compressor 11, the indoor condenser 12, the first expansion valve 501, the outdoor heat exchanger 13 and the heat exchange component 61 can constitute a refrigerant circuit. The second flow path 2 includes a first water pump 21 and an electric drive unit 22 connected in series, the outlet of the second flow path 2 is connected to the second inlet of the heat exchange component 61, and the second inlet of the heat exchange component 61 is connected to the inlet of the second flow path 2, that is, the first water pump 21, the electric drive unit 22 and the heat exchange component 61 can constitute a coolant circuit. The refrigerant circuit and the coolant circuit can generate heat exchange in the heat exchange component 61 so that the vehicle thermal management system can have a first passenger compartment heating mode.

[0043] Specifically, if Figure 2 As shown, when the vehicle thermal management system is in the first passenger compartment heating mode, the compressor 11, the indoor condenser 12, the first expansion valve 501, the outdoor heat exchanger 13 and the heat exchange assembly 61 constitute a refrigerant circuit, the compressor 11 drives the refrigerant to circulate in the refrigerant circuit, and the high-temperature and high-pressure gaseous refrigerant flowing out of the outlet of the compressor 11 flows through the indoor condenser 12, and the refrigerant releases heat into the passenger compartment in the indoor condenser 12 to achieve heating of the passenger compartment. The refrigerant flowing out of the indoor condenser 12 becomes a low-temperature and low-pressure refrigerant after the throttling and pressure reduction effect of the first expansion valve 501, and the low-temperature and low-pressure refrigerant passes through the outdoor heat exchanger 13 to absorb heat from the environment. The refrigerant flowing out of the outdoor heat exchanger 13 passes through the second expansion valve 502 for further throttling and pressure reduction, and the refrigerant flowing out of the second expansion valve 502 flows through the heat exchange assembly 61 to absorb heat in the coolant circuit in the heat exchange assembly 61. The first water pump 21, the electric drive unit 22 and the heat exchange component 61 constitute a coolant circuit. The first water pump 21 drives the coolant to circulate in the coolant circuit. The coolant flows through the electric drive unit 22 and absorbs heat in the electric drive unit 22 (one or more of the motor 221, the electronic control 222 and the battery 32). After absorbing the heat, the coolant flows through the heat exchange component 61 to transfer the heat to the refrigerant circuit.

[0044] In the first passenger compartment heating mode, the coolant in the coolant circuit can absorb the heat of the electric drive unit 22 and transfer it to the refrigerant circuit through the heat exchange component 61. The refrigerant in the refrigerant circuit can flow through the outdoor heat exchanger 13 and the heat exchange component 61 in sequence to absorb the heat in the outdoor environment and the heat in the coolant circuit respectively, so as to dissipate the heat to the passenger compartment through the indoor condenser 12 to achieve heating of the passenger compartment. In the above process, since the refrigerant first flows through the outdoor heat exchanger 13, it can ensure that the low-temperature and low-pressure refrigerant fully absorbs the heat of the environment, and the temperature of the coolant in the coolant circuit after absorbing the heat of the electric drive unit 22 is higher than the ambient temperature. The refrigerant that absorbs the heat of the environment flows through the heat exchange component 61 after the throttling effect of the second expansion valve 502, and can further absorb the heat of the electric drive unit 22 in the coolant circuit. Therefore, even if the ambient temperature is low, the refrigerant can still absorb the heat of the environment and the heat of the electric drive unit 22 to meet the heating demand. It can be seen that in the above-mentioned embodiment, the first heating mode can be applicable within a wider range of ambient temperature, and the refrigerant circuit can make full use of the ambient heat and the waste heat of the electric drive unit 22 to heat the passenger compartment, meet the heat demand of the passenger compartment, and improve the comfort of the passenger compartment. At the same time, it can also maximize the use of ambient heat and the waste heat of the electric drive unit 22, achieve the purpose of recycling heat and saving energy, and reduce the heating energy consumption of the vehicle.

[0045] Through the above technical solution, the vehicle thermal management system can simultaneously utilize the heat in the outdoor environment and the heat generated by the electric drive unit 22 to achieve passenger compartment heating. The first heating mode can be applicable to a wider ambient temperature range to meet the heat requirements of the passenger compartment and improve the comfort of the passenger compartment. At the same time, it can also maximize the use of ambient heat and waste heat from the electric drive unit 22 to achieve the purpose of recycling heat and saving energy, thereby reducing the vehicle's heating energy consumption.

[0046] It is understandable that the heat exchange assembly 61 can be a heat exchange plate or a heat exchange integrated module, etc., for heat exchange between refrigerants or coolants on different flow paths. The first expansion valve 501 and the second expansion valve 502 (and the third expansion valve 503 mentioned in other embodiments hereinafter) can be a thermal expansion valve or an electronic expansion valve, etc., and the present disclosure does not make specific restrictions on this.

[0047] like Figure 1 As shown, optionally, a gas-liquid separator 7 may be provided between the inlet of the first flow path 1 and the compressor 11 , and the gas-liquid separator 7 is used to filter the condensate in the refrigerant to prevent the liquid refrigerant from causing liquid hammer to the compressor 11 , thereby increasing the service life of the compressor 11 .

[0048] Optionally, the vehicle thermal management system may further include a first switch valve 521, the outlet of the first flow path 1 is further connected to the inlet of the first switch valve 521, and the outlet of the first switch valve 521 is connected to the inlet of the first flow path 1. In this embodiment, the outlet of the first flow path 1 may be connected to the inlet of the first flow path 1 through the first switch valve 521, that is, the first flow path 1 does not flow through the heat exchange component 61, and the compressor 11, the indoor condenser 12, the first expansion valve 501 and the outdoor heat exchanger 13 may constitute a refrigerant circuit, so that the vehicle thermal management system may have a second passenger compartment heating mode.

[0049] like Figure 3 As shown, when the vehicle thermal management system is in the second passenger compartment heating mode, the compressor 11, the indoor condenser 12, the first expansion valve 501 and the outdoor heat exchanger 13 can form a refrigerant circuit, and the compressor 11 drives the refrigerant to circulate in the refrigerant circuit. The high-temperature and high-pressure refrigerant flowing out of the outlet of the compressor 11 can dissipate heat to the passenger compartment through the indoor condenser 12, so as to be used for heating the passenger compartment. After the throttling and pressure reduction effect of the first expansion valve 501, the refrigerant flows through the outdoor heat exchanger 13, so as to be able to absorb the heat of the outdoor environment in the outdoor heat exchanger 13. It can be seen that the vehicle thermal management system can absorb the heat of the outdoor environment through the second passenger compartment heating mode for heating the passenger compartment. Compared with the first passenger compartment heating mode, in the second passenger compartment heating mode, the refrigerant circuit only absorbs heat from the outdoor environment without flowing through the heat exchange component 61 for heat exchange. The second passenger compartment heating mode can be applied to application scenarios where ambient heat meets the heating requirements of the passenger compartment. It can shorten the flow path of the refrigerant circulation and reduce the energy consumption of the compressor 11.

[0050] Optionally, the vehicle thermal management system may further include a third expansion valve 503 and an indoor evaporator 62, the outlet of the first flow path 1 is also connected to the inlet of the third expansion valve 503, and the outlet of the first flow path 1 can be selectively connected or cut off with the inlet of the second expansion valve 502 or the inlet of the third expansion valve 503, the outlet of the third expansion valve 503 is connected to the inlet of the indoor evaporator 62, and the outlet of the indoor evaporator 62 is connected to the inlet of the first flow path 1. In this embodiment, the outlet of the first flow path 1 is connected to the inlet of the third expansion valve 503, the outlet of the first flow path 1 is cut off from the inlet of the second expansion valve 502, the outlet of the third expansion valve 503 is connected to the inlet of the indoor evaporator 62, and the outlet of the indoor evaporator 62 is connected to the inlet of the first flow path 1, that is, the compressor 11, the indoor condenser 12, the first expansion valve 501, the outdoor heat exchanger 13, the third expansion valve 503 and the indoor evaporator 62 can constitute a refrigerant circuit, so that the vehicle thermal management system can have a dehumidification mode.

[0051] like Figure 4As shown, when the vehicle thermal management system is in the dehumidification mode, the compressor 11, the indoor condenser 12, the first expansion valve 501, the outdoor heat exchanger 13, the third expansion valve 503 and the indoor evaporator 62 can form a refrigerant circuit, the compressor 11 drives the refrigerant to circulate in the refrigerant circuit, the high-temperature and high-pressure refrigerant flowing out of the outlet of the compressor 11 passes through the indoor condenser 12 and can dissipate heat to the passenger compartment, the refrigerant passes through the outdoor heat exchanger 13 after the throttling effect of the first expansion valve 501, so as to absorb the heat in the environment, the refrigerant flowing out of the outdoor heat exchanger 13 passes through the indoor evaporator 62 after the throttling effect of the third expansion valve 503, and further evaporates and absorbs heat in the indoor evaporator 62 to absorb the heat in the passenger compartment. It can be seen that in the dehumidification mode, the refrigerant can absorb the heat in the passenger compartment through the indoor evaporator 62, so that the water vapor in the passenger compartment condenses at the indoor evaporator 62, thereby achieving the dehumidification effect. The refrigerant can absorb the heat in the passenger compartment and the heat in the outdoor environment during the circulation process, and dissipate the heat into the passenger compartment through the indoor condenser 12, thereby ensuring that the temperature in the passenger compartment is stable in the dehumidification mode.

[0052] Moreover, in the above-mentioned dehumidification mode, the refrigerant flowing through the outdoor heat exchanger 13 can absorb heat from the environment, and can supplement the heat loss during the refrigerant circulation process, so that the refrigerant has a suitable pressure when it circulates to the compressor 11, so as to meet the speed requirement of the compressor 11, reduce the loss of the compressor 11, and improve the heat exchange efficiency of the entire refrigerant circulation loop. Exemplarily, the above-mentioned dehumidification mode can meet the dehumidification needs of the vehicle in spring and autumn. On the one hand, the refrigerant can absorb heat from the outside in the dehumidification mode to meet the speed requirement of the compressor 11, so that the refrigerant circulation loop can operate quickly and efficiently. On the other hand, the refrigerant absorbs environmental heat to supplement the heat loss in the refrigerant circuit to ensure the comfort of the passenger compartment.

[0053] In order to facilitate the arrangement of the indoor condenser 12 and the indoor evaporator 62 in the vehicle, the indoor condenser 12 and the indoor evaporator 62 can be arranged in an integrated manner and controlled by a damper structure. Specifically, the damper mechanism is used to selectively conduct the air duct leading to the indoor condenser 12 and / or the air duct leading to the indoor evaporator 62. When the damper mechanism conducts the air duct leading to the indoor condenser 12, the heat exchange efficiency between the indoor condenser 12 and the passenger compartment is high. When the damper mechanism conducts the air duct that does not lead to the indoor condenser 12, even if the refrigerant flows through the indoor condenser 12, the heat exchange efficiency between the indoor condenser 12 and the passenger compartment is so low that it can be ignored. Therefore, it can be regarded that the refrigerant in the indoor condenser 12 does not generate heat exchange with the passenger compartment, and the indoor condenser 12 is equivalent to a one-end flow path. Regarding the damper structure, those skilled in the art can easily implement it through relevant technologies, and the present disclosure will not elaborate on it here.

[0054] In an exemplary embodiment, the vehicle thermal management system may further include a damper mechanism and a second switch valve 522, wherein the damper mechanism is used to selectively conduct the air duct leading to the indoor condenser 12 and / or the air duct leading to the indoor evaporator 62, wherein the outlet of the indoor condenser 12 is connected to the inlet of the second switch valve 522, and the outlet of the second switch valve 522 is connected to the inlet of the outdoor heat exchanger 13. In this embodiment, the damper mechanism may close the air duct leading to the indoor condenser 12, and the heat exchange efficiency between the indoor condenser 12 and the passenger compartment is low, and the heat exchange between the indoor condenser 12 and the passenger compartment may be ignored, and the indoor condenser 12 may be regarded as a one-end flow path. The damper mechanism may conduct the air duct leading to the indoor evaporator 62, so that heat exchange occurs between the indoor evaporator 62 and the passenger compartment. When the second switch valve 522 is in an open state and the first expansion valve 501 is in a closed state, the compressor 11, the outdoor heat exchanger 13, the third expansion valve 503 and the indoor evaporator 62 can be connected in series to form a refrigerant circuit so that the vehicle thermal management system can have a passenger compartment cooling mode.

[0055] Specifically, if Figure 5 As shown, when the vehicle thermal management system is in the passenger compartment cooling mode, the damper mechanism closes the air duct leading to the indoor condenser 12, and the damper mechanism opens the air duct leading to the indoor evaporator 62. The second switch valve 522 is in an open state, and the first expansion valve 501 is in a closed state. The compressor 11, the outdoor heat exchanger 13, the third expansion valve 503 and the indoor evaporator 62 can be connected in series to form a refrigerant circuit. The compressor 11 drives the refrigerant to circulate in the refrigerant circuit. The high-temperature and high-pressure refrigerant flowing out of the outlet of the compressor 11 flows through the outdoor heat exchanger 13 to dissipate heat from the outdoor heat exchanger 13 to the outdoor environment. The refrigerant flowing out of the outlet of the outdoor heat exchanger 13 flows through the indoor evaporator 62 after the throttling and pressure reduction effect of the third expansion valve 503, and evaporates in the indoor evaporator 62 and absorbs heat in the passenger compartment, thereby reducing the temperature in the passenger compartment. It can be seen that in the passenger compartment cooling mode, the refrigerant flows through the indoor evaporator 62 to absorb the heat in the passenger compartment, and dissipates the heat through the outdoor heat exchanger 13, thereby realizing the passenger compartment cooling function.

[0056] Optionally, the vehicle thermal management system may further include a radiator 63, the inlet of the radiator 63 is connected to the outlet of the second flow path 2, the outlet of the second flow path 2 can be selectively connected or cut off with the second inlet of the heat exchange component 61 or the inlet of the radiator 63, the outlet of the radiator 63 is connected to the inlet of the second flow path 2, and the inlet of the second flow path 2 can be selectively connected or cut off with the second outlet of the heat exchange component 61 or the outlet of the radiator 63. When the outlet of the second flow path 2 is connected to the inlet of the radiator 63, and the outlet of the radiator 63 is connected to the inlet of the second flow path 2, the first water pump 21, the electric drive unit 22 and the radiator 63 can form a coolant circuit, so that the vehicle thermal management system can have a heat dissipation mode of the electric drive unit 22.

[0057] like Figure 6 As shown, when the vehicle thermal management system is in the heat dissipation mode of the electric drive unit 22, the outlet of the second flow path 2 is connected to the inlet of the radiator 63, and the outlet of the radiator 63 is connected to the inlet of the second flow path 2. The first water pump 21, the electric drive unit 22 and the radiator 63 can form a coolant circuit. The first water pump 21 drives the coolant to circulate in the coolant circuit. The coolant flows through the electric drive unit 22 and absorbs the heat of the electric drive unit 22. The coolant after absorbing the heat flows through the radiator 63 and dissipates the heat, thereby realizing cooling and heat dissipation of the electric drive unit 22.

[0058] In the above embodiment, if Figure 7 As shown, optionally, the second outlet of the heat exchange component 61 is connected to the inlet of the radiator 63, and the second outlet of the heat exchange component 61 can be selectively connected or disconnected with the inlet of the second flow path 2 or the inlet of the radiator 63. When the outlet of the second flow path 2 is connected to the inlet of the heat exchange component 61, and the outlet of the heat exchange component 61 is connected to the inlet of the radiator 63, the first water pump 21, the electric drive unit 22, the heat exchange component 61 and the radiator 63 can form a coolant loop, so that the vehicle thermal management system can be in the first passenger compartment heating mode and the electric drive unit 22 heat dissipation mode at the same time.

[0059] Specifically, Figure 7As shown, the vehicle thermal management system is simultaneously in the first passenger compartment heating mode and the electric drive unit 22 heat dissipation mode, the outlet of the second flow path 2 is connected to the inlet of the heat exchange component 61, the outlet of the heat exchange component 61 is connected to the inlet of the radiator 63, the first water pump 21, the electric drive unit 22, the heat exchange component 61 and the radiator 63 can constitute a coolant circuit, the coolant flows through the electric drive unit 22 and absorbs the heat of the electric drive unit 22, the coolant after absorbing the heat flows through the heat exchange component 61 and transfers the heat to the refrigerant flow path, so as to heat the passenger compartment. The coolant flowing out of the second outlet of the heat exchange component 61 enters the radiator 63 for further heat dissipation, thereby dissipating the heat to the outdoor environment. In the above process, the vehicle thermal management system can reasonably recycle and distribute the heat of the electric drive unit 22, that is, it can meet the heating demand of the passenger compartment and ensure the cooling effect of the electric drive unit 22.

[0060] The second outlet of the heat exchange component 61 can be selectively connected or disconnected with the inlet of the second flow path 2 or the inlet of the radiator 63. The vehicle thermal management system can be implemented by multiple switch valves or three-way valves. As an implementation method, Figure 6 and Figure 7 As shown, optionally, the vehicle thermal management system may also include a first three-way valve 511 and a second three-way valve 512, the outlet of the second flow path 2 is connected to the A port of the first three-way valve 511, the B port of the first three-way valve 511 is connected to the second outlet of the heat exchange component 61, the C port of the first three-way valve 511 is connected to the A port of the second three-way valve 512, the B port of the second three-way valve 512 is connected to the inlet of the radiator 63, and the C port of the second three-way valve 512 is connected to the inlet of the second flow path 2.

[0061] In the above embodiment, if Figure 2 As shown, when the vehicle thermal management system is in the first passenger compartment heating mode, the B port and the C port of the first three-way valve 511 are connected, and the A port and the C port are blocked, and the A port and the B port of the second three-way valve 512 are connected, and the A port and the B port are blocked, so that the outlet of the second flow path 2 can be connected to the second inlet of the heat exchange component 61, and the second outlet of the heat exchange component 61 is connected to the inlet of the second flow path 2, and the vehicle thermal management system can be in the first passenger compartment heating mode.

[0062] like Figure 6 As shown, when the vehicle thermal management system is in the heat dissipation mode of the electric drive unit 22, the A port and the C port of the first three-way valve 511 are connected, and the B port and the C port are blocked, and the A port and the B port of the second three-way valve 512 are connected, and the A port and the C port are blocked, so that the outlet of the second flow path 2 can be connected to the inlet of the radiator 63, and the outlet of the radiator 63 is connected to the inlet of the second flow path 2, and the vehicle thermal management system can be in the heat dissipation mode of the electric drive unit 22.

[0063] like Figure 7As shown, when the vehicle thermal management system is in the first passenger compartment heating mode and the electric drive unit 22 heat dissipation mode at the same time, the B port and the C port of the first three-way valve 511 are connected, and the A port and the C port are blocked, and the A port and the B port of the second three-way valve 512 are connected, and the A port and the C port are blocked, so that the outlet of the second flow path 2 can be connected to the second inlet of the heat exchange component 61, the second outlet of the heat exchange component 61 is connected to the inlet of the radiator 63, and the outlet of the radiator 63 is connected to the inlet of the second flow path 2, and the vehicle thermal management system can be in the first passenger compartment heating mode and the electric drive unit 22 heat dissipation mode at the same time.

[0064] Optionally, the electric drive unit 22 includes at least one of a motor 221 and an electric control 222, for example, the electric drive unit 22 includes a motor 221 and an electric control 222. The vehicle thermal management system may further include a third flow path 3, the third flow path 3 includes a second water pump 31 and a battery 32 connected in series, the outlet of the third flow path 3 is connected to the third inlet of the heat exchange component 61, and the third outlet of the heat exchange component 61 is connected to the inlet of the third flow path 3. In this embodiment, the second water pump 31, the battery 32 and the heat exchange component 61 can constitute a coolant loop, so that the vehicle thermal management system can have a battery heat dissipation mode and a third passenger compartment heating mode.

[0065] Specifically, if Figure 8 As shown, when the vehicle management system is in the battery cooling mode, the first water pump 21, the electric drive unit 22, the heat exchange component 61 and the radiator 63 can constitute a first coolant circuit, and the second water pump 31, the battery 32 and the heat exchange component 61 can constitute a second coolant circuit. The first water pump 21 drives the coolant to circulate in the first coolant circuit, and the coolant flows to the heat exchange component 61 and absorbs the heat in the second coolant circuit through the heat exchange component 61. The coolant after absorbing the heat flows through the radiator 63 and dissipates the heat. In the second coolant circuit, the second water pump 31 drives the coolant to circulate in the second coolant circuit, and the coolant absorbs the heat of the battery 32 and transfers the heat to the first coolant circuit through the heat exchange component 61, so as to dissipate it through the radiator 63 in the first coolant circuit.

[0066] The above-mentioned battery heat dissipation mode can be applied to the application scenario of charging the battery 32. When the vehicle is charged in a low-temperature environment, the battery 32 will generate heat. The vehicle thermal management system can dissipate the heat generated by the battery 32 through the radiator 63 through the battery heat dissipation mode, thereby realizing the cooling of the battery 32. In this application scenario, the electric drive unit 22 is not working, so the electric drive unit 22 has no heat dissipation requirements, and the heat exchange generated when the coolant flows through the electric drive unit 22 can be ignored.

[0067] like Fig. 9As shown, when the vehicle management system is in the third passenger compartment heating mode, the compressor 11, the indoor condenser 12, the first expansion valve 501, the outdoor heat exchanger 13 and the heat exchange component 61 constitute a refrigerant circuit, and the compressor 11 drives the refrigerant to circulate in the refrigerant circuit. The high-temperature and high-pressure gaseous refrigerant flowing out of the outlet of the compressor 11 flows through the indoor condenser 12, and the refrigerant releases heat into the passenger compartment in the indoor condenser 12 to achieve heating of the passenger compartment. The refrigerant flowing out of the indoor condenser 12 becomes a low-temperature and low-pressure refrigerant after the throttling and pressure reduction effect of the first expansion valve 501, and the low-temperature and low-pressure refrigerant passes through the outdoor heat exchanger 13 to absorb heat from the environment. The refrigerant flowing out of the outdoor heat exchanger 13 passes through the second expansion valve 502 for further throttling and pressure reduction, and the refrigerant flowing out of the second expansion valve 502 flows through the heat exchange component 61 to absorb heat in the coolant circuit in the heat exchange component 61. The second water pump 31, the battery 32 and the heat exchange component 61 can form a coolant circuit. The second water pump 31 drives the coolant to circulate in the coolant circuit. The coolant flows through the battery 32 and absorbs the heat generated by the battery 32. The coolant after absorbing the heat flows through the heat exchange component 61 to transfer the heat to the refrigerant circuit. In the above process, the coolant in the coolant circuit can absorb the heat of the battery 32 and transfer the heat to the refrigerant circuit through the heat exchange component 61. The refrigerant circuit uses the heat of the battery 32 to heat the passenger compartment, meet the heat demand of the passenger compartment, and improve the comfort of the passenger compartment. At the same time, it can also maximize the use of the waste heat of the battery 32, achieve the purpose of recycling heat and saving energy, and reduce the heating energy consumption of the vehicle.

[0068] Optionally, the vehicle thermal management system may further include a fourth flow path 4, the outlet of the third flow path 3 is connected to the inlet of the third flow path 3, the outlet of the third flow path 3 can be selectively connected or cut off with the third inlet of the heat exchange component 61 or the inlet of the third flow path 3, the fourth flow path 4 includes a PTC heater 42, the inlet of the fourth flow path 4 is connected to the outlet of the second flow path 2 and can be selectively connected or cut off, and the outlet of the fourth flow path 4 is connected to the inlet of the second flow and can be selectively connected or cut off. In the above embodiment, the outlet of the third flow path 3 is connected to the inlet of the fourth flow path 4, the outlet of the fourth flow path 4 is connected to the inlet of the third flow path 3, the second water pump 31, the battery 32 and the PTC heater 42 can constitute a coolant circuit, so that the vehicle thermal management system can have a battery 32 heating mode.

[0069] like Fig.10As shown, when the vehicle thermal management system is in the battery 32 heating mode, the outlet of the third flow path 3 is connected to the inlet of the fourth flow path 4, the outlet of the fourth flow path 4 is connected to the inlet of the third flow path 3, the second water pump 31, the battery 32 and the PTC heater 42 form a coolant loop, the second water pump 31 drives the coolant to circulate, the coolant flows through the PTC heater 42 to absorb heat, and the coolant after absorbing heat flows through the battery 32 to heat the battery 32. The battery 32 heating mode is suitable for starting or running a vehicle in a low temperature environment, which can increase the temperature of the battery 32, ensure the operating stability and function of the battery 32, and increase the service life of the battery 32.

[0070] Optionally, the fourth flow path 4 may also include a third water pump 41 connected in series with the PTC heater 42, and the vehicle thermal management system may also include a heater core 64 and a four-way water valve 53, the outlet of the fourth flow path 4 is connected to the inlet of the heater core 64, the outlet of the fourth flow path 4 is connected to the A port of the four-way water valve 53, the outlet of the fourth flow path 4 can be selectively connected or cut off with the inlet of the heater core 64 and the A port of the four-way water valve 53, the outlet of the heater core 64 is connected to the A port of the four-way water valve 53, the inlet of the fourth flow path 4 is connected to the B port of the four-way water valve 53, the C port of the four-way water valve 53 is connected to the outlet of the third flow path 3, the D port of the four-way water valve 53 is connected to the inlet of the third flow path 3, the D port of the four-way water valve 53 is connected to the third inlet of the heat exchange component 61, and the D port of the four-way water valve 53 and the inlet of the third flow path 3 can be selectively connected or cut off with the inlet of the third flow path 3 or the third inlet of the heat exchange component 61.

[0071] In the above embodiment, if Figure 8 As shown, when the vehicle thermal management system is in the battery 32 cooling mode, or, as shown in FIG. Fig. 9 As shown, when the vehicle thermal management system is in the third passenger compartment heating mode, the D port and the C port of the four-way water valve 53 are connected, so that the outlet of the third flow path 3 is connected to the third inlet of the heat exchange component 61, and the third outlet of the heat exchange component 61 is connected to the inlet of the third flow path 3.

[0072] like Fig.10 As shown, when the vehicle thermal management system is in the battery 32 heating mode, the A port and the D port of the four-way water valve 53 are connected, and the B port and the C port are connected, so that the outlet of the third flow path 3 and the inlet of the fourth flow path 4 are connected, and the outlet of the fourth flow path 4 and the inlet of the third flow path 3 are connected, and the vehicle thermal management system can be in the battery 32 heating mode.

[0073] like Fig.11As described above, the vehicle thermal management system may also have a fourth passenger compartment heating mode. In this mode, port A and port B of the four-way water valve 53 are connected, and the third water pump 41, the PTC heater 42 and the heater core 64 form a coolant circuit. The third water pump 41 drives the coolant to circulate. The coolant absorbs the heat of the PTC heater 42 and dissipates the heat into the passenger compartment through the heater core 64, so as to heat the passenger compartment and improve comfort.

[0074] In the above embodiment, optionally, the vehicle thermal management system may include a third three-way valve 513, the outlet of the fourth flow path 4 is connected to the A port of the third three-way valve 513, the B port of the third three-way valve 513 is connected to the inlet of the heater core 64, and the C port of the third three-way valve 513 is connected to the A port of the four-way water valve 53.

[0075] Optionally, the vehicle thermal management system may also include a fourth three-way valve 514, the D port of the four-way water valve 53 is connected to the A port of the fourth three-way valve 514, the B port of the fourth three-way valve 514 is connected to the third inlet of the heat exchange component 61, and the C port of the fourth three-way valve 514 is connected to the inlet of the third flow path 3.

[0076] like Figure 1 As shown, optionally, the vehicle thermal management system may also be provided with a plurality of sensors for detecting the pressure and / or temperature of the vehicle thermal management system. Optionally, the vehicle thermal management system may include a first sensor 81, a second sensor 82, a third sensor 83, and a fourth sensor 84. The first sensor 81 may be provided at the outlet of the compressor 11, and the first sensor 81 may be a pressure sensor and / or a temperature sensor to detect the pressure and / or temperature of the refrigerant at the outlet of the compressor 11. The second sensor 82 may be provided at the inlet of the compressor 11, and the second sensor 82 may be a pressure sensor to detect the pressure of the refrigerant entering the compressor 11, and in the embodiment including the gas-liquid separator 7, the second sensor 82 may be provided at the inlet of the gas-liquid separator 7. The third sensor 83 may be a temperature sensor, and the third sensor 83 may be provided at the outlet of the indoor evaporator 62 to detect the temperature of the refrigerant flowing out of the indoor evaporator 62. The fourth sensor 84 may be a temperature sensor, and the fourth sensor 84 may be provided at the first outlet of the heat exchange component 61 to detect the temperature of the refrigerant flowing out of the heat exchange component 61.

[0077] For ease of understanding, the following will be Figure 1 As an example, combined with Figures 2 to 11 To describe the cycle process and principle of the main working mode of the vehicle thermal management system provided by the present invention.

[0078] Mode 1: First passenger compartment heating mode, such as Figure 2As shown, in this mode, the compressor 11 is in operation, the first water pump 21 is in operation, the states of the second water pump 31 and the third water pump 41 are not restricted, the first expansion valve 501 is in throttling state, the second expansion valve 502 is in throttling state, the third expansion valve 503 is in closed state, the first switch valve 521 and the second switch valve 522 are both in closed state, the B port of the first three-way valve 511 is connected to the C port, and the A port is cut off, the A port of the second three-way valve 512 is connected to the C port, and the B port is cut off, the states of the third three-way valve 513 and the fourth three-way valve 514 are not specifically restricted, the state of the four-way water valve 53 is not restricted, and the damper mechanism connects the air duct leading to the indoor condenser 12, so that the compressor 11, the indoor condenser 12, the first expansion valve 501, the outdoor heat exchanger 13 and the heat exchange component 61 constitute a refrigerant circuit, and the first water pump 21, the electric drive unit 22 and the heat exchange component 61 constitute a coolant circuit.

[0079] In the coolant circuit, the first water pump 21 drives the coolant to circulate in the coolant circuit, and the coolant flows through the electric drive unit 22 and absorbs heat in the electric drive unit 22 (one or more of the motor 221, the electronic control 222 and the battery 32). After absorbing the heat, the coolant flows through the heat exchange component 61 to transfer the heat to the refrigerant circuit. In the refrigerant circuit, the compressor 11 drives the refrigerant to circulate in the refrigerant circuit, and the high-temperature and high-pressure gaseous refrigerant flowing out of the outlet of the compressor 11 flows through the indoor condenser 12, and the refrigerant releases heat into the passenger compartment in the indoor condenser 12 to achieve heating of the passenger compartment. The refrigerant flowing out of the indoor condenser 12 becomes a low-temperature and low-pressure refrigerant after the throttling and pressure reduction effect of the first expansion valve 501, and the low-temperature and low-pressure refrigerant passes through the outdoor heat exchanger 13 to absorb heat in the environment. The refrigerant flowing out of the outdoor heat exchanger 13 passes through the second expansion valve 502 to further throttle and reduce pressure, and the refrigerant flowing out of the second expansion valve 502 flows through the heat exchange component 61, so as to absorb the heat in the coolant circuit in the heat exchange component 61. In the above process, the coolant in the coolant circuit can absorb the heat of the electric drive unit 22 and transfer it to the refrigerant circuit through the heat exchange component 61. The refrigerant in the refrigerant circuit can flow through the outdoor heat exchanger 13 and the heat exchange component 61 in sequence to absorb the heat in the outdoor environment and the heat in the coolant circuit respectively, so as to dissipate the heat to the passenger compartment through the indoor condenser 12 to achieve heating of the passenger compartment.

[0080] Mode 2: Second passenger compartment heating mode, such as Figure 3As shown, in this mode, the compressor 11 is in operation, the first water pump 21, the second water pump 31 and the third water pump 41 are not restricted, the first expansion valve 501 is in a throttling state, the third expansion valve 503 and the second expansion valve 502 are both in a closed state, the first switch valve 521 is in an open state, the second switch valve 522 is in a closed state, the states of the first three-way valve 511, the third three-way valve 513 and the fourth three-way valve 514 are not specifically restricted, the state of the four-way water valve 53 is not restricted, and the damper mechanism connects the air duct leading to the indoor condenser 12, so that the compressor 11, the indoor condenser 12, the first expansion valve 501 and the outdoor heat exchanger 13 form a refrigerant circuit.

[0081] In the refrigerant circuit, the compressor 11 drives the refrigerant to circulate in the refrigerant circuit. The high-temperature and high-pressure refrigerant flowing out of the outlet of the compressor 11 can dissipate heat to the passenger compartment through the indoor condenser 12, so as to be used for heating the passenger compartment. The refrigerant flows through the outdoor heat exchanger 13 after the throttling and pressure reduction effect of the first expansion valve 501, so as to absorb the heat of the outdoor environment in the outdoor heat exchanger 13. That is, the refrigerant in the refrigerant circuit flows through the outdoor heat exchanger 13 to absorb the heat of the outdoor environment, and dissipates the heat into the passenger compartment through the indoor condenser 12, so as to be used for heating the passenger compartment.

[0082] Mode 3: Dehumidification mode, such as Figure 4 As shown, in this mode, the compressor 11 is in operation, the states of the first water pump 21, the second water pump 31 and the third water pump 41 are not restricted, the first expansion valve 501 is in a throttling state, the second expansion valve 502 is in a closed state, and the third expansion valve 503 is in a throttling state, the first switch valve 521 and the second switch valve 522 are both in a closed state, the states of the first three-way valve 511, the third three-way valve 513 and the fourth three-way valve 514 are not specifically restricted, the state of the four-way water valve 53 is not restricted, and the damper mechanism simultaneously connects the air duct leading to the indoor condenser 12 and the air duct leading to the indoor evaporator 62, so that the compressor 11, the indoor condenser 12, the first expansion valve 501, the outdoor heat exchanger 13, the third expansion valve 503 and the indoor evaporator 62 constitute a refrigerant circuit.

[0083] In the refrigerant circuit, the compressor 11 drives the refrigerant to circulate in the refrigerant circuit. The high-temperature and high-pressure refrigerant flowing out of the outlet of the compressor 11 can dissipate heat to the passenger compartment through the indoor condenser 12. The refrigerant flows through the outdoor heat exchanger 13 after the throttling effect of the first expansion valve 501, so as to absorb heat from the environment. The refrigerant flowing out of the outdoor heat exchanger 13 passes through the indoor evaporator 62 after the throttling effect of the third expansion valve 503, and further evaporates and absorbs heat in the indoor evaporator 62 to absorb heat in the passenger compartment. In the above process, the refrigerant can absorb the heat in the passenger compartment through the indoor evaporator 62, so that the water vapor in the passenger compartment condenses at the indoor evaporator 62, thereby achieving the effect of dehumidification. The refrigerant can absorb the heat in the passenger compartment and the heat of the outdoor environment during the circulation process, and dissipate the heat to the passenger compartment through the indoor condenser 12, thereby ensuring that the temperature in the passenger compartment is in a stable state in the dehumidification mode.

[0084] Mode 4: Passenger compartment cooling mode, such as Figure 5 As shown, in this mode, the compressor 11 is in operation, the states of the first water pump 21, the second water pump 31 and the third water pump 41 are not restricted, the first expansion valve 501 and the second expansion valve 502 are both in a closed state, the third expansion valve 503 is in a throttling state, the first switch valve 521 is in a closed state, the second switch valve 522 is both in an open state, the states of the first three-way valve 511, the third three-way valve 513 and the fourth three-way valve 514 are not specifically restricted, the state of the four-way water valve 53 is not restricted, the damper mechanism closes the air duct leading to the indoor condenser 12, and the damper mechanism opens the air duct leading to the indoor evaporator 62, so that the compressor 11, the first expansion valve 501, the outdoor heat exchanger 13, the third expansion valve 503 and the indoor evaporator 62 constitute a refrigerant circuit.

[0085] In the refrigerant circuit, the compressor 11 drives the refrigerant to circulate in the refrigerant circuit. The high-temperature and high-pressure refrigerant flowing out from the outlet of the compressor 11 flows through the outdoor heat exchanger 13 to dissipate heat from the outdoor heat exchanger 13 to the outdoor environment. The refrigerant flowing out from the outlet of the outdoor heat exchanger 13 flows through the indoor evaporator 62 after the throttling and pressure reduction effect of the third expansion valve 503, and evaporates in the indoor evaporator 62 and absorbs heat in the passenger compartment, thereby reducing the temperature in the passenger compartment and realizing passenger compartment cooling.

[0086] Mode 5: Drive unit cooling mode, such as Figure 6As shown, in this mode, the state of the compressor 11 is not restricted, the first water pump 21 is in operation, the states of the second water pump 31 and the third water pump 41 are not restricted, the states of the first expansion valve 501, the second expansion valve 502 and the third expansion valve 503 are not restricted, the states of the first switch valve 521 and the second switch valve 522 are not restricted, the A port and the C port of the first three-way valve 511 are connected, and the B port is blocked, the A port and the B port of the second three-way valve 512 are connected, and the C port is blocked, the states of the third three-way valve 513 and the fourth three-way valve 514 are not specifically restricted, the state of the four-way water valve 53 is not restricted, and the state of the damper mechanism is not restricted, so that the first water pump 21, the electric drive unit 22 and the radiator 63 form a coolant circuit.

[0087] In the coolant circuit, the first water pump 21 drives the coolant to circulate in the coolant circuit. The coolant flows through the electric drive unit 22 and absorbs the heat of the electric drive unit 22. After absorbing the heat, the coolant flows through the radiator 63 and dissipates the heat, thereby achieving cooling and heat dissipation of the electric drive unit 22.

[0088] In addition, if Figure 7 As shown, the vehicle thermal management system can also be in the first passenger compartment heating mode and the drive unit cooling mode at the same time, which is not elaborated in the present disclosure.

[0089] Mode 6: Battery cooling mode, such as Figure 8 As shown, in this mode, the state of the compressor 11 is in the closed state, the first water pump 21 and the second water pump 31 are both in the running state, the state of the third water pump 41 is not limited, the first expansion valve 501, the second expansion valve 502 and the third expansion valve 503 are all in the closed state, the first switch valve 521 and the second switch valve 522 are both closed, the B port of the first three-way valve 511 is connected to the C port, and the A port is cut off, the A port of the second three-way valve 512 is connected to the B port, and the C port is cut off, the A port of the fourth three-way valve 514 is connected to the B port, and the C port is cut off, the state of the third three-way valve 513 is not specifically limited, the D port and the C port of the four-way water valve 53 are connected, and the A port and the B port are connected, and the state of the damper mechanism is not limited, so that the first water pump 21, the electric drive unit 22, the heat exchange component 61 and the radiator 63 can constitute a first coolant circuit, and the second water pump 31, the battery 32 and the heat exchange component 61 can constitute a second coolant circuit.

[0090] The first water pump 21, the electric drive unit 22, the heat exchange component 61 and the radiator 63 can constitute a first coolant circuit, and the second water pump 31, the battery 32 and the heat exchange component 61 can constitute a second coolant circuit. The first water pump 21 drives the coolant to circulate in the first coolant circuit, and the coolant flows to the heat exchange component 61 and absorbs the heat in the second coolant circuit through the heat exchange component 61. The coolant after absorbing the heat flows through the radiator 63 and dissipates the heat. In the second coolant circuit, the second water pump 31 drives the coolant to circulate in the second coolant circuit, and the coolant absorbs the heat of the battery 32 and transfers the heat to the first coolant circuit through the heat exchange component 61, so as to dissipate it through the radiator 63 in the first coolant circuit, thereby cooling the battery 32.

[0091] Mode 7: The third passenger compartment heating mode, such as Fig. 9 As shown, in this mode, the state of the compressor 11 is in the running state, the first water pump 21 is in the closed state, the second water pump 31 is in the running state, and the state of the third water pump 41 is not restricted. The first expansion valve 501 and the second expansion valve 502 are in the throttling state, and the third expansion valve 503 is in the closed state. The first switch valve 521 and the second switch valve 522 are both in the closed state. The states of the first three-way valve 511, the second three-way valve 512 and the third three-way valve 513 are not restricted. The A port of the fourth three-way valve 514 is connected to the B port and the C port is cut off. The D port and the C port of the four-way water valve 53 are connected, and the A port and the B port are connected. The damper mechanism is connected to the air duct leading to the indoor condenser 12, so that the compressor 11, the indoor condenser 12, the first expansion valve 501, the outdoor heat exchanger 13 and the heat exchange component 61 constitute a refrigerant circuit, and the second water pump 31, the battery 32 and the heat exchange component 61 can constitute a coolant circuit.

[0092] In the coolant circuit, the second water pump 31 drives the coolant to circulate in the coolant circuit, the coolant flows through the battery 32 and absorbs the heat generated by the battery 32, and the coolant after absorbing the heat flows through the heat exchange component 61 to transfer the heat to the refrigerant circuit. In the refrigerant circuit, the compressor 11 drives the refrigerant to circulate in the refrigerant circuit, and the high-temperature and high-pressure gaseous refrigerant flowing out of the outlet of the compressor 11 flows through the indoor condenser 12, and the refrigerant releases the heat into the passenger compartment in the indoor condenser 12 to achieve heating of the passenger compartment. The refrigerant flowing out of the indoor condenser 12 becomes a low-temperature and low-pressure refrigerant after the throttling and pressure reduction effect of the first expansion valve 501, and the low-temperature and low-pressure refrigerant passes through the outdoor heat exchanger 13 to absorb the heat in the environment. The refrigerant flowing out of the outdoor heat exchanger 13 passes through the second expansion valve 502 to further throttle and reduce the pressure, and the refrigerant flowing out of the second expansion valve 502 flows through the heat exchange component 61 to absorb the heat in the coolant circuit in the heat exchange component 61. In the above process, the coolant in the coolant circuit can absorb the heat of the battery 32 and transfer the heat to the refrigerant circuit through the heat exchange component 61. The refrigerant circuit uses the heat of the battery 32 to heat the passenger compartment.

[0093] Mode 8: Battery 32 heating mode, such as Fig.10 As shown, in this mode, the state of the compressor 11 is not restricted, the first water pump 21 and the third water pump 41 are both in the closed state, the second water pump 31 is in the running state, the first expansion valve 501, the second expansion valve 502 are in the throttling state, and the state of the third expansion valve 503 is not restricted, the states of the first switch valve 521 and the second switch valve 522 are not restricted, the states of the first three-way valve 511 and the second three-way valve 512 are not restricted, the port A of the third three-way valve 513 is connected to the port C, and the port B is blocked, the port A of the fourth three-way valve 514 is connected to the port C, and the port B is blocked, the port A and the port D of the four-way water valve 53 are connected, and the port B and the port C are connected, and the damper mechanism is not restricted, so that the second water pump 31, the battery 32 and the PTC heater 42 form a coolant circuit.

[0094] In the coolant circuit, the second water pump 31 drives the coolant to circulate, and the coolant flows through the PTC heater 42 to absorb heat. After absorbing the heat, the coolant flows through the battery 32 to heat the battery 32 .

[0095] Mode 9: Fourth passenger compartment heating mode, such as Fig.11As shown, in this mode, the state of the compressor 11 is not restricted, the first water pump 21 and the third water pump 41 are both in the closed state, the second water pump 31 is in the running state, the first expansion valve 501, the second expansion valve 502 are in the throttling state, and the state of the third expansion valve 503 is not restricted, the states of the first switch valve 521 and the second switch valve 522 are not restricted, the states of the first three-way valve 511, the second three-way valve 512 and the fourth three-way valve 514 are not restricted, the A port and the B port of the third three-way valve 513 are connected, and the C port is blocked, the A port and the B port of the four-way water valve 53 are connected, and the damper mechanism is not restricted, so that the third water pump 41, the PTC heater 42 and the warm air core 64 form a coolant circuit.

[0096] In the coolant circuit, the third water pump 41 drives the coolant to circulate, and the coolant absorbs the heat of the PTC heater 42 and dissipates the heat into the passenger compartment through the heater core 64 to heat the passenger compartment and improve comfort.

[0097] It should be noted that the thermal management system provided in the embodiments of the present disclosure is not limited to only including the above-mentioned modes, and the modes that can be inferred by those skilled in the art based on the embodiments provided in the present disclosure all fall within the protection scope of the technical solution of the present disclosure.

[0098] A second aspect of the present disclosure provides a vehicle, including the above-mentioned vehicle thermal management system. The vehicle here can be a new energy vehicle, an electric vehicle, or a hybrid vehicle.

[0099] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0100] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0101] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A vehicle thermal management system, It is characterized in that The vehicle thermal management system includes a first flow path, a second flow path, a second expansion valve and a heat exchange component. Along the direction from the inlet of the first flow path to the outlet of the first flow path, the first flow path includes a compressor, an indoor condenser, a first expansion valve and an outdoor heat exchanger connected in series in sequence, the outlet of the first flow path is connected to the inlet of the second expansion valve, the outlet of the second expansion valve is connected to the first inlet of the heat exchange component, and the first outlet of the heat exchange component is connected to the inlet of the first flow path; The second flow path includes a first water pump and an electric drive unit connected in series, the electric drive unit includes one or more of a motor, an electronic control and a battery, the outlet of the second flow path is connected to the second inlet of the heat exchange component, and the second inlet of the heat exchange component is connected to the inlet of the second flow path.

2. The vehicle thermal management system according to claim 1, It is characterized in that The vehicle thermal management system further includes a first switch valve, the outlet of the first flow path is also connected to the inlet of the first switch valve, and the outlet of the first switch valve is connected to the inlet of the first flow path; and / or, The vehicle thermal management system also includes a third expansion valve and an indoor evaporator. The outlet of the first flow path is also connected to the inlet of the third expansion valve, and the outlet of the first flow path can be selectively opened or closed to the inlet of the second expansion valve or the inlet of the third expansion valve. The outlet of the third expansion valve is connected to the inlet of the indoor evaporator, and the outlet of the indoor evaporator is connected to the inlet of the first flow path.

3. The vehicle thermal management system according to claim 2, It is characterized in that The vehicle thermal management system also includes a damper mechanism and a second switch valve, wherein the damper mechanism is used to selectively open the air duct leading to the indoor condenser and / or the air duct leading to the indoor evaporator, the outlet of the indoor condenser is connected to the inlet of the second switch valve, and the outlet of the second switch valve is connected to the inlet of the outdoor heat exchanger.

4. The vehicle thermal management system according to claim 1, It is characterized in that The vehicle thermal management system also includes a radiator; The inlet of the radiator is connected to the outlet of the second flow path, and the outlet of the second flow path can be selectively connected or blocked with the second inlet of the heat exchange component or the inlet of the radiator. The outlet of the radiator is connected to the inlet of the second flow path, and the inlet of the second flow path can be selectively connected or blocked with the second outlet of the heat exchange component or the outlet of the radiator.

5. The vehicle thermal management system according to claim 4, It is characterized in that The second outlet of the heat exchange component is connected to the inlet of the radiator, and the second outlet of the heat exchange component can be selectively connected or blocked with the inlet of the second flow path or the inlet of the radiator.

6. The vehicle thermal management system according to claim 5, It is characterized in that The vehicle thermal management system includes a first three-way valve and a second three-way valve; The outlet of the second flow path is connected to the A port of the first three-way valve, the B port of the first three-way valve is connected to the second outlet of the heat exchange component, the C port of the first three-way valve is connected to the A port of the second three-way valve, the B port of the second three-way valve is connected to the inlet of the radiator, and the C port of the second three-way valve is connected to the inlet of the second flow path.

7. The vehicle thermal management system according to any one of claims 1 to 6, It is characterized in that The electric drive unit includes at least one of a motor and an electronic control, and the vehicle thermal management system also includes a third flow path, the third flow path includes a second water pump and a battery connected in series, the outlet of the third flow path is connected to the third inlet of the heat exchange component, and the third outlet of the heat exchange component is connected to the inlet of the third flow path.

8. The vehicle thermal management system according to claim 7, It is characterized in that The vehicle thermal management system further includes a fourth flow path; The outlet of the third flow path is connected to the inlet of the third flow path, and the outlet of the third flow path can be selectively connected or blocked with the third inlet of the heat exchange component or the inlet of the third flow path; The fourth flow path includes a PTC heater, an inlet of the fourth flow path is connected to an outlet of the second flow path and can be selectively turned on or off, and an outlet of the fourth flow path is connected to an inlet of the second flow path and can be selectively turned on or off.

9. The vehicle thermal management system according to claim 8, It is characterized in that The fourth flow path further includes a third water pump connected in series with the PTC heater, and the vehicle thermal management system further includes a heater core and a four-way water valve; The outlet of the fourth flow path is connected to the inlet of the heater core, the outlet of the fourth flow path is connected to the port A of the four-way water valve, the outlet of the fourth flow path can be selectively connected or cut off with the inlet of the heater core and the port A of the four-way water valve, and the outlet of the heater core is connected to the port A of the four-way water valve; The inlet of the fourth flow path is connected to the B port of the four-way water valve, the C port of the four-way water valve is connected to the outlet of the third flow path, the D port of the four-way water valve is connected to the inlet of the third flow path, and the D port of the four-way water valve is also connected to the third inlet of the heat exchange component. The D port of the four-way water valve and the inlet of the third flow path can be selectively connected or blocked with the inlet of the third flow path or the third inlet of the heat exchange component.

10. A vehicle, It is characterized in that The vehicle thermal management system comprises the vehicle thermal management system as claimed in any one of claims 1 to 9.

Images