Thermal management system and vehicle

Abstract

The invention provides a thermal management system and a vehicle. The thermal management system comprises an electric drive and electric control loop, an air conditioner loop, a warm air loop and an engine loop. The electrically-driven and electrically-controlled loop comprises an electric component; a compressor is arranged in the air conditioner loop, and the air conditioner loop exchanges heat with the electrically-driven and electrically-controlled loop through a first heat exchanger; the warm air loop is provided with a warm air core body, the warm air core body exchanges heat with the air conditioner loop through a second heat exchanger, and heat in the electric drive and electric control loop and / or the air conditioner loop is used for heating the warm air core body; the engine loop selectively communicates with the warm air loop, and heat of the engine loop is used for heating the warm air core. According to the heat management system, the engine loop, the electric drive and electric control loop and the air conditioner loop are reasonably matched, the passenger compartment heating function of different heat sources is achieved, and therefore the requirement for reducing cost and energy consumption is met.

Description

Technical Field

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

[0002] The thermal management system of a hybrid vehicle is mainly to keep each component of the vehicle working at the optimal temperature, so as to achieve the effects of fuel saving and stable operation of the vehicle.

[0003] The thermal management system can cool the electric drive and electronic control components in the electric drive and electronic control circuit, can also be used to adjust the temperature of the battery, or use a PCT heater to heat the passenger compartment, etc. However, the existing thermal management system is not conducive to the requirements of cost reduction and energy consumption reduction for hybrid vehicles. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. For this purpose, the present invention provides a thermal management system, which realizes the reasonable cooperation of the engine circuit, the electric drive and electronic control circuit, and the air conditioning circuit, and realizes the heating function of the passenger compartment with different heat sources, so as to meet the requirements of cost reduction and energy consumption reduction.

[0005] The thermal management system according to an embodiment of the present invention includes: an electric drive and electronic control circuit, an air conditioning circuit, a warm air circuit, and an engine circuit; the electric drive and electronic control circuit includes electrical components; a compressor is provided in the air conditioning circuit, and the air conditioning circuit exchanges heat with the electric drive and electronic control circuit through a first heat exchanger; the warm air circuit is provided with a warm air core, the warm air core exchanges heat with the air conditioning circuit through a second heat exchanger, and the heat in the electric drive and electronic control circuit and / or the air conditioning circuit is used to heat the warm air core; the engine circuit is selectively connected to the warm air circuit, and the heat of the engine circuit is used to heat the warm air core.

[0006] The thermal management system according to an embodiment of the present invention can exchange heat between the refrigerant in the air conditioning circuit and the electric drive and electronic control circuit, absorb the heat of the electric drive and electronic control circuit, and then the exchanged refrigerant exchanges heat with the warm air circuit to heat the warm air core, realizing the heating of the passenger compartment. At the same time, the coolant in the engine circuit can also be used to heat the passenger compartment, so as to meet the requirements of cost reduction and energy consumption reduction.

[0007] The thermal management system according to an embodiment of the present invention, the electric drive and electronic control circuit further includes a low-temperature radiator, the low-temperature radiator selectively dissipates heat from the electrical components or absorbs heat from the environment. When the coolant temperature in the low-temperature radiator is lower than the ambient temperature, it is suitable to absorb heat from the environment, and exchanges the absorbed heat from the environment with the refrigerant in the air conditioning circuit through the first heat exchanger.

[0008] According to the heat management system of the embodiments of the present invention, the electric drive and electronic control circuit includes a first flow path, a second flow path, and an electric drive flow path. The electric drive flow path is provided with the electric component, and the first flow path is provided with the low-temperature radiator; the outlet of the electric drive flow path communicates with the inlet of the first flow path, and the outlet of the first flow path communicates with the inlet of the electric drive flow path, so that the low-temperature radiator dissipates heat from the electric component in the electric drive flow path, or the outlet of the electric drive flow path communicates with the inlet of the second flow path, and the outlet of the second flow path communicates with the inlet of the electric drive flow path.

[0009] According to the heat management system of the embodiments of the present invention, the electric drive flow path includes a first branch and a second branch connected in parallel. The first branch includes at least one of a transmission oil cooler, a water-cooled intercooler, and a drive motor controller. The second branch includes at least one of an on-vehicle power management module, a vehicle head unit, and a motor cooling and power control module.

[0010] According to the heat management system of the embodiments of the present invention, the coolant temperature of the electric drive and electronic control circuit is t1, and it satisfies that when t1 < a, the outlet of the electric drive flow path communicates with the inlet of the second flow path, and the outlet of the second flow path communicates with the inlet of the electric drive flow path, where when t1 ≥ a, the outlet of the electric drive flow path communicates with the inlet of the first flow path, and the outlet of the first flow path communicates with the inlet of the electric drive flow path, where 45°C ≤ a ≤ 55°C.

[0011] According to the heat management system of the embodiments of the present invention, a hot gas bypass circuit is connected in parallel between the outlet and the inlet of the compressor. The outlet of the compressor is adapted to communicate with the inlet of the hot gas bypass circuit, and the outlet of the hot gas bypass circuit communicates with the inlet of the compressor.

[0012] According to the heat management system of the embodiments of the present invention, the inlet of the second heat exchanger communicates with the outlet of the compressor, and the inlet of the hot gas bypass circuit is connected between the outlet of the compressor and the inlet of the second heat exchanger.

[0013] According to the heat management system of the embodiments of the present invention, the air-conditioning circuit includes an air-cooled condenser. A refrigerator flow path, a battery flow path, and an evaporator flow path are connected in parallel at both ends of the air-cooled condenser. The refrigerator flow path includes a refrigerator. The battery flow path includes a cooling plate for cooling the battery. The evaporator flow path includes an evaporator.

[0014] The outlet of the air-cooled condenser is selectively connected to the inlet of the refrigerator, and the outlet of the refrigerator is connected to the inlet of the air-cooled condenser; and / or, the outlet of the air-cooled condenser is selectively connected to the inlet of the cooling plate, and the outlet of the cooling plate is connected to the inlet of the air-cooled condenser; and / or, the outlet of the air-cooled condenser is selectively connected to the inlet of the evaporator, and the outlet of the evaporator is connected to the inlet of the air-cooled condenser.

[0015] The thermal management system according to an embodiment of the present invention further includes a second four-way valve, and the second four-way valve includes a second four-way first port, a second four-way second port, a second four-way third port, and a second four-way fourth port;

[0016] When the second four-way third port is connected to the second four-way second port, and when the second four-way fourth port is connected to the second four-way first port, the engine circuit and the warm air circuit are connected;

[0017] When the second four-way third port is connected to the second four-way fourth port, and when the second four-way second port is connected to the second four-way first port, the connection between the warm air circuit and the engine circuit is blocked.

[0018] In the thermal management system according to an embodiment of the present invention, the engine circuit includes an engine, the outlet of the engine is connected to the inlet of the high-temperature radiator, and the outlet of the high-temperature radiator is selectively connected to the inlet of the engine through a thermostat.

[0019] An embodiment of the present invention also provides a vehicle, including the above thermal management system.

[0020] The advantages of the described vehicle compared with the prior art and the described thermal management compared with the prior art are the same, and will not be elaborated here.

[0021] The additional aspects and advantages of the present invention will be partially given in the following description, partially will become obvious from the following description, or will be understood through the practice of the present invention. Description of the Drawings

[0022] The above and / or additional aspects and advantages of the present invention will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, where:

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

[0024] Figure 2 is a schematic diagram of the pipeline for the high-temperature radiator to dissipate heat from the engine according to an embodiment of the present invention;

[0025] Figure 3It is a schematic diagram of the pipeline where the warm air circuit and the engine circuit of the embodiment of the present invention are connected and the engine does not require heat dissipation by a high-temperature radiator;

[0026] Figure 4 It is a schematic diagram of the pipeline of the warm air circuit of the embodiment of the present invention;

[0027] Figure 5 It is a schematic diagram of the structure where a low-temperature radiator dissipates heat from electrical components in the electric drive and electronic control circuit of the embodiment of the present invention;

[0028] Figure 6 It is a schematic diagram where the electrical components in the electric drive and electronic control circuit of the embodiment of the present invention do not require heat dissipation and the internal water circuit performs heat equalization;

[0029] Figure 7 It is a schematic diagram where the air-conditioning circuit of the embodiment of the present invention cools the refrigerator, battery, and passenger compartment;

[0030] Figure 8 It is a schematic diagram of the structure where the waste heat recovery of the electrical components in the electric drive and electronic control circuit of the embodiment of the present invention heats the passenger compartment;

[0031] Figure 9 It is a schematic diagram of the structure where the low-temperature radiator in the electric drive and electronic control circuit of the embodiment of the present invention absorbs ambient heat to heat the passenger compartment.

[0032] Reference numerals:

[0033] Thermal management system 100,

[0034] Electric drive and electronic control circuit 1, first flow path 11, low-temperature radiator 111, second flow path 12, electric drive flow path 13, first branch 131, transmission oil cooler 1311, water-cooled intercooler 1312, drive motor controller 1313, second branch 132, vehicle-mounted power management module 1321, vehicle computer 1322, motor cooling and power control module 1323, first four-way valve 14, first four-way first port 141, first four-way second port 142, first four-way third port 143, first four-way fourth port 144, three-way valve 15, three-way first port 151, three-way second port 152, three-way third port 153, air-conditioning circuit 2, compressor 21, hot gas bypass circuit 211, hot gas bypass valve 212, refrigerator flow path 22, refrigerator 221, battery flow path 23, battery 231, evaporator flow path 24, evaporator 241, blower 242, air-cooled condenser 25, liquid-gas separator 26, warm air circuit 3, warm air core 31, heater 32, engine circuit 4, engine 41, third flow path 42, high-temperature radiator 421, fan 422, thermostat 43, cooler 44, second four-way valve 5, second four-way first port 51, second four-way second port 52, second four-way third port 53, second four-way fourth port 54, first heat exchanger 6, first expansion tank 7, second expansion tank 8, second heat exchanger 9, supercharger 10. Detailed implementation manners

[0035] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the drawings, wherein the same or similar reference numerals indicate the same or similar elements or elements with the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and are only used to explain the present invention and should not be construed as a limitation of the present invention.

[0036] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. In addition, the features defined as "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, the meaning of "plurality" is two or more.

[0037] In the description of the present invention, it should be noted that, unless otherwise clearly specified and defined, the terms "installation", "connection", and "coupling" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be a direct connection or an indirect connection through an intermediate medium, and it may be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0038] Reference is made below to Figures 1-9 Describe a thermal management system 100 according to an embodiment of the present invention. The thermal management system 100 can exchange heat between the refrigerant in the air-conditioning circuit 2 and the electric drive and electronic control circuit 1, and absorb the heat of the electric drive and electronic control circuit 1. The refrigerant after heat exchange then exchanges heat with the warm air circuit 3 to heat the warm air core 31, realizing the heating of the passenger compartment. At the same time, the coolant in the engine circuit 4 can also be used to heat the passenger compartment, thereby meeting the requirements of cost reduction and energy consumption reduction.

[0039] As Figures 1-9 shown, a thermal management system 100 according to an embodiment of the present invention includes: an electric drive and electronic control circuit 1, an air-conditioning circuit 2, a warm air circuit 3, and an engine circuit 4.

[0040] Among them, the electric drive and electronic control circuit 1 includes electrical components; a compressor 21 is provided in the air-conditioning circuit 2, and the air-conditioning circuit 2 exchanges heat with the electric drive and electronic control circuit 1 through a first heat exchanger 6; a warm air core 31 is provided in the warm air circuit 3, and the warm air core 31 exchanges heat with the air-conditioning circuit 2 through a second heat exchanger 9, and the heat in the electric drive and electronic control circuit 1 and / or the air-conditioning circuit 2 is used to heat the warm air core 31; the engine circuit 4 is selectively communicated with the warm air circuit 3, and the heat of the engine circuit 4 is used to heat the warm air core 31.

[0041] In practice, the electrical components include a drive motor controller 1313, a water-cooled intercooler 1312, a transmission oil cooler 1311, a vehicle power management module 1321, a vehicle computer 1322, a motor cooling and power control module 1323, etc. The electrical components generate heat during use, and by arranging these components in the electric drive and electronic control circuit 1, that is, the heat generated by the electrical components can circulate in the electric drive and electronic control circuit 1.

[0042] Specifically, the air-conditioning circuit 2 exchanges heat with the electric drive and electronic control circuit 1 through the first heat exchanger 6. The first heat exchanger 6 is a Chiller heat exchanger, that is, a chiller heat exchanger. Inside the first heat exchanger 6, there are a first sub-flow path and a second sub-flow path that can exchange heat with each other. The two ends of the first sub-flow path are connected to the electric drive and electronic control circuit 1, and the two ends of the second sub-flow path are connected to the air-conditioning circuit 2. Then, when the heat of the electrical components circulates in the electric drive and electronic control circuit 1 and at the same time the refrigerant circulates in the air-conditioning circuit 2, the refrigerant in the air-conditioning circuit 2 absorbs the heat of the electrical components in the electric drive and electronic control circuit 1. At this time, the temperature of the refrigerant in the air-conditioning circuit 2 rises.

[0043] At the same time, the air-conditioning circuit 2 and the warm air circuit 3 exchange heat through the second heat exchanger 9. That is, inside the second heat exchanger 9, there are a third sub-flow path and a fourth sub-flow path that can exchange heat with each other. The third sub-flow path is connected to the air-conditioning circuit 2, and the fourth sub-flow path is connected to the warm air circuit 3. Thus, heat exchange is achieved between the refrigerant in the air-conditioning circuit 2 and the medium in the warm air circuit 3. After the refrigerant absorbs the heat of the electrical components in the electric drive and electronic control circuit 1 and combines with the heat generated by the work of the compressor 21, the temperature of the refrigerant rises and can heat the warm air core 31. The warm air core 31 is located in the passenger compartment, thereby realizing heating of the passenger compartment.

[0044] That is to say, in the embodiment of the present invention, the heat in the electric drive and electronic control circuit 1 is applied to the warm air circuit 3 through the air-conditioning circuit 2, realizing reasonable utilization of the waste heat of the electrical components and saving the energy consumption of heating the passenger compartment. In addition, in the embodiment of the present invention, the coolant can also circulate in the engine circuit 4. The coolant absorbs the heat generated by the engine 41, and by controlling the coolant to enter the warm air core 31, the heat is finally transferred into the passenger compartment to provide warm air, and heating of the passenger compartment can also be realized.

[0045] Thus, the heating method of the passenger compartment in the embodiment of the present invention is more flexible, realizing the reasonable cooperation of the engine circuit 4, the electric drive and electronic control circuit 1, and the air-conditioning circuit 2, realizing the heating function of the passenger compartment with different heat sources, reducing the energy consumption required for heating, reasonably utilizing the heat energy, and reducing the cost.

[0046] In some embodiments, the electric drive and electronic control circuit 1 further includes a low-temperature radiator 111. The low-temperature radiator 111 selectively dissipates heat from the electrical components or absorbs heat from the environment. When the temperature of the coolant in the low-temperature radiator 111 is lower than the ambient temperature, it is suitable for absorbing heat from the environment, and exchanges the absorbed heat from the environment with the refrigerant in the air-conditioning circuit 2 through the first heat exchanger 6.

[0047] Specifically, the low-temperature radiator 111 is connected in series with the electrical components, so that the low-temperature radiator 111 can simultaneously dissipate heat from the drive motor controller 1313, the water-cooled intercooler 1312, the transmission oil cooler 1311, the vehicle power management module 1321, the vehicle head unit 1322, the motor cooling and power control module 1323, etc., improving the heat dissipation efficiency. When heating is required in the passenger compartment and the heat of the electrical components is insufficient to heat the passenger compartment, and at this time the temperature of the coolant in the electric drive and electronic control circuit 1 is lower than the temperature in the environment, the low-temperature radiator 111 can absorb the heat of the environment, and the heat is exchanged between the electric drive and electronic control circuit 1 and the air-conditioning circuit 2 through the first heat exchanger 6. At this time, the heat of the environment is reasonably utilized to heat the passenger compartment, saving the heating cost.

[0048] In some embodiments, the electric drive and electronic control circuit 1 includes a first flow path 11, a second flow path 12, and an electric drive flow path 13. The electric drive flow path 13 is provided with electrical components, and the first flow path 11 is provided with a low-temperature radiator 111; the outlet of the electric drive flow path 13 is communicated with the inlet of the first flow path 11, and the outlet of the first flow path 11 is communicated with the inlet of the electric drive flow path 13, so that the low-temperature radiator 111 dissipates heat from the electrical components in the electric drive flow path 13, or the outlet of the electric drive flow path 13 is communicated with the inlet of the second flow path 12, and the outlet of the second flow path 12 is communicated with the inlet of the electric drive flow path 13.

[0049] Refer to Figure 1 As shown, the first flow path 11 is provided with a low-temperature radiator 111, and both ends of the low-temperature radiator 111 are connected to the electric drive flow path 13, and the electric drive flow path 13 is provided with electrical components, so that the low-temperature radiator 111 can dissipate heat from the electrical components; at the same time, both ends of the low-temperature radiator 111 are also connected to the second flow path 12, and can be switched through the first four-way valve 14 and the three-way valve 15 to realize the connection between the electric drive flow path 13 and the first flow path 11 or the second flow path 12; that is, one end of the second flow path 12 is selectively connected to the electric drive flow path 13 or the first flow path 11 through the first four-way valve 14, and the other end of the second flow path 12 is selectively communicated with the electric drive flow path 13 or the first flow path 11 through the three-way valve 15. Thus, when the low-temperature radiator 111 needs to dissipate heat from the electrical components, the low-temperature radiator 111 and the electrical components are connected, and when it is not necessary to dissipate heat from the electrical components, the second flow path 12 and the electric drive flow path 13 are connected, and the first flow path 11 is blocked from being connected to the electric drive flow path 13.

[0050] For example, the first four-way valve 14 includes a first four-way first port 141, a first four-way second port 142, a first four-way third port 143, and a first four-way fourth port 144, and the three-way valve 15 includes a three-way first port 151, a three-way second port 152, and a three-way third port 153. When the first four-way first port 141 and the first four-way second port 142 are connected, and the connection between the first four-way second port 142 and the first four-way third port 143 is blocked, and at the same time the three-way second port 152 and the three-way third port 153 are connected, and the connection between the three-way third port 153 and the three-way first port 151 is blocked, at this time the first flow path 11 and the electric drive flow path 13 are connected, so as to realize that the low-temperature radiator 111 can dissipate heat from the electrical components simultaneously.

[0051] When the first four-way second port 142 and the first four-way third port 143 are connected, the connection between the first four-way first port 141 and the first four-way second port 142 is blocked, and the connection between the three-way second port 152 and the three-way third port 153 is blocked, and the three-way third port 153 and the three-way first port 151 are connected, the second flow path 12 and the electric drive flow path 13 are connected. At this time, the electrical components do not need to dissipate heat, and the internal water circuits of each component are evenly heated. After evenly heating the water-cooled intercooler 1312 and the transmission oil cooler 1311 in the electrical components, the intake air temperature of the engine 41 and the transmission oil temperature can be increased, and other components of the electrical components can also be in the efficient working range, playing a role in energy conservation and consumption reduction.

[0052] In addition, one end of the first four-way fourth port 144 is connected to the first expansion tank 7, and the electric drive flow path 13 is connected to the first expansion tank 7 to exhaust the electric drive electronic control circuit 1 and supply coolant to the electric drive electronic control circuit 1, realizing the stable circulation of the coolant.

[0053] In some embodiments, the electric drive flow path 13 includes a first branch 131 and a second branch 132 connected in parallel. The first branch 131 includes at least one of a transmission oil cooler 1311, a water-cooled intercooler 1312, and a drive motor controller 1313, and the second branch 132 includes at least one of an in-vehicle power management module 1321, a vehicle head unit 1322, and a motor cooling and power control module 1323.

[0054] In practice, different electrical components can be arranged in the first branch 131 and the second branch 132. For example, one or two of the drive motor controller 1313, the water-cooled intercooler 1312, and the transmission oil cooler 1311 can be arranged in the first branch 131, or the drive motor controller 1313, the water-cooled intercooler 1312, and the transmission oil cooler 1311 can be connected in series in the first branch 131. Similarly, one or two of the vehicle power management module 1321, the vehicle head unit 1322, and the motor cooling and power control module 1323 can be arranged in the second branch 132, or the vehicle power management module 1321, the vehicle head unit 1322, and the motor cooling and power control module 1323 can be connected in series in the second branch 132.

[0055] Furthermore, the drive motor controller 1313, the water-cooled intercooler 1312, and the transmission oil cooler 1311 are all arranged in the front engine compartment of the vehicle, and it is more convenient to connect the drive motor controller 1313, the water-cooled intercooler 1312, and the transmission oil cooler 1311 in series in the first branch 131.

[0056] The other vehicle power management module 1321, the vehicle head unit 1322, and the motor cooling and power control module 1323 are not arranged in the engine compartment and are all components that achieve integrated control after being connected to the power supply. Compared with the aforementioned drive motor controller 1313, the water-cooled intercooler 1312, and the transmission oil cooler 1311, they are smaller in volume and have slightly lower heat dissipation requirements. By arranging the first branch 131 and the second branch 132 and designing the first branch 131 closer to the low-temperature radiator 111, the coolant can flow to the first branch 131 more quickly, and different heat dissipation requirements of the first branch 131 and the second branch 132 can be maintained.

[0057] In some embodiments, the coolant temperature of the electric drive and electronic control circuit 1 is t1, and it satisfies that when t1 < a, the outlet of the electric drive flow path 13 is connected to the inlet of the second flow path 12, and the outlet of the second flow path 12 is connected to the inlet of the electric drive flow path 13. Among them, when t1 ≥ a, the outlet of the electric drive flow path 13 is connected to the inlet of the first flow path 11, and the outlet of the first flow path 11 is connected to the inlet of the electric drive flow path 13, where 45°C ≤ a ≤ 55°C.

[0058] In practice, when t1 < 50°C, that is, the water temperature of the coolant in the electric drive and electronic control circuit 1 is relatively low. At this time, the temperature of the electrical components is appropriate and can reach the optimal working temperature, and the low-temperature radiator 111 does not need to dissipate heat from the electrical components. Then, the second flow path 12 and the electric drive flow path 13 are controlled to be connected through the first four-way valve 14 and the three-way valve 15, and the first flow path 11 and the electric drive flow path 13 are blocked from being connected, so as to achieve heat equalization in the internal water circuits of the heat-generating components of the electrical components, increase the intake air temperature of the engine 41 and the transmission oil temperature, make each part in the efficient working range, and play a role in energy conservation and consumption reduction.

[0059] When t1 ≥ 50°C, the low-temperature radiator 111 is controlled to communicate with the electric drive flow path 13 through the three-way valve 15 and the first four-way valve 14. The components of the power-consuming components are cooled by the low-temperature radiator 111 to avoid over-temperature of each component and improve the service life of each component. Moreover, taking 50°C as the temperature requirement for whether to turn on the low-temperature radiator 111, timely heat dissipation is carried out when the temperature is high, and timely heat equalization is carried out when the temperature is low, which can ensure that the power-consuming components operate efficiently at an appropriate temperature.

[0060] Of course, when t1 < 48°C, it is not necessary for the low-temperature radiator 111 to cool the power-consuming components. When t1 ≥ 48°C, the low-temperature radiator 111 is required to cool the power-consuming components. That is, the specific temperature range can selectively connect the low-temperature radiator 111 according to the actual situation and error, improving the flexibility of heat dissipation or heat equalization.

[0061] In some embodiments, a hot gas bypass circuit 211 is connected in parallel between the outlet and the inlet of the compressor 21. The outlet of the compressor 21 is adapted to communicate with the inlet of the hot gas bypass circuit 211, and the outlet of the hot gas bypass circuit 211 communicates with the inlet of the compressor 21.

[0062] Specifically, the hot gas bypass circuit 211 is provided with a hot gas bypass valve 212. When the hot gas bypass valve 212 is opened, a part of the high-temperature and high-pressure gas flowing out of the outlet of the compressor 21 can flow into the hot gas bypass circuit 211, and after mixing with the fresh gas, it enters the inlet of the compressor 21 again for compression. At this time, the inlet temperature and pressure of the compressor 21 can be increased, that is, the compressor 21 can work in a low-temperature environment, avoiding the phenomenon that the compressor 21 is difficult to start, its performance declines or it cannot work normally in a low-temperature environment. Thus, by setting the hot gas bypass circuit 211, the power consumption of the compressor 21 is reduced, the working efficiency of the compressor 21 is improved, and the energy consumption of the system is reduced.

[0063] In some embodiments, the inlet of the second heat exchanger 9 communicates with the outlet of the compressor 21, and the inlet of the hot gas bypass circuit 211 is connected between the outlet of the compressor 21 and the inlet of the second heat exchanger 9.

[0064] That is, after improving the working efficiency of the compressor 21 through the hot gas bypass circuit 211, the high-temperature and high-pressure refrigerant flowing out of the outlet of the compressor 21 and the heat of the electrical components absorbed by the air-conditioning circuit 2 are simultaneously heat-exchanged with the warm air circuit 3 through the second heat exchanger 9, so as to transfer the heat to the warm air circuit 3 and heat the warm air core 31 of the warm air circuit 3. That is to say, connecting the inlet of the hot gas bypass circuit 211 between the outlet of the compressor 21 and the inlet of the second heat exchanger 9 can not only make the heat generated by the compressor 21 flow back to the inlet of the compressor 21 to improve the working efficiency of the compressor 21, but also make the heat flow to the second heat exchanger 9 for heat exchange with the warm air circuit 3, and perform heat exchange while improving the working efficiency, thereby improving the efficiency of heating the passenger compartment.

[0065] In some embodiments, the second heat exchanger 9 is a water-cooled condenser. Among them, the heat transfer capacity of water is stronger than that of air, and it can more effectively take away the heat released by the refrigerant, thereby improving the heat exchange efficiency; the heat dissipation performance of the water-cooled condenser is more than 20% higher than that of a common heat exchanger, and it can take away the heat more efficiently and maintain the stable operation of the system.

[0066] In some embodiments, the air-conditioning circuit 2 includes an air-cooled condenser 25. At both ends of the air-cooled condenser 25, a refrigerator flow path 22, a battery flow path 23, and an evaporator flow path 24 are connected in parallel in sequence. The refrigerator flow path 22 includes a refrigerator 221, the battery flow path 23 includes a cooling plate for cooling the battery 231, and the evaporator flow path 24 includes an evaporator 241; the outlet of the air-cooled condenser 25 is selectively communicated with the inlet of the refrigerator 221, and the outlet of the refrigerator 221 is communicated with the inlet of the air-cooled condenser 25; at the same time, the outlet of the air-cooled condenser 25 is selectively communicated with the inlet of the cooling plate, and the outlet of the cooling plate is communicated with the inlet of the air-cooled condenser 25; and the outlet of the air-cooled condenser 25 is selectively communicated with the inlet of the evaporator 241, and the outlet of the evaporator 241 is communicated with the inlet of the air-cooled condenser 25.

[0067] Of course, at least one or at least two of the refrigerator flow path 22, the battery flow path 23, and the evaporator flow path 24 can also be connected in parallel at both ends of the air-cooled condenser 25.

[0068] In practice, referring to Figure 7As shown in the figure, at this time, the compressor 21 is operating. During refrigeration, the refrigerant circulates in the air-conditioning circuit 2 and can flow through the in-vehicle refrigerator 221, the cooling plate of the battery 231, and the evaporator 241 located in the passenger compartment. After entering the compressor 21, the refrigerant is compressed into a high-temperature and high-pressure gas. After passing through the air-cooled condenser 25, the high-temperature and high-pressure gas releases heat to the external environment. After the refrigerant is condensed, it enters the liquid-gas separator 26. The liquid-gas separator 26 separates and stores the refrigerant liquid in the return pipe, ensuring that only gaseous refrigerant enters the compressor 21, thereby protecting the compressor 21 from damage. The gas-liquid separator not only separates the refrigerant liquid but also separates the lubricating oil. The separated lubricating oil is stored at the bottom of the liquid-gas separator and re-enters the compressor 21 through the oil return hole to ensure the normal lubrication of the compressor 21.

[0069] After the refrigerant flows out of the air-cooled condenser 25, its pressure and temperature are further throttled down. Then the refrigerant can flow to the refrigerator 221 to absorb the heat inside the refrigerator 221, thereby achieving the refrigeration effect. Of course, it can also flow to the evaporator 241 to absorb the heat in the passenger compartment, achieving the refrigeration effect on the passenger compartment. At the same time, the refrigerant also flows to the cooling plate of the battery 231 to achieve direct cooling of the battery 231. That is to say, the air-conditioning circuit 2 can simultaneously cool the passenger compartment, the refrigerator 221, and the battery 231, improving the refrigeration efficiency.

[0070] In addition, it should be noted that when the battery 231 needs to be heated, the heating film inside the battery 231 can be heated by an electric heating method to ensure that the battery 231 can improve its working efficiency in a low-temperature environment.

[0071] In some embodiments, the evaporator flow path 24 is set to two groups, and the two groups of evaporator flow paths 24 are connected in parallel.

[0072] Among them, for vehicles with a relatively large body type, two evaporators 241 can be installed in the vehicle. By operating the two evaporators 241 in parallel, the temperature inside the vehicle can be reduced more evenly, providing a better refrigeration effect. For example, one evaporator 241 is installed in the front and the other in the rear of the vehicle. The front evaporator 241 is responsible for refrigerating the front row and the second row of passengers, while the rear evaporator 241 is used for refrigerating the last two rows of passengers, thereby ensuring that the temperature in each area of the vehicle can drop rapidly, providing a more comfortable riding environment. The air conditioner with dual evaporators is suitable for a large space. For example, two evaporators 241 are often installed in a minibus, which can cool multiple areas simultaneously. This design can ensure that every corner of the vehicle can be effectively cooled, avoiding the situation where the temperature in some areas is too high or too low.

[0073] It should be noted that when the vehicle of the above-mentioned larger model realizes the heating function of the passenger compartment, a heater core 31 can be arranged at a position near the evaporator 241 on the front side of the vehicle, and a heater 32 can be arranged at a position near the rear evaporator 241 at the rear of the vehicle. The heat of the heating circuit 3 passes through the heater core 31 to heat the passenger compartment. When the heating heat is uneven, the heater 32 can also be used to heat the air to realize the heating of the passenger compartment, and the heating range is larger.

[0074] In some embodiments, the thermal management system 100 further includes a second four-way valve 5. The second four-way valve 5 includes a second four-way first port 51, a second four-way second port 52, a second four-way third port 53, and a second four-way fourth port 54. When the second four-way third port 53 is communicated with the second four-way second port 52, and the second four-way fourth port 54 is communicated with the second four-way first port 51, the engine circuit 4 and the heating circuit 3 are communicated. When the second four-way third port 53 is communicated with the second four-way fourth port 54, and the second four-way second port 52 is communicated with the second four-way first port 51, the communication between the heating circuit 3 and the engine circuit 4 is blocked.

[0075] That is to say, by setting the second four-way valve 5, the coolant of the engine circuit 4 can be selectively used to heat the passenger compartment, or after the heating circuit 3 exchanges heat with the air-conditioning circuit 2, the heat of the heating circuit 3 can be applied to the passenger compartment to heat the passenger compartment, so as to realize the flexible application of surplus heat to heat the passenger compartment and save the heating cost.

[0076] For example, when the second four-way third port 53 is communicated with the second four-way fourth port 54, the communication between the second four-way third port 53 and the second four-way second port 52 is disconnected, and the communication between the second four-way fourth port 54 and the second four-way first port 51 is disconnected, at this time, the compressor 21 of the air-conditioning circuit 2 is turned on, and after the refrigerant of the air-conditioning circuit 2 absorbs the heat of the electrical components of the electric drive and electronic control circuit 1, the heat is transferred to the heating circuit 3, and the heat of the heating circuit 3 is transferred to the heater core 31 to heat the passenger compartment.

[0077] When the third port 53 of the second four-way valve is in communication with the second port 52 of the second four-way valve, and the fourth port 54 of the second four-way valve is in communication with the first port 51 of the second four-way valve, at this time, the coolant of the engine 41 absorbs the heat of the engine 41 and its temperature rises. The heated coolant can then heat the passenger compartment. At this time, the compressor 21 of the air-conditioning circuit 2 may not need to be turned on, and there is no heat exchange in the second heat exchanger 9. The coolant flows from the outlet of the engine 41 to the first port 51 of the second four-way valve, and from the first port 51 of the second four-way valve to the fourth port 54 of the second four-way valve, and from the fourth port 54 of the second four-way valve to the second heat exchanger 9. At this time, the second heat exchanger 9 acts as a pipe for fluid circulation, and then flows through the second heat exchanger 9 to the third port 53 of the second four-way valve, and from the third port 53 of the second four-way valve to the second port 52 of the second four-way valve, thus returning to the engine 41, realizing heating the passenger compartment with the heat of the heated coolant.

[0078] In some embodiments, the engine circuit 4 includes an engine 41. The outlet of the engine 41 is connected to the inlet of a high-temperature radiator 421, and the outlet of the high-temperature radiator 421 is selectively connected to the inlet of the engine 41 through a thermostat 43.

[0079] Specifically, the thermostat 43 is an automatic temperature control device, usually containing a temperature-sensing component, which opens or closes to control the flow of coolant through the principle of thermal expansion and contraction; referring to Figure 3 As shown, the high-temperature radiator 421 dissipates heat from the coolant of the engine 41. When the coolant temperature is low, the thermostat 43 allows the coolant to circulate inside the engine 41 through a small circulation path to help the engine 41 warm up quickly. The small circulation path is the state where the high-temperature radiator 421 is not connected. Additionally, referring to Figure 2 As shown, when the coolant temperature reaches a specified value, the thermostat 43 allows the coolant to flow through the high-temperature radiator 421 through a large circulation path, enabling the high-temperature radiator 421 to dissipate heat from the engine 41.

[0080] In addition, when the temperature of the coolant of the engine 41 is relatively high, the coolant of the engine 41 provides a heat source. At this time, the high-temperature radiator 421 is closed, and the coolant of the engine 41 conducts Figure 3 a small circulation, exchanges heat through the heater core 31, and transfers the heat to the passenger compartment for heating.

[0081] It should also be noted that the engine 41 is also connected to the second expansion tank 8 to replenish the coolant of the engine 41. In addition, a supercharger 10 is provided at the inlet of the engine 41. The main function of the supercharger 10 is to increase the air pressure entering the engine 41, thereby increasing the amount of air entering the combustion chamber. A cooler 44 is provided at the outlet of the engine 41. The main reason is that the temperature of the exhaust gas discharged from the cylinders of the engine 41 is extremely high. If it is not cooled, it may affect the normal operation of the engine 41 and the quality of exhaust gas emissions. Therefore, the cooler 44 reduces the temperature of the exhaust gas through the coolant circulation system to ensure that the engine 41 operates in the best state and at the same time reduces the emission of nitrogen oxides.

[0082] An embodiment of the present invention also provides a vehicle, including the above-mentioned thermal management system 100. The thermal management system 100 can exchange heat between the refrigerant in the air-conditioning circuit 2 and the electric drive and electronic control circuit 1, and absorb the heat of the electric drive and electronic control circuit 1. The refrigerant after heat exchange then exchanges heat with the warm air circuit 3 to heat the warm air core 31, realizing the heating of the passenger compartment. At the same time, the passenger compartment can also be heated by the coolant in the engine circuit 4, thus meeting the requirements of cost reduction and energy consumption reduction.

[0083] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0084] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and purposes of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that: include: An electric drive and electric control circuit, wherein the electric drive and electric control circuit comprises an electric component; An air conditioning circuit, wherein a compressor is provided in the air conditioning circuit, and the air conditioning circuit exchanges heat with the electric drive and electric control circuit via a first heat exchanger; A warm air circuit, wherein the warm air circuit is provided with a warm air core, the warm air core exchanges heat with the air conditioning circuit through a second heat exchanger, and the heat in the electric drive and electric control circuit and / or the air conditioning circuit is used to heat the warm air core; The engine circuit is selectively connected to the heater circuit, and the heat of the engine circuit is used to heat the heater core.

2. The thermal management system according to claim 1, characterized in that: The electric drive and electronic control circuit also includes a low-temperature radiator, which selectively dissipates heat from the electrical components or absorbs heat from the environment. When the coolant temperature in the low-temperature radiator is lower than the ambient temperature, it is suitable for absorbing heat from the environment, and the absorbed heat from the environment is exchanged with the refrigerant of the air-conditioning circuit through the first heat exchanger.

3. The thermal management system according to claim 2, characterized in that: The electric drive and electric control circuit comprises a first flow path, a second flow path and an electric drive flow path, the electric drive flow path is provided with the power-consuming component, and the first flow path is provided with the low-temperature radiator; The outlet of the electric drive flow path is connected to the inlet of the first flow path, and the outlet of the first flow path is connected to the inlet of the electric drive flow path, so that the low-temperature radiator dissipates heat from the electrical components of the electric drive flow path, or the outlet of the electric drive flow path is connected to the inlet of the second flow path, and the outlet of the second flow path is connected to the inlet of the electric drive flow path.

4. The thermal management system according to claim 3, characterized in that: The electric drive flow circuit includes a first branch and a second branch connected in parallel, the first branch includes at least one of a transmission oil cooler, a water-cooled intercooler, and a drive motor controller, and the second branch includes at least one of an on-board power management module, a vehicle computer, a motor cooling and power control module.

5. The thermal management system according to claim 3, characterized in that: The coolant temperature of the electric drive and electronic control circuit is t1, and satisfies: when t1<a, the outlet of the electric drive flow path is connected to the inlet of the second flow path, and the outlet of the second flow path is connected to the inlet of the electric drive flow path, wherein, when t1≥a, the outlet of the electric drive flow path is connected to the inlet of the first flow path, and the outlet of the first flow path is connected to the inlet of the electric drive flow path, wherein 45℃≤a≤55℃.

6. The thermal management system according to claim 1, characterized in that: A hot gas bypass circuit is connected in parallel between the outlet of the compressor and the inlet of the compressor. The outlet of the compressor is suitable for connecting to the inlet of the hot gas bypass circuit, and the outlet of the hot gas bypass circuit is connected to the inlet of the compressor.

7. The thermal management system according to claim 6, characterized in that: The inlet of the second heat exchanger is connected to the outlet of the compressor, and the inlet of the hot gas bypass circuit is connected between the outlet of the compressor and the inlet of the second heat exchanger.

8. The thermal management system according to claim 1, characterized in that: The air conditioning circuit includes an air-cooled condenser, and two ends of the air-cooled condenser are sequentially connected in parallel with a refrigerator flow path, a battery flow path and an evaporator flow path, the refrigerator flow path includes a refrigerator, the battery flow path includes a cooling plate for cooling a battery, and the evaporator flow path includes an evaporator; The outlet of the air-cooled condenser is selectively connected to the inlet of the refrigerator, and the outlet of the refrigerator is connected to the inlet of the air-cooled condenser; And / or, the outlet of the air-cooled condenser is selectively connected to the inlet of the cooling plate, and the outlet of the cooling plate is connected to the inlet of the air-cooled condenser; And / or, the outlet of the air-cooled condenser is selectively connected to the inlet of the evaporator, and the outlet of the evaporator is connected to the inlet of the air-cooled condenser.

9. The thermal management system according to claim 1, characterized in that: Also included is a second four-way valve, the second four-way valve including a second four-way first port, a second four-way second port, a second four-way third port, and a second four-way fourth port; When the third port of the second quadrilateral is connected to the second port of the second quadrilateral, and the fourth port of the second quadrilateral is connected to the first port of the second quadrilateral, the engine circuit is connected to the warm air circuit; When the third port of the second quadrilateral is connected to the fourth port of the second quadrilateral, and when the second port of the second quadrilateral is connected to the first port of the second quadrilateral, the warm air circuit and the engine circuit are disconnected from each other.

10. The thermal management system according to claim 9, characterized in that: The engine circuit includes an engine, an outlet of the engine is connected to an inlet of a high-temperature radiator, and the outlet of the high-temperature radiator is selectively connected to the inlet of the engine through a thermostat.

11. A vehicle, characterized in that: A thermal management system comprising any one of claims 1-10.

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