Thermal management system for vehicle

Abstract

The embodiment of the invention provides a heat management system of a vehicle, which comprises a heat pump system comprising a compressor which comprises an inlet and an outlet; the first branch is provided with a first in-vehicle heat exchanger, and the first in-vehicle heat exchanger is used for heating a cab; the second branch is provided with a battery heat exchanger; the battery heat exchanger is used for cooling or heating the battery pack; the first branch and the second branch are connected in parallel, one end of the first branch is communicated with the inlet, the other end of the first branch is connected with the outlet, one end of the second branch is communicated with the inlet and the outlet, and the other end of the second branch is communicated with the inlet and the other end of the first branch. The same heat pump system is used for adjusting the temperature of the cockpit and the temperature of the battery pack. When the cab and the battery pack need to be heated, the first in-vehicle heat exchanger and the battery heat exchanger become condensers, when the cab needs to be heated and the battery pack needs to be cooled, the first in-vehicle heat exchanger serves as the condenser, the battery heat exchanger serves as an evaporator, and the heat efficiency of the vehicle heat management system can be improved.

Description

Technical Field

[0001] This application relates to the technical field of vehicle thermal management, and particularly to a thermal management system for a vehicle. Background Art

[0002] New energy vehicles are being recognized and used by more and more users. As the auxiliary device with the highest energy consumption on electric vehicles, the air conditioning system has an obvious impact on the driving range of new energy vehicles. The energy utilization rate of vehicle thermal management in related technologies is relatively low, which affects the driving range of new energy vehicles. Therefore, it is urgent to improve the energy utilization rate of the thermal management system in vehicles. Summary of the Invention

[0003] An embodiment of this application provides a solution, aiming to improve the energy utilization rate of the thermal management system in a vehicle.

[0004] An embodiment of this application provides a thermal management system for a vehicle, including: a heat pump system, a first branch, and a second branch. The heat pump system includes a compressor, and the compressor includes an inlet and an outlet, and the inlet and the outlet are respectively used for flowing in and out of a first heat exchange medium; the first branch is provided with a first in-vehicle heat exchanger for heating the cockpit; the second branch is provided with a battery heat exchanger for cooling or heating the battery pack; the first branch and the second branch are connected in parallel, one end of the first branch communicates with the inlet, the other end of the first branch is connected to the outlet, one end of the second branch communicates with the inlet and the outlet respectively, and the other end of the second branch communicates with the inlet and the other end of the first branch.

[0005] In the embodiment according to this application, the thermal management system further includes a first bypass. The first end of the first bypass is connected to the compressor outlet, the second end of the first bypass is connected to the compressor inlet, and the first bypass is sequentially connected to one end of the first branch and the second branch from the first end to the second end; a first valve is provided on the first bypass, and the first valve is provided between the first branch and the second branch.

[0006] In the embodiment according to this application, the thermal management system further includes a second bypass and a third branch. The first bypass is sequentially connected to one end of the third branch, the first branch, and the second branch from the first end to the second end, the second bypass is sequentially connected to the other end of the third branch, the first branch, and the second branch, and the third branch is provided with an out-of-vehicle heat exchanger.

[0007] In the embodiment according to this application, the thermal management system further includes a fourth branch. The first bypass is sequentially connected to one end of the third branch, the first branch, the second branch, and the fourth branch from the first end to the second end, the second bypass is sequentially connected to the other end of the third branch, the first branch, the second branch, and the fourth branch, and the fourth branch is provided with a second in-vehicle heat exchanger.

[0008] In an embodiment of the present application, a sixth valve is further provided in the first bypass, and the sixth valve is located between the second branch and the fourth branch.

[0009] In an embodiment of the present application, a gas injection and enthalpy increase heat exchanger is provided in the second bypass. The gas injection and enthalpy increase heat exchanger is located between the first branch and the second branch. The compressor is provided with a gas injection and enthalpy increase port. The gas injection and enthalpy increase heat exchanger includes a first shunt, and the first shunt is connected between the second bypass and the gas injection and enthalpy increase port. A first expansion valve is provided in the first shunt.

[0010] In an embodiment of the present application, a second expansion valve is further provided in the third branch, and the second expansion valve is located between the external heat exchanger and the second bypass. The thermal management system further includes a third bypass. One end of the third bypass is connected between the external heat exchanger and the second expansion valve, and the other end of the third bypass is connected between the first in-vehicle heat exchanger and the second bypass. A first one-way valve and a second valve are provided in the third bypass. The first one-way valve is used to control the first heat exchange medium in the third bypass to flow from the third branch to the first branch.

[0011] In an embodiment of the present application, a liquid accumulator is further provided in the first branch. The liquid accumulator is provided between the third bypass and the second bypass. A second one-way valve is further provided between the liquid accumulator and the second bypass. The second one-way valve is used to control the first heat exchange medium in the first branch to flow from the first branch to the second bypass.

[0012] In an embodiment of the present application, a third valve is provided in the third branch, and the third valve is provided between the external heat exchanger and the first bypass. The thermal management system further includes a fourth bypass. One end of the fourth bypass is connected between the external heat exchanger and the third valve, and the other end of the fourth bypass communicates with the compressor inlet. A fourth valve is further provided in the fourth bypass.

[0013] In an embodiment of the present application, the thermal management system further includes a sixth bypass. A waste heat recovery device is provided in the sixth bypass. The waste heat recovery device is used to absorb the heat generated by the motor and the electronic control unit to heat the first heat exchange medium in the sixth bypass. The sixth bypass is connected between the second bypass and the compressor inlet.

[0014] In an embodiment of the present application, the same heat pump system is used for the cockpit temperature adjustment and the battery pack temperature adjustment. When the cockpit and the battery pack need to be heated, the first in-vehicle heat exchanger and the battery heat exchanger become condensers. When the cockpit needs to be heated while the battery pack needs to be cooled, the first in-vehicle heat exchanger serves as a condenser and the battery heat exchanger serves as an evaporator. That is, it can realize the independent control of the first in-vehicle heat exchanger and the battery heat exchanger, and can also improve the energy utilization rate of the vehicle thermal management system, thereby being beneficial to improving the vehicle's cruising range. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Other features, objects, and advantages of the present application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings, in which like or similar reference numerals denote like or similar features.

[0016] Figure 1 is a schematic structural diagram of a thermal management system for a vehicle provided by an embodiment of the present application;

[0017] Figure 2 is a schematic structural diagram of a working condition of the thermal management system for a vehicle provided by an embodiment of the present application;

[0018] Figure 3 is a schematic structural diagram of another working condition of the thermal management system for a vehicle provided by an embodiment of the present application;

[0019] Figure 4 is a schematic structural diagram of yet another working condition of the thermal management system for a vehicle provided by an embodiment of the present application;

[0020] Figure 5 is a schematic structural diagram of yet another working condition of the thermal management system for a vehicle provided by an embodiment of the present application;

[0021] Figure 6 is a schematic structural diagram of yet another working condition of the thermal management system for a vehicle provided by an embodiment of the present application;

[0022] Figure 7 is a schematic structural diagram of yet another working condition of the thermal management system for a vehicle provided by an embodiment of the present application.

[0023] Description of the reference numerals in the drawings: 10, the first branch; 11, the liquid reservoir; 12, the second check valve; 13, the fifth valve; 20, the second branch; 21, the third expansion valve; 30, the third branch; 31, the second expansion valve; 32, the third valve; 40, the fourth branch; 41, the fourth expansion valve; 50, the first bypass; 51, the first end; 52, the second end; 53, the first valve; 54, the sixth valve; 60, the second bypass; 70, the third bypass; 71, the first check valve; 72, the second valve; 80, the fourth bypass; 81, the fourth valve; 90, the sixth bypass; 91, the fifth expansion valve; 100, the compressor; 101, the outlet; 102, the inlet; 103, the gas-liquid separator; 200, the first in-vehicle heat exchanger; 300, the battery heat exchanger; 400, the out-of-vehicle heat exchanger; 500, the second in-vehicle heat exchanger; 600, the gas-injected enhanced enthalpy heat exchanger; 610, the first shunt; 620, the first expansion valve; 700, the waste heat recovery device; 701, the eighth valve port; 702, the ninth valve port; 703, the tenth valve port; 710, the motor; 720, the electronic control; 730, the third pressure pump; 740, the heat dissipation plate; 800, the fifth bypass; 801, the first valve port; 802, the second valve port; 803, the third valve port; 804, the fourth valve port; 805, the fifth valve port; 806, the sixth valve port; 807, the seventh valve port; 810, the heater; 820, the battery pack heat exchanger; 830, the battery pack; 840, the heater core; 850, the first pressure pump; 860, the second pressure pump. Detailed implementation manners

[0024] The features and exemplary embodiments of various aspects of the present application will be described in detail below. In the following detailed description, many specific details are set forth in order to provide a comprehensive understanding of the present application. However, it will be apparent to those skilled in the art that the present application can be implemented without some of these specific details. The following description of the embodiments is only intended to provide a better understanding of the present application by showing examples of the present application. In the drawings and the following description, at least some of the well-known structures and technologies are not shown in order to avoid unnecessarily obscuring the present application; and, for clarity, the dimensions of some structures may be exaggerated. In addition, the features, structures, or characteristics described below may be combined in any suitable manner in one or more embodiments.

[0025] In the description of the present application, it should be noted that unless otherwise stated, the meaning of "a plurality" is more than two; the orientation or positional relationships indicated by terms such as "upper", "lower", "left", "right", "inner", "outer", etc. are only for the convenience of describing the present application 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 thus should not be construed as a limitation to the present application. In addition, terms such as "first", "second", etc. are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0026] The orientation terms appearing in the following description are all the directions shown in the figures and do not limit the specific structure of the embodiments of the present application. In the description of the present application, it should also be noted that unless otherwise clearly specified and limited, the terms "installation" and "connection" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected or indirectly connected. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0027] As Figure 1 shown, a vehicle thermal management system provided by an embodiment of the present application includes: a heat pump system, a first branch 10, and a second branch 20. The heat pump system includes a compressor 100. The compressor 100 includes an inlet 102 and an outlet 101. The inlet 102 and the outlet 101 are respectively used for the inflow and outflow of a first heat exchange medium; the first branch 10 is provided with a first in-vehicle heat exchanger 200, and the first in-vehicle heat exchanger 200 is used for heating the cockpit; the second branch 20 is provided with a battery heat exchanger 300, and the battery heat exchanger 300 is used for cooling or heating a battery pack 830; the first branch 10 and the second branch 20 are connected in parallel. One end of the first branch 10 communicates with the inlet 102, the other end of the first branch 10 is connected to the outlet 101, one end of the second branch 20 communicates with the inlet 102 and the outlet 101 respectively, and the other end of the second branch 20 communicates with the inlet 102 and the other end of the first branch 10.

[0028] In these alternative embodiments, as Figure 1 and Figure 2 shown, when the high-temperature and high-pressure first heat exchange medium flowing out of the outlet 101 of the compressor 100 passes through the first in-vehicle heat exchanger 200 and the battery heat exchanger 300 respectively, the high-temperature and high-pressure first heat exchange medium condenses and releases heat, so that the first in-vehicle heat exchanger 200 heats the cockpit and the battery heat exchanger 300 heats the battery pack 830. As Figure 1 and Figure 3As shown, when the high-temperature and high-pressure first heat exchange medium flowing out of the outlet 101 of the compressor 100 enters the first in-vehicle heat exchanger 200 through one end of the first branch 10, it condenses and releases heat, so that the first in-vehicle heat exchanger 200 heats the cockpit, and then enters the second branch 20 through the other end of the first branch 10. The battery heat exchanger 300 acts as an evaporator to cool the battery pack 830. The same heat pump system is used for cockpit temperature adjustment and battery pack 830 temperature adjustment. When the cockpit and the battery pack 830 need to be heated, the first in-vehicle heat exchanger 200 and the battery heat exchanger 300 become condensers. When the cockpit needs to be heated while the battery pack 830 needs to be cooled, the first in-vehicle heat exchanger 200 acts as a condenser and the battery heat exchanger 300 acts as an evaporator, that is, it can realize the independent control of the first in-vehicle heat exchanger 200 and the battery heat exchanger 300, and can also improve the energy utilization rate of the vehicle thermal management system, thus being beneficial to improving the vehicle's endurance.

[0029] As Figure 1 shown, in some alternative embodiments, the thermal management system further includes a first bypass 50. The first end 51 of the first bypass 50 is connected to the outlet 101 of the compressor 100, the second end 52 of the first bypass 50 is connected to the inlet 102 of the compressor 100, and the first bypass 50 is sequentially connected to one ends of the first branch 10 and the second branch 20 from the first end 51 to the second end 52; a first valve 53 is provided on the first bypass 50, and the first valve 53 is arranged between the first branch 10 and the second branch 20.

[0030] In these alternative embodiments, the first bypass 50 is sequentially connected to one ends of the first branch 10 and the second branch 20 from the first end 51 to the second end 52, and the first valve 53 is arranged between the first branch 10 and the second branch 20. As Figure 2 shown, when the first valve 53 is opened, the high-temperature and high-pressure first heat exchange medium can enter the first branch 10 and the second branch 20 through the first bypass 50 and release heat in the first in-vehicle heat exchanger 200 and the battery heat exchanger 300. As Figure 3 shown, when the first valve 53 is closed, the high-temperature and high-pressure first heat exchange medium can enter the first branch 10 through the first bypass 50 and release heat in the first in-vehicle heat exchanger 200. The other end of the second branch 20 is communicated with the inlet 102 and the other end of the first branch 10. The first heat exchange medium enters the second branch 20 from the other end of the first branch 10, absorbs heat in the battery heat exchanger 300 and then enters the inlet 102 of the compressor 100. When the cockpit and the battery pack 830 need to be heated, the first valve 53 is opened, and the first in-vehicle heat exchanger 200 and the battery heat exchanger 300 become condensers. When the cockpit needs to be heated while the battery pack 830 needs to be cooled, the first valve 53 is closed, the first in-vehicle heat exchanger 200 acts as a condenser, and the battery heat exchanger 300 acts as an evaporator, which can improve the efficiency of the vehicle thermal management system, thus being beneficial to improving the vehicle's endurance.

[0031] As Figure 1 shown, in some alternative embodiments, the thermal management system further includes a second bypass 60 and a third branch 30. The first bypass 50 is sequentially connected from a first end 51 to a second end 52 to one end of the third branch 30, the first branch 10, and the second branch 20. The second bypass 60 is sequentially connected to the other end of the third branch 30, the first branch 10, and the second branch 20. An external heat exchanger 400 is provided in the third branch 30.

[0032] In these alternative embodiments, as Figure 4 shown, the first end 51 of the first bypass 50 is connected to the outlet 101 of the compressor 100. The first heat transfer medium condenses and releases heat from the outlet 101 of the compressor 100 through the third branch 30 and enters the external heat exchanger 400, and then enters the second branch 20 through the second bypass 60, and evaporates and absorbs heat through the battery heat exchanger 300, thereby realizing cooling of the battery pack 830. The heat generated during the condensation process of the external heat exchanger 400 can defrost the external heat exchanger 400.

[0033] As Figure 1 shown, in some alternative embodiments, the thermal management system further includes a fourth branch 40. The first bypass 50 is sequentially connected from a first end 51 to a second end 52 to one end of the third branch 30, the first branch 10, the second branch 20, and the fourth branch 40. The second bypass 60 is sequentially connected to the other end of the third branch 30, the first branch 10, the second branch 20, and the fourth branch 40. A second in-vehicle heat exchanger 500 is provided in the fourth branch 40.

[0034] In these alternative embodiments, as Figure 4 shown, in one operating condition, the first heat transfer medium condenses and releases heat from the outlet 101 of the compressor 100 through the third branch 30 and enters the external heat exchanger 400, and then enters the fourth branch 40 through the second bypass 60, and evaporates and absorbs heat through the second in-vehicle heat exchanger 500, thereby realizing refrigeration of the cockpit. As Figure 5 shown, in another operating condition, the first heat transfer medium enters the second branch 20 from the first bypass 50 from the outlet 101 of the compressor 100, condenses and releases heat through the battery heat exchanger 300, thereby realizing heating of the battery pack 830, and then enters the fourth branch 40 through the second bypass 60, and evaporates and absorbs heat through the second in-vehicle heat exchanger 500, thereby realizing refrigeration of the cockpit. As Figure 6As shown, in yet another operating condition, the first heat exchange medium enters the first branch 10 from the outlet 101 of the compressor 100 through the first bypass 50, condenses and releases heat in the first in-vehicle heat exchanger 200, thereby heating the cockpit. Subsequently, it enters the fourth branch 40 through the second bypass 60, absorbs heat and evaporates in the second in-vehicle heat exchanger 500. The second in-vehicle heat exchanger 500 acts as an evaporator, and the moisture in the cockpit condenses into a liquid state in the second in-vehicle heat exchanger 500, achieving dehumidification of the cockpit.

[0035] As Figure 1 shown, in some alternative embodiments, the first bypass 50 is further provided with a sixth valve 54, and the sixth valve 54 is located between the second branch 20 and the fourth branch 40.

[0036] In these alternative embodiments, when the battery heat exchanger 300 acts as an evaporator, the sixth valve 54 is opened. When the first heat exchange medium passes through the battery heat exchanger 300 from the second bypass 60, it absorbs heat to cool the battery pack 830. Subsequently, the first heat exchanger medium flows through the sixth valve 54 and the second end 52 to the inlet 102 of the compressor 100. When the battery heat exchanger 300 acts as a condenser, the first valve 53 is opened and the sixth valve 54 is closed. When the first heat exchange medium passes through the first valve 53 from the first bypass 50 and enters the battery heat exchanger 300, it releases heat to heat the battery pack 830.

[0037] As Figure 1 shown, in some alternative embodiments, the second bypass 60 is provided with an economizer heat exchanger 600. The economizer heat exchanger 600 is located between the first branch 10 and the second branch 20. The compressor 100 is provided with an economizer port. The economizer heat exchanger 600 includes a first shunt 610. The first shunt 610 is connected between the second bypass 60 and the economizer port, and the first shunt 610 is provided with a first expansion valve 620.

[0038] In these alternative embodiments, by providing the economizer heat exchanger 600 in the second bypass 60, in a high-temperature environment, the exhaust temperature of the compressor 100 can be reduced and the refrigerating capacity of the system can be increased. In a low-temperature environment, the exhaust temperature of the compressor 100 can be reduced and the heating capacity of the system can be increased. The reduction of the exhaust temperature of the compressor 100 can ensure the safe and stable operation of the system. A part of the first heat exchange medium is throttled and expanded by the first expansion valve 620, vaporizes in the economizer heat exchanger 600, and then flows to the economizer port of the compressor 100, reducing the exhaust temperature of the compressor 100 and increasing the heating capacity of the system.

[0039] As Figure 1As shown, in some alternative embodiments, a second expansion valve 31 is further provided in the third branch 30. The second expansion valve 31 is located between the vehicle exterior heat exchanger 400 and the second bypass 60. The thermal management system further includes a third bypass 70. One end of the third bypass 70 is connected between the vehicle exterior heat exchanger 400 and the second expansion valve 31, and the other end of the third bypass 70 is connected between the first vehicle interior heat exchanger 200 and the second bypass 60. The third bypass 70 is provided with a first check valve 71 and a second valve 72. The first check valve 71 is used to control the first heat exchange medium in the third bypass 70 to flow from the third branch 30 to the first branch 10.

[0040] In these alternative embodiments, one end of the third bypass 70 is connected between the vehicle exterior heat exchanger 400 and the second expansion valve 31. The first heat exchange medium at the outlet 101 of the compressor 100 can pass through the third bypass 70 from the first branch 10 to the second bypass 60 without passing through the second expansion valve 31 through the vehicle exterior heat exchanger 400, reducing the pressure drop of the first heat exchange medium when passing through the second expansion valve 31. The third bypass 70 is provided with a first check valve 71 and a second valve 72. The first check valve 71 is used to control the first heat exchange medium in the third bypass 70 to flow from the third branch 30 to the first branch 10. The second valve 72 is used to control the opening and closing of the third bypass 70.

[0041] As Figure 1 shown, in some alternative embodiments, a liquid accumulator 11 is further provided in the first branch 10. The liquid accumulator 11 is disposed between the third bypass 70 and the second bypass 60. A second check valve 12 is further provided between the liquid accumulator 11 and the second bypass 60. The second check valve 12 is used to control the first heat exchange medium in the first branch 10 to flow from the first branch 10 to the second bypass 60.

[0042] In these alternative embodiments, as Figure 4 shown, after the first heat exchange medium enters the first branch 10 from the third branch 30 through the third bypass 70, it passes through the liquid accumulator 11 and then enters the second bypass 60. The liquid accumulator 11 can dry the first heat exchange medium and store the excess first heat exchange medium. After the first heat exchange medium enters the second bypass 60 from the first branch 10 through the liquid accumulator 11, the liquid accumulator 11 can dry the first heat exchange medium and store the excess first heat exchange medium. The second check valve 12 is used to control the first heat exchange medium in the first branch 10 to flow from the first branch 10 to the second bypass 60.

[0043] As Figure 1As shown, in some alternative embodiments, a third valve 32 is provided in the third branch 30. The third valve 32 is provided between the vehicle exterior heat exchanger 400 and the first bypass 50. The thermal management system further includes a fourth bypass 80. One end of the fourth bypass 80 is connected between the vehicle exterior heat exchanger 400 and the third valve 32, and the other end of the fourth bypass 80 communicates with the compressor 100 inlet 102. A fourth valve 81 is also provided in the fourth bypass 80.

[0044] In these alternative embodiments, when the third valve 32 is opened, the first heat exchange medium enters the vehicle exterior heat exchanger 400 from the compressor 100 outlet 101 through the third valve 32, and the vehicle exterior heat exchanger 400 can act as a condenser to release heat. As Figure 7 shown, when the third valve 32 is closed and the fourth valve 81 is opened, the first heat exchange medium enters the first branch 10 or the second branch 20 from the compressor 100 outlet 101 through the first bypass 50. The first vehicle interior heat exchanger 200 or the battery heat exchanger 300 acts as a condenser to release heat. Subsequently, the first heat exchange medium enters the vehicle exterior heat exchanger 400 through the second bypass 60. After the vehicle exterior heat exchanger 400 acts as an evaporator to absorb heat, it enters the compressor 100 inlet 102 through the fourth bypass 80.

[0045] Optionally, as Figure 1 shown, a third expansion valve 21 is provided in the second branch 20. The third expansion valve 21 is provided between the battery heat exchanger 300 and the second bypass 60. The first heat exchange medium enters the battery heat exchanger 300 through the third expansion valve 21 via the second bypass 60, and the battery heat exchanger 300 acts as an evaporator to cool the battery pack 830.

[0046] Optionally, as Figure 1 shown, a fourth expansion valve 41 is provided in the fourth branch 40. The fourth expansion valve 41 is provided between the second vehicle interior heat exchanger 500 and the second bypass 60. The first heat exchange medium enters the second vehicle interior heat exchanger 500 through the fourth expansion valve 41 via the second bypass 60, and the second vehicle interior heat exchanger 500 acts as an evaporator to cool the cockpit.

[0047] Optionally, as Figure 1 shown, a fifth valve 13 is further provided in the thermal management system. The fifth valve 13 is provided in the first branch 10. When it is not necessary to heat the cockpit, the fifth valve 13 can be closed. The fifth valve 13 can be provided between the first bypass 50 and the first vehicle interior heat exchanger 200.

[0048] As Figure 1As shown, in some alternative embodiments, the thermal management system further includes a sixth bypass 90, and a waste heat recovery device 700 is provided in the sixth bypass 90. The waste heat recovery device 700 is configured to absorb the heat generated by the motor 710 and the electronic control unit 720 to heat the first heat exchange medium in the sixth bypass 90. The sixth bypass 90 is connected between the second bypass 60 and the inlet 102 of the compressor 100.

[0049] In these alternative embodiments, the sixth bypass 90 communicates with the second bypass 60, and the first heat exchange medium in the second bypass 60 passes through the sixth bypass 90. When the motor 710 and the electronic control unit 720 are operating, the heat generated is transferred to the first heat exchange medium in the sixth bypass 90 in the waste heat recovery device 700, improving the thermal efficiency of the thermal management system.

[0050] As Figure 1 shown, in some alternative embodiments, a fifth expansion valve 91 is provided in the sixth bypass 90, and the fifth expansion valve 91 is disposed between the waste heat recovery device 700 and the second bypass 60.

[0051] In these alternative embodiments, the fifth expansion valve 91 throttles the high-pressure first heat exchange medium flowing from the second bypass 60 to the sixth bypass 90 into a low-temperature and low-pressure first heat exchange medium, facilitating the absorption of the heat of the motor 710 and the electronic control unit 720 by the first heat exchange medium in the waste heat recovery device 700.

[0052] Optionally, as Figure 1 shown, the thermal management system includes a waste heat recovery branch, and the waste heat recovery branch includes an electrode, an electronic control unit 720, and a heat dissipation plate 740. The waste heat recovery branch includes a three-way valve, and the three-way valve includes an eighth valve port 701, a ninth valve port 702, and a tenth valve port 703. The eighth valve port 701 is connected to the motor 710 and the electronic control unit 720, the ninth valve port 702 is connected to the heat dissipation plate 740, and the tenth valve port 703 is connected to the waste heat recovery device 700. As Figure 4 shown, when the eighth valve port 701 and the ninth valve port 702 are in communication, the heat of the motor 710 and the electronic control unit 720 is circulated to the heat dissipation plate 740 through the third heat exchange medium for heat dissipation and forms a closed loop. As Figure 2 and Figure 3 shown, when the eighth valve port 701 and the tenth valve port 703 are in communication, the heat of the motor 710 and the electronic control unit 720 is circulated to the waste heat recovery device 700 through the third heat exchange medium to heat the first heat exchange medium.

[0053] Optionally, as Figure 1 shown, a third pressure pump 730 is further provided at one end of the motor 710 and the electronic control unit 720 away from the three-way valve to provide circulating power for the third heat exchange medium.

[0054] As Figure 1As shown, in some alternative embodiments, the thermal management system further includes a fifth bypass 800. The fifth bypass 800 is connected to the first in-vehicle heat exchanger 200 to effect heat exchange with the first heat transfer medium in the third branch 30, and is connected to the battery heat exchanger 300 to effect heat exchange with the first heat transfer medium in the second branch 20. The fifth bypass 800 is provided with a heater 810 and a battery pack heat exchanger 820. The battery pack heat exchanger 820 is used to heat or cool the battery pack 830.

[0055] In these alternative embodiments, a second heat transfer medium flows through the fifth bypass 800. The second heat transfer medium can pass through the heater 810 and the battery pack heat exchanger 820. The heater 810 heats the second heat transfer medium, and when the second heat transfer medium passes through the battery pack heat exchanger 820, it transfers heat to the battery pack 830 to achieve battery heating. The heater 810 heats the second heat transfer medium, and the second heat transfer medium can effect heat exchange with the first heat transfer medium in the first branch 10 through the first in-vehicle heat exchanger 200 to heat the first heat transfer medium.

[0056] In the method of heating or cooling the battery pack 830, the fifth bypass 800 is connected to the battery heat exchanger 300, and the second heat transfer medium effects heat exchange with the first heat transfer medium in the second branch 20 in the battery heat exchanger 300, so that the battery heat exchanger 300 can heat or cool the second heat transfer medium, and the second heat transfer medium passes through the battery pack heat exchanger 820 to heat or cool the battery pack 830.

[0057] Optionally, as Figure 1 shown, the fifth bypass 800 is provided with a heater core 840. The heater core 840 is disposed between the first in-vehicle heat exchanger 200 and the heater 810. Heat generated by the first in-vehicle heat exchanger 200 or the heater 810 heats the heater core 840 through the second heat transfer medium, and the warm air absorbs heat when passing through the heater core 840 and blows into the cockpit.

[0058] Optionally, as Figure 1 shown, the fifth bypass 800 is further provided with a first pressure pump 850. The first pressure pump 850 can provide the circulating power for the second heat transfer medium.

[0059] Optionally, as Figure 1 shown, the first pressure pump 850 is disposed between the heater duct core and the first in-vehicle heat exchanger 200.

[0060] As Figure 1As shown, in some alternative embodiments, the fifth bypass 800 is provided with a four-way valve port, which includes a first valve port 801, a second valve port 802, a third valve port 803, and a fourth valve port 804. One end of the heater 810 is connected to the first valve port 801, and the other end of the heater 810 is connected to the second valve port 802 through the first in-vehicle heater 810. One end of the battery pack heat exchanger 820 is connected to the third valve port 803 through the battery heat exchanger 300, and the other end of the battery pack heat exchanger 820 is connected to the fourth valve port 804.

[0061] In these alternative embodiments, the first valve port 801 communicates with the second valve port 802, and the heater 810 communicates with the first in-vehicle heat exchanger 200. The heater 810 can supply heat to the first heat transfer medium in the first branch 10. The third valve port 803 communicates with the fourth valve port 804. The battery heat exchanger 300 can heat or cool the second heat transfer medium, and the second heat transfer medium is heated or cooled in the battery pack heat exchanger 820 for the battery pack 830.

[0062] As Figure 2 shown, when the first in-vehicle heat exchanger 200 and the battery heat exchanger 300 act as condensers simultaneously, the first valve port 801 communicates with the fourth valve port 804, and the second valve port 802 communicates with the third valve port 803. The second heat transfer medium passes through the first in-vehicle heat exchanger 200, the battery heat exchanger 300, the heater 810, and the battery pack heat exchanger 820. The second heat transfer medium can absorb the heat of the first heat transfer medium in the first in-vehicle heat exchanger 200 and the battery heat exchanger 300, as well as the heat of the heater 810, improving the thermal efficiency.

[0063] As Figure 3 shown, when the cockpit needs to be heated and the battery pack 830 needs to be cooled, the first valve port 801 communicates with the second valve port 802, and the third valve port 803 communicates with the fourth valve port 804. In the cooling circuit, the battery heat exchanger 300 is an evaporator, and the second heat transfer medium passes through the battery pack heat exchanger 820 and the battery heat exchanger 300. In the heating circuit, the first in-vehicle heat exchanger 200 is a condenser, and the second heat transfer medium passes through the heater core 840, the heater 810, and the first in-vehicle heat exchanger 200.

[0064] As Figure 1 shown, in some alternative embodiments, the fifth bypass 800 is further provided with a three-way valve port, which includes a fifth valve port 805, a sixth valve port 806, and a seventh valve port 807. The fifth valve port 805 is connected to the heater 810. The sixth valve port 806 is connected to the second valve port 802 through the first in-vehicle heat exchanger 200. The seventh valve port 807 is connected to the second valve port 802 through the heater core 840 and the first in-vehicle heat exchanger 200.

[0065] In these alternative embodiments, when it is necessary to heat the cockpit, the fifth valve port 805 is connected to the seventh valve port 807, and the second heat exchange medium can pass through the first in-vehicle heat exchanger 200, the heater core 840, and the heater 810. The heat of the heater 810 or the heat of the first in-vehicle heat exchanger 200 can be transferred to the heater core 840 through the second heat exchange medium. When it is not necessary to heat the cockpit, the fifth valve port 805 is connected to the sixth valve port 806, and the second heat exchange medium can pass through the first in-vehicle heat exchanger 200 and the heater 810 without passing through the heater core 840.

[0066] Optionally, as Figure 1 shown, the fifth bypass 800 is further provided with a second pressure pump 860. The second pressure pump 860 is located between the battery heat exchanger 300 and the battery pack heat exchanger 820 to provide circulating power for the second heat exchange medium.

[0067] Optionally, as Figure 1 shown, a gas-liquid separator 103 is provided at the inlet 102 of the compressor 100. The first heat exchange medium at the inlet 102 of the compressor 100 needs to be in a gaseous state, and the gas-liquid separator 103 is used to separate the two-phase first heat exchange medium flowing into the gas-liquid separator 103 into a gaseous state and a liquid state.

[0068] The thermal management system of the vehicle in the embodiments of the present application is not limited to the above-mentioned operating conditions, and some other types of operating conditions can be achieved by adjusting the opening or closing of each valve according to actual needs.

[0069] Although the present application has been described with reference to the preferred embodiments, various improvements can be made to it and components therein can be replaced with equivalents without departing from the scope of the present application. In particular, as long as there is no structural conflict, the technical features mentioned in each embodiment can be combined in any way. The present application is not limited to the specific embodiments disclosed in the text, but includes all technical solutions falling within the scope of the claims.

Claims

1. A thermal management system for a vehicle, characterized in that, Comprising: A heat pump system, including a compressor, the compressor including an inlet and an outlet, the inlet and the outlet being respectively used for the inflow and outflow of a first heat exchange medium; A first branch, provided with a first in-vehicle heat exchanger, the first in-vehicle heat exchanger being used for heating the cockpit; A second branch, provided with a battery heat exchanger, the battery heat exchanger being used for cooling or heating the battery pack; The first branch and the second branch are connected in parallel to each other. One end of the first branch communicates with the inlet, the other end of the first branch is connected to the outlet, one end of the second branch communicates with the inlet and the outlet respectively, and the other end of the second branch communicates with the inlet and the other end of the first branch.

2. The thermal management system according to claim 1, characterized in that The heat management system further includes a first bypass. A first end of the first bypass is connected to the compressor outlet, a second end of the first bypass is connected to the compressor inlet, and the first bypass sequentially connects one ends of the first branch and the second branch from the first end to the second end; The first bypass is provided with a first valve, and the first valve is arranged between the first branch and the second branch.

3. The thermal management system according to claim 2, wherein The heat management system further includes a second bypass and a third branch. The first bypass sequentially connects the third branch, the first branch and one ends of the second branch from the first end to the second end. The second bypass sequentially connects the third branch, the first branch and the other ends of the second branch. The third branch is provided with an out-of-vehicle heat exchanger.

4. The thermal management system according to claim 3, characterized in that, The heat management system further includes a fourth branch. The first bypass sequentially connects the third branch, the first branch, the second branch and one ends of the fourth branch from the first end to the second end. The second bypass sequentially connects the third branch, the first branch, the second branch and the other ends of the fourth branch. The fourth branch is provided with a second in-vehicle heat exchanger.

5. The thermal management system according to claim 4, wherein, The first bypass is further provided with a sixth valve, and the sixth valve is located between the second branch and the fourth branch.

6. The thermal management system according to claim 4, wherein, The second bypass is provided with an air-increasing enthalpy heat exchanger, the air-increasing enthalpy heat exchanger being located between the first branch and the second branch. The compressor is provided with an air-increasing enthalpy port. The air-increasing enthalpy heat exchanger includes a first shunt, the first shunt being connected between the second bypass and the air-increasing enthalpy port, and the first shunt is provided with a first expansion valve.

7. The thermal management system according to claim 6, characterized in that The third branch is further provided with a second expansion valve, the second expansion valve being located between the out-of-vehicle heat exchanger and the second bypass. The heat management system further includes a third bypass. One end of the third bypass is connected between the out-of-vehicle heat exchanger and the second expansion valve, and the other end of the third bypass is connected between the first in-vehicle heat exchanger and the second bypass. The third bypass is provided with a first one-way valve and a second valve, and the first one-way valve is used to control the first heat exchange medium in the third bypass to flow from the third branch to the first branch.

8. The thermal management system according to claim 7, characterized in that, The first branch is further provided with a liquid reservoir, the liquid reservoir is arranged between the third bypass and the second bypass, and a second one-way valve is further arranged between the liquid reservoir and the second bypass, and the second one-way valve is used to control the first heat exchange medium in the first branch to flow from the first branch to the second bypass.

9. The thermal management system according to claim 7, wherein The third branch is provided with a third valve, the third valve is arranged between the external heat exchanger and the first bypass, the thermal management system further includes a fourth bypass, one end of the fourth bypass is connected between the external heat exchanger and the third valve, the other end of the fourth bypass communicates with the compressor inlet, and the fourth bypass is further provided with a fourth valve.

10. The thermal management system according to claim 3, characterized in that, The thermal management system further includes a sixth bypass, the sixth bypass is provided with a waste heat recovery device, the waste heat recovery device is used to absorb the heat generated by the motor and the electronic control unit to heat the first heat exchange medium in the sixth bypass, and the sixth bypass is connected between the second bypass and the compressor inlet.

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