Thermal management system and vehicle

Abstract

The invention relates to a thermal management system and a vehicle, the thermal management system comprises a first cooling circulation system, and the first cooling circulation system comprises a first circulation main path and a second circulation main path; the first circulation main path comprises a battery part; the second circulation main path is connected with the first circulation main path and comprises a second in-vehicle heat exchanger, and the second in-vehicle heat exchanger absorbs heat of the battery part so as to adjust the temperature of a passenger compartment of the vehicle. The first circulation main path can transfer waste heat generated by the battery part to the second in-vehicle heat exchanger, then the temperature of a passenger compartment of the vehicle is adjusted through the second in-vehicle heat exchanger, the heat transfer path is shortened, the heat utilization rate is increased, and therefore the technical problems that in the prior art, a heat management system is low in integration degree and low in energy utilization rate are solved.

Description

Technical Field

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

[0002] In recent years, to address energy crises and environmental pollution, new energy vehicles have been vigorously developed, with hybrid vehicles being widely adopted. Due to the large number of parts, complex structural layout, and widely varying operating conditions during operation, new energy vehicles place high demands on their cooling systems.

[0003] In the prior art, in order to meet the heat dissipation requirements, different cooling systems are installed in different parts of the vehicle. The multiple cooling systems are relatively independent, with low integration, fewer system execution modes, and low heat utilization rate of the vehicle. Summary of the Invention

[0004] The present application provides a thermal management system and a vehicle, and the present application aims to solve the technical problems of low integration and low energy utilization of existing thermal management systems.

[0005] In order to achieve the above object, according to a first aspect of the present application, a thermal management system is provided, including a first cooling circulation system, wherein the first cooling circulation system includes:

[0006] The first circulation main path includes a battery portion; and

[0007] The second main circulation path is connected to the first main circulation path. The second main circulation path includes a second in-vehicle heat exchanger. The second in-vehicle heat exchanger absorbs heat from the battery unit to adjust the temperature of the vehicle's passenger compartment.

[0008] Optionally, it further includes a refrigerant circulation system, which performs heat exchange with the first cooling circulation system, and the refrigerant circulation system is used to adjust the temperature of the vehicle's passenger compartment.

[0009] Optionally, a second cooling circulation system is further included, and the second cooling circulation system performs heat exchange with the first cooling circulation system.

[0010] Optionally, the first main circulation path exchanges heat with the refrigerant circulation system through a first heat exchanger, and the first main circulation path exchanges heat with the second cooling circulation system through a second heat exchanger;

[0011] Wherein, the battery unit is provided between the first heat exchanger and the second heat exchanger.

[0012] Optionally, the first main circulation path further includes:

[0013] a communication pipe, provided between the first heat exchanger and the second heat exchanger and connected in parallel with the battery unit; and

[0014] The fourth valve has a first end, a second end, and a third end. The first end of the fourth valve is connected to the connecting pipe, the second end of the fourth valve is connected to the battery unit, and the third end of the fourth valve is connected to the second heat exchanger.

[0015] Optionally, the second main circulation circuit includes a first branch circuit, the first branch circuit is connected in series with the first main circulation circuit, and the first branch circuit includes a first water pump and a first radiator.

[0016] Optionally, one end of the first branch is connected to an end of the first heat exchanger away from the battery unit, and the other end of the first branch is connected to an end of the second heat exchanger away from the battery unit; or,

[0017] One end of the first branch is connected to an end of the first heat exchanger close to the battery portion, and the other end of the first branch is connected to an end of the second heat exchanger close to the battery portion.

[0018] Optionally, the second circulation main circuit further includes a second branch, and the second branch is connected in parallel with the first branch;

[0019] Wherein, the second in-vehicle heat exchanger is arranged on the second branch.

[0020] Optionally, the second circulation main circuit further includes a third branch, and the third branch is connected in parallel with the second branch.

[0021] Optionally, the first circulation main line also includes a second valve, the second valve having a first end, a second end and a third end, the first end of the second valve being connected to the liquid outlet end of the first circulation main line, and the second end of the second valve being connected to the liquid inlet end of the first branch line.

[0022] Optionally, the first circulation main circuit also includes a third valve and a second water pump, the second water pump is arranged close to the second valve, the third valve has a first end, a second end and a third end, the first end of the third valve is connected to one end of the second water pump, the second end of the third valve is connected to the liquid inlet end of the second branch, the third end of the third valve is connected to the liquid inlet end of the third branch, and the other end of the second water pump is connected to the third end of the second valve.

[0023] Optionally, the refrigerant circulation system includes a refrigerant circulation main circuit and a refrigerant circulation branch circuit, the refrigerant circulation main circuit is used to adjust the temperature of the passenger compartment of the vehicle, and the refrigerant circulation branch circuit performs heat exchange with the first cooling circulation system.

[0024] Optionally, the refrigerant circulation branch is connected in parallel with the refrigerant circulation main circuit.

[0025] Optionally, the refrigerant circulation main circuit includes a compressor, an off-vehicle heat exchanger, a first expansion valve, a first on-vehicle heat exchanger, and a first valve, wherein the first valve is connected to one end of the off-vehicle heat exchanger, the first expansion valve is connected to the other end of the off-vehicle heat exchanger, and the first on-vehicle heat exchanger is connected between the first expansion valve and the first valve;

[0026] The first in-vehicle heat exchanger is used for heat exchange with the passenger compartment of the vehicle.

[0027] Optionally, the first valve has a first end, a second end, a third end and a fourth end, the first end of the first valve is connected to the external heat exchanger, the second end of the first valve is connected to the first internal heat exchanger, the third end of the first valve is connected to one end of the compressor, and the fourth end of the first valve is connected to the other end of the compressor.

[0028] Optionally, the refrigerant circulation branch includes a first stop valve, a second expansion valve and the first heat exchanger, and the second expansion valve is provided between the first stop valve and the first heat exchanger;

[0029] The refrigerant circulation branch exchanges heat with the first cooling circulation system through the first heat exchanger.

[0030] Optionally, the second cooling circulation system includes:

[0031] The third circulation main road is used to regulate the temperature of the vehicle's power system;

[0032] The fourth circulation main path is connected to the third circulation main path, and the fourth circulation main path performs heat exchange with the first cooling circulation system.

[0033] Optionally, the third circulation main circuit includes an engine part and a motor part connected in parallel.

[0034] Optionally, the fourth circulation main circuit includes a fourth branch circuit, the second heat exchanger is provided in the fourth branch circuit, and the fourth branch circuit includes:

[0035] a sixth valve having a first end, a second end, and a third end, wherein the first end of the sixth valve is connected to one end of the second heat exchanger, the second end of the sixth valve is connected to one end of the engine portion, and the third end of the sixth valve is connected to one end of the motor portion;

[0036] A seventh valve has a first end, a second end and a third end, the first end of the seventh valve is connected to the other end of the second heat exchanger, the second end of the seventh valve is connected to the other end of the engine part, and the third end of the seventh valve is connected to the other end of the motor part.

[0037] Optionally, the fourth circulation main circuit further includes a fifth branch, the fifth branch is connected in parallel with the fourth branch, and the fifth branch includes:

[0038] Second radiator;

[0039] a fifth valve connected to one end of the second radiator, the fifth valve having a first end, a second end, and a third end, the first end of the fifth valve being connected to the other end of the motor portion, the second end of the fifth valve being connected to one end of the second radiator, and the third end of the fifth valve being connected to the other end of the engine portion;

[0040] an eighth valve connected to the other end of the second radiator, the eighth valve having a first end, a second end, and a third end, the first end of the eighth valve being connected to one end of the motor portion, the second end of the eighth valve being connected to the other end of the second radiator, and the third end of the eighth valve being connected to one end of the engine portion.

[0041] Optionally, the first cooling circulation system includes a first battery heat dissipation mode, a second battery heat dissipation mode and a third battery heat dissipation mode;

[0042] In the first battery heat dissipation mode, the first end of the fourth valve is connected to the second end of the fourth valve, and the third end of the fourth valve is closed; the first end of the second valve is connected to the third end of the second valve, and the second end of the second valve is closed; the first end of the third valve is connected to the second end of the third valve, and the second end of the third valve is closed;

[0043] In the second battery heat dissipation mode, the first end of the fourth valve is connected to the second end of the fourth valve, the third end of the fourth valve is closed, the first end of the second valve is connected to the second end of the second valve, and the third end of the second valve is closed;

[0044] In the third battery heat dissipation mode, the first shut-off valve is opened, the refrigerant circulation branch exchanges heat with the first circulation main circuit through the first heat exchanger, the first end of the fourth valve is connected to the second end of the fourth valve, the third end of the fourth valve is closed, the first end of the second valve is connected to the third end of the second valve, the second end of the second valve is closed, the first end of the third valve is connected to the third end of the third valve, and the second end of the third valve is closed.

[0045] Optionally, the first cooling cycle system further includes a first passenger compartment heating mode and a second passenger compartment heating mode;

[0046] In the first passenger compartment heating mode, the first end of the fourth valve is connected to the second end of the fourth valve, the third end of the fourth valve is closed, the first end of the second valve is connected to the third end of the second valve, the second end of the second valve is closed, the first end of the third valve is connected to the second end of the third valve, and the second end of the third valve is closed.

[0047] In the heating mode of the second passenger compartment, the fourth branch exchanges heat with the first circulation main circuit through the second heat exchanger, the second end of the fourth valve is connected to the third end of the fourth valve, the first end of the fourth valve is closed, the first end of the second valve is connected to the third end of the second valve, the second end of the second valve is closed, the first end of the third valve is connected to the second end of the third valve, and the third end of the third valve is closed.

[0048] Optionally, the first cooling circulation system further includes a battery heating mode;

[0049] In the battery heating mode, the fourth branch exchanges heat with the first circulation main circuit through the second heat exchanger, the first end of the fourth valve is connected to the second end of the fourth valve, the third end of the fourth valve is closed, the first end of the second valve is connected to the third end of the second valve, the second end of the second valve is closed, the first end of the third valve is connected to the third end of the third valve, and the second end of the third valve is closed.

[0050] Optionally, the second cooling cycle system includes a first power system heat dissipation mode and a second power system heat dissipation mode;

[0051] In the first power system cooling mode, the first end of the fifth valve, the second end of the fifth valve, and the third end of the fifth valve are all connected to each other, the first end of the eighth valve, the second end of the eighth valve, and the third end of the eighth valve are connected to each other, the second end of the sixth valve and the third end of the sixth valve are connected, the first end of the sixth valve is closed, the second end of the seventh valve and the third end of the seventh valve are connected, and the first end of the seventh valve is closed;

[0052] In the second power system cooling mode, the first end of the sixth valve, the second end of the sixth valve, and the third end of the sixth valve are connected to each other, the first end of the seventh valve, the second end of the seventh valve, and the third end of the seventh valve are connected to each other, the first end of the fifth valve and the third end of the fifth valve are connected, and the second end of the fifth valve is closed, the first end of the eighth valve and the third end of the eighth valve are connected, and the second end of the eighth valve is closed.

[0053] Optionally, the second cooling circulation system also includes a preheating mode. In the preheating mode, the first end of the fifth valve is connected to the third end of the fifth valve, the second end of the fifth valve is closed, the second end of the sixth valve is connected to the third end of the sixth valve, the first end of the sixth valve is closed, the second end of the seventh valve is connected to the third end of the seventh valve, the first end of the seventh valve is closed, the first end of the eighth valve is connected to the third end of the eighth valve, and the second end of the eighth valve is closed.

[0054] Optionally, the refrigerant circulation system includes a cooling mode and a heating mode;

[0055] In the cooling mode, the first end of the first valve is communicated with the third end of the first valve, and the second end of the first valve is communicated with the fourth end of the first valve;

[0056] In the heating mode, the third end of the first valve is communicated with the second end of the first valve, and the first end of the first valve is communicated with the fourth end of the first valve.

[0057] Optionally, the first main circulation path further includes a first temperature sensor for monitoring the temperature of the battery unit.

[0058] Optionally, the first temperature sensor is disposed between the battery portion and the fourth valve.

[0059] According to a second aspect of the present application, a vehicle is provided, comprising the above-mentioned thermal management system.

[0060] Beneficial effects of this application:

[0061] In the technical solution of the present application, the thermal management system includes a first cooling circulation system, the first cooling circulation system includes a first circulation main path and a second circulation main path, the first circulation main path includes a battery part, the second circulation main path is connected to the first circulation main path, the second circulation main path includes a second in-vehicle heat exchanger, the first circulation main path can transfer the waste heat generated by the battery part to the second in-vehicle heat exchanger, and then adjust the temperature of the vehicle's passenger compartment through the second in-vehicle heat exchanger, shortening the heat transfer path and improving the utilization rate of heat.

[0062] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0064] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0065] Figure 1 It is a structural schematic diagram of an embodiment of the thermal management system provided by the present application;

[0066] Figure 2 yes Figure 1 Schematic diagram of the structure of the refrigerant circulation system;

[0067] Figure 3 yes Figure 2 A is an enlarged schematic diagram;

[0068] Figure 4 yes Figure 1 A schematic structural diagram of the first cooling circulation system;

[0069] Figure 5 yes Figure 4 A magnified schematic diagram of middle B;

[0070] Figure 6 yes Figure 4 A magnified schematic diagram of middle C;

[0071] Figure 7 yes Figure 4 A magnified schematic diagram of D in the middle;

[0072] Figure 8 yes Figure 1 A schematic structural diagram of the second cooling circulation system;

[0073] Figure 9 yes Figure 8 Enlarged diagram of E in the middle

[0074] Figure 10 yes Figure 8 The enlarged schematic diagram of point F in the middle;

[0075] Figure 11 yes Figure 8 Enlarged schematic diagram of point G in the middle;

[0076] Figure 12 yes Figure 8 The enlarged schematic diagram of H in the middle;

[0077] Figure 13 It is a structural schematic diagram of another embodiment of the thermal management system provided by this application.

[0078] Description of reference numerals:

[0079] 100. Thermal management system;

[0080] 10. Refrigerant circulation system; 11. Main refrigerant circulation circuit; 111. Compressor; 112. External heat exchanger; 113. First expansion valve; 114. First internal heat exchanger; 115. First valve; a1. First end of the first valve; a2. Second end of the first valve; a3. Third end of the first valve; a4. Fourth end of the first valve; 12. Branch refrigerant circulation circuit; 121. First stop valve; 122. Second expansion valve;

[0081] 20. First cooling circulation system; 21. First main circulation path; 211. Battery unit; 212. Connecting pipe; 213. Fourth valve; b1, first end of fourth valve; b2, second end of fourth valve; b3, third end of fourth valve; 214. Second valve; c1, first end of second valve; c2, second end of second valve; c3, third end of second valve; 215. Third valve; d1, first end of third valve; d2, second end of third valve; d3, third end of third valve; 216. Second water pump; 217. First temperature sensor; 218. Second temperature sensor; 219. Third shut-off valve; 22. Second main circulation path; 221. First branch path; 2211. First water pump; 2212. First radiator; 222. Second branch path; 2221. Second in-vehicle heat exchanger; 223. Third branch path;

[0082] 30. Second cooling circulation system; 31. Third main circulation circuit; 311. Engine unit; 312. Motor unit; 313. Fifth valve; e1. First end of the fifth valve; e2. Second end of the fifth valve; e3. Third end of the fifth valve; 314. Third temperature sensor; 32. Fourth main circulation circuit; 321. Fourth branch circuit; 3211. Second radiator; 322. Fifth branch circuit; 3221. Third water pump; 323. Sixth valve;

[0083] f1, first end of the sixth valve; f2, second end of the sixth valve; f3, third end of the sixth valve; 324, seventh valve; g1, first end of the seventh valve; g2, second end of the seventh valve; g3, third end of the seventh valve; 325, eighth valve; h1, first end of the eighth valve; h2, second end of the eighth valve; h3, third end of the eighth valve;

[0084] 40. First heat exchanger;

[0085] 50. Second heat exchanger. DETAILED DESCRIPTION

[0086] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0087] In recent years, to address energy crises and environmental pollution, new energy vehicles have been vigorously developed, with hybrid vehicles (HEVs) being widely adopted as one of the key areas. Hybrid vehicles are powered by a combination of an engine and an onboard battery pack. Plug-in hybrid vehicles (PHEVs) can be recharged from an external power source, offering a long pure electric driving range and the ability to operate in hybrid mode when necessary, resulting in excellent fuel economy. However, due to their numerous components, complex structural layout, and highly variable operating conditions during driving, HEVs place high demands on their cooling systems. To meet these requirements, vehicles often utilize separate cooling systems to cool different areas, resulting in a relatively low level of integration. Furthermore, the thermal management control strategy often utilizes fewer modes, resulting in relatively low internal heat utilization.

[0088] In view of this, the present application proposes a thermal management system 100, Figures 1 to 13 This is a structural diagram of an embodiment of the thermal management system 100 provided in this application. The thermal management system 100 provided in this application has high integration and high energy utilization rate. The thermal management system 100 will be described in detail below in conjunction with the main drawings.

[0089] See also Figure 1 The present application provides a thermal management system 100, which includes a first cooling circulation system 20, the first cooling circulation system 20 includes a first circulation main path 21 and a second circulation main path 22, the first circulation main path 21 includes a battery part 211; the second circulation main path 22 is connected to the first circulation main path 21, the second circulation main path 22 includes a second in-vehicle heat exchanger 2221, the second in-vehicle heat exchanger 2221 absorbs heat from the battery part 211 to adjust the temperature of the vehicle's passenger compartment.

[0090] In the technical solution of the present application, the thermal management system 100 includes a first cooling circulation system 20, the first cooling circulation system 20 includes a first circulation main path 21 and a second circulation main path 22, the first circulation main path 21 includes a battery part, the second circulation main path 22 is connected to the first circulation main path 21, the second circulation main path 22 includes a second in-vehicle heat exchanger 2221, the first circulation main path 21 can transfer the waste heat generated by the battery part 211 to the second in-vehicle heat exchanger 2221, and then adjust the temperature of the passenger compartment through the second in-vehicle heat exchanger 2221, shorten the heat transfer path, and improve the utilization rate of heat.

[0091] Please continue reading Figure 1 In some embodiments, the thermal management system 100 further includes a refrigerant circulation system 10 , which performs heat exchange with the first cooling circulation system 20 , and the refrigerant circulation system 10 is used to adjust the temperature of the passenger compartment of the vehicle.

[0092] Please continue reading Figure 1 In some embodiments, the thermal management system further includes a second cooling circulation system, which exchanges heat with the first cooling circulation system.

[0093] It should be noted that the refrigerant circulation system 10 is mainly used to regulate the temperature of the vehicle's passenger compartment, the first cooling circulation system 20 is mainly used to regulate the temperature of the vehicle's battery system, the first cooling circulation system 20 can also regulate the temperature of the vehicle's passenger compartment, the second cooling circulation system 30 is mainly used to regulate the temperature of the vehicle's power system, the refrigerant circulation system 10 exchanges heat with the first cooling circulation system 20 through the first heat exchanger 40, the first cooling circulation system 20 exchanges heat with the second cooling circulation system 30 through the second heat exchanger 50, and the refrigerant circulation system 10 can indirectly exchange heat with the second cooling circulation system 30 through the first heat exchanger 40 and the second heat exchanger 50. The refrigerant circulation system 10, the first cooling circulation system 20 and the second cooling circulation system 30 are connected in parallel through the first heat exchanger 40 and the second heat exchanger 50, thereby improving the integration of the thermal management system 100 and improving the compactness of the structures; at the same time, through the first heat exchanger 40 and the second heat exchanger 50, the energy between the refrigerant circulation system 10, the first cooling circulation system 20 and the second cooling circulation system 30 is transferred to each other, thereby improving the comprehensive utilization rate of energy and reducing operating costs.

[0094] It should be noted that the specific structures and working principles of the first heat exchanger 40 and the second heat exchanger 50 may refer to conventional settings in the art and will not be described in detail here.

[0095] The refrigerant circulation system 10 , the first cooling circulation system 20 , and the second cooling circulation system 30 will be described in detail below with reference to the main drawings.

[0096] See also Figure 1 and Figure 4 The first cooling cycle system 20 is used to regulate the temperature of the vehicle's battery system. The first cooling cycle system 20 is also used to regulate the temperature of the vehicle's passenger compartment. When the vehicle's battery system generates a lot of heat, the first cooling cycle system 20 can also transfer the heat generated by the battery system to the vehicle's passenger compartment to regulate the temperature of the vehicle's passenger compartment.

[0097] In some embodiments, the first cooling circulation system 20 includes a first main circulation path 21 , which exchanges heat with the refrigerant circulation system 10 through a first heat exchanger 40 . The first main circulation path 21 is used to regulate the temperature of the vehicle's battery system.

[0098] Please continue reading Figure 4 The first main circulation path 21 exchanges heat with the refrigerant circulation system 10 through the first heat exchanger 40. Specifically, in this embodiment, the battery unit 211 is connected to the first heat exchanger 40 and the second heat exchanger 50. The battery unit 211 is used to regulate the temperature of the vehicle's battery system. The first main circulation path 21 exchanges heat with the second cooling circulation system 30 through the second heat exchanger 50. In this embodiment, the first cooling circulation system 20 includes a first cooling medium. The first cooling medium flows out of the first heat exchanger 40 and flows into the battery unit 211. The battery unit 211 is connected to the vehicle's battery system and is used to cool the vehicle's battery system.

[0099] It should be noted that, in this embodiment, the battery unit 211 includes a battery body and a cooling pipe. The cooling pipe is connected to the first circulation main path 21 and is wound around the outside of the battery body to adjust the temperature of the battery body.

[0100] In some embodiments, when the battery is working, the battery system needs to be preheated so that the battery system is at an appropriate temperature. Specifically, the first circulation main path 21 exchanges heat with the second cooling circulation system 30 through the second heat exchanger 50. When the battery needs to be preheated, the second heat exchanger 50 absorbs the heat of the second cooling circulation system 30, thereby achieving the purpose of heating the battery system. When the temperature of the battery system reaches the appropriate temperature, the circulation needs to be closed to avoid thermal runaway due to excessive temperature of the battery system.

[0101] In order to avoid thermal runaway, in this embodiment, please refer to Figure 4 and Figure 5The first circulation main path 21 also includes a connecting pipe 212 and a fourth valve 213. The connecting pipe 212 is arranged between the first heat exchanger 40 and the second heat exchanger 50 and is connected in parallel with the battery unit 211; the fourth valve 213 includes a first end b1 of the fourth valve, a second end b2 of the fourth valve and a third end b3 of the fourth valve. The first end b1 of the fourth valve is connected to the connecting pipe 212, the second end b2 of the fourth valve is connected to the battery unit 211, and the third end b3 of the fourth valve is connected to the second heat exchanger 50. When the vehicle's battery system needs to be preheated, the first end c1 of the second valve of the fourth valve 213 is connected to the second end c2 of the second valve, the third end c3 of the second valve is closed, and the battery unit 211 is connected to the first circulation main path 21. The first cooling medium is heated when passing through the second heat exchanger 50. The heated first cooling medium heats the battery system when passing through the battery unit 211, so that the battery system can be maintained at an appropriate temperature; when the battery system is heated, the third end c3 of the second valve is connected to the second end c2 of the second valve, the first end c1 of the second valve is closed, and the first cooling medium flows through the connecting pipe 212 and no longer passes through the battery unit 211, thereby preventing the battery system from being overheated and causing thermal runaway.

[0102] Please continue reading Figure 4 The first main circulation path 21 further includes a first temperature sensor 217, which is disposed between the battery unit 211 and the fourth valve 213 and is used to monitor the temperature of the battery unit 211. When the temperature of the battery system is too high, the first temperature sensor 217 transmits a signal to the vehicle control system, which controls the fourth valve 213 so that the third end c3 of the second valve of the fourth valve 213 is connected to the second end c2 of the second valve, closing the first end c1 of the second valve. The first cooling medium then flows through the connecting pipe 212 and no longer passes through the battery unit 211, thereby preventing the battery system from overheating and causing thermal runaway.

[0103] It should be noted that when the battery part 211 cools the battery system, the first cooling medium with a lower temperature flows into the battery part 211, and the first cooling medium with a higher temperature flows out of the battery part 211. In order to improve the cooling efficiency of the first cooling circulation system 20, the first cooling medium needs to be cooled to achieve a better cooling circulation process.

[0104] Please continue reading Figure 4 The first cooling circulation system 20 further includes a second circulation main path 22, which is connected to the first circulation main path 21. The second circulation main path 22 is used to adjust the temperature of the passenger compartment of the vehicle. The second circulation main path 22 is also used to adjust the temperature of the first cooling medium.

[0105] The second circulation main path 22 includes a first branch 221. The connection method between the first branch 221 and the first circulation main path 21 is not limited and can be selected according to actual conditions. Figure 4 One end of the first branch 221 is connected to an end of the first heat exchanger 40 away from the battery portion 211 , and the other end of the first branch 221 is connected to an end of the second heat exchanger 50 away from the battery portion 211 .

[0106] See also Figure 13 In other embodiments, one end of the first branch 221 is connected to an end of the first heat exchanger 40 near the battery unit 211, and the other end of the first branch 221 is connected to an end of the second heat exchanger 50 near the battery unit 211. In this embodiment, the first branch 221 is directly connected to the battery unit 211 without passing through the first heat exchanger 40 and the second heat exchanger 50, thereby shortening the cooling path and improving cooling efficiency.

[0107] See also Figure 4 The first branch 221 includes a first water pump 2211 and a first radiator 2212. The first water pump is located near the second heat exchanger 50. The higher-temperature first cooling medium flows out of the battery unit 211, flows through the second heat exchanger 50, enters the first branch 221, flows into the first water pump 2211, and after being pressurized by the first water pump 2211, flows into the first radiator 2212. The first radiator 2212 dissipates the heat of the higher-temperature first cooling medium, causing the lower-temperature first cooling medium to flow out. The lower-temperature first cooling medium then flows into the battery unit 211, continuing to cool the battery system, completing the cooling cycle.

[0108] In some embodiments, to maximize waste heat utilization, the second main circulation path 22 further includes a second branch 222, connected in parallel with the first branch 221 and in series with the first main circulation path 21. Second branch 222 includes a second in-vehicle heat exchanger 2221, which is used to regulate the temperature of the vehicle's passenger compartment. A higher-temperature first cooling medium flows from the battery unit 211, passes through the second heat exchanger 50, and enters the second branch 222, which is provided with the second in-vehicle heat exchanger 2221. The higher-temperature first cooling medium heats the vehicle's passenger compartment, thereby utilizing the waste heat.

[0109] Please continue reading Figure 4 When the temperature of the battery system is high and both the first branch 221 and the second branch 222 cannot meet the cooling requirements of the battery system, the cooling circulation system intervenes to cool the first cooling medium in the first cooling circulation system 20, thereby meeting the temperature requirements of the battery system. In this embodiment, please continue to refer to Figure 4The second main circulation path 22 further includes a third branch 223, which is connected in parallel with the second branch 222 and in series with the first main circulation path 21. Specifically, the first cooling medium with a higher temperature flows out of the battery unit 211, flows through the second heat exchanger 50, and enters the third branch 223. The third branch 223 is directly connected to the first heat exchanger 40. At this time, the refrigerant circulation system 10 also starts to work. When the first cooling medium with a higher temperature passes through the first heat exchanger 40, the heat is taken away by the refrigerant circulation system 10, thereby achieving heat exchange. The first cooling medium with a lower temperature flows out of the first heat exchanger 40 and enters the battery unit 211 again to cool the battery unit 211, thereby achieving a cooling cycle.

[0110] In some embodiments, see Figure 4 and Figure 6 The first main circulation path 21 further includes a second valve 214, which includes a first end c1, a second end c2, and a third end c3. The first end c1 of the second valve is connected to the liquid outlet of the first main circulation path 21, and the second end c2 of the second valve is connected to the liquid inlet of the first branch path 221. When the first branch path 221 is connected in series with the first main circulation path 21, the first end c1 of the second valve is in communication with the second end c2 of the second valve, and the third end c3 of the second valve 214 is closed. When the second branch path 222 is in communication with the first main circulation path 21, the first end c1 of the second valve 214 is in communication with the third end c3 of the second valve, and the second end c2 of the second valve 214 is closed.

[0111] In some embodiments, see Figure 4 and Figure 7 The first main circulation path 21 also includes a third valve 215 and a second water pump 216. The third valve 215 includes a first end d1, a second end d2, and a third end d3. The first end d1 of the third valve is connected to one end of the second water pump 216, the second end d2 of the third valve is connected to the liquid inlet end of the second branch 222, and the third end d3 of the third valve is connected to the liquid inlet end of the third branch 223. The other end of the second water pump 216 is connected to the third end c3 of the second valve. The second water pump 216 is used for pressurization. When the third branch 223 is connected in series with the first main circulation path 21, the first end d1 of the third valve is connected to the third end d3 of the third valve, and the second end d2 of the third valve is closed. When the second branch 222 is connected in series with the first main circulation path 21, the first end d1 of the third valve is connected to the second end d2 of the third valve, and the third end d3 of the third valve is closed.

[0112] Furthermore, the first cooling cycle system 20 includes a first battery heat dissipation mode, a second battery heat dissipation mode, and a third battery heat dissipation mode;

[0113] In the first battery heat dissipation mode, the first end b1 of the fourth valve and the second end b2 of the fourth valve are connected, and the third end b3 of the fourth valve is closed. The first end c1 of the second valve and the third end c3 of the second valve are connected, and the second end c2 of the second valve is closed. The first end d1 of the third valve and the second end d2 of the third valve are connected, and the second end d2 of the third valve is closed. In the second battery heat dissipation mode, the passenger compartment of the vehicle needs to be heated, and the waste heat of the first cooling medium is used to heat the passenger compartment of the vehicle, thereby reducing the temperature of the first cooling medium. Specifically, the first cooling medium flows out of the battery unit 211, passes through the first end b1 of the fourth valve and the second end b2 of the fourth valve, enters the second heat exchanger 50, flows out of the second heat exchanger 50, flows through the first end d1 of the third valve and the second end d2 of the third valve, is pressurized by the second water pump 216, flows through the first end d1 of the third valve and the second end d2 of the third valve, enters the second in-vehicle heat exchanger 2221, exchanges heat with the passenger compartment of the vehicle, and the temperature of the first cooling medium after the heat exchange is reduced. It passes through the first heat exchanger 40 (in this mode, the first stop valve 121 of the refrigerant circulation system 10 is closed) and flows to the battery unit 211 again to complete the cooling cycle.

[0114] In the second battery cooling mode, the first end b1 of the fourth valve communicates with the second end b2 of the fourth valve, the third end b3 of the fourth valve is closed, the first end c1 of the second valve communicates with the second end c2 of the second valve, and the third end c3 of the second valve is closed. In the first battery cooling mode, the vehicle's passenger compartment does not need to be heated. Specifically, the first cooling medium flows from the battery unit 211, passes through the first end b1 of the fourth valve and the second end b2 of the fourth valve, enters the second heat exchanger 50, flows out of the second heat exchanger 50, passes through the first end c1 of the second valve and the second end c2 of the second valve, and enters the first branch 221. After being pressurized by the first water pump 2211, it flows into the first radiator 2212. The first radiator 2212 dissipates heat from the first cooling medium, thereby reducing its temperature. The cooled first cooling medium then flows through the first heat exchanger 40 (in this mode, the first shut-off valve 121 of the refrigerant circulation system 10 is closed) and flows back to the battery unit 211, completing the cooling cycle.

[0115] In the third battery cooling mode, the first end b1 of the fourth valve is connected to the second end b2 of the fourth valve, and the third end b3 of the fourth valve is closed. The first end c1 of the second valve is connected to the third end c3 of the second valve, and the second end c2 of the second valve is closed. The first end d1 of the third valve is connected to the third end d3 of the third valve, and the second end d2 of the third valve is closed. In the third battery cooling mode, the battery system temperature is too high to be regulated by the first radiator 2212 or the second in-vehicle heat exchanger 2221, and the refrigerant circulation system 10 is required to assist in cooling. Specifically, the first cooling medium flows out of the battery part 211, passes through the first end b1 of the fourth valve and the second end b2 of the fourth valve, enters the second heat exchanger 50, flows out of the second heat exchanger 50, flows through the first end c1 of the second valve and the third end c3 of the second valve, flows into the second water pump 216, is pressurized by the second water pump 216, flows into the first end d1 of the third valve and the third end d3 of the third valve, enters the third branch 223, and then flows into the first heat exchanger 40 from the third branch 223. At this time, the first stop valve 121 in the refrigerant circulation system 10 is opened, the refrigerant circulation branch 12 is connected to the refrigerant circulation main road 11, and the first circulation main road 21 exchanges heat with the refrigerant circulation branch 12 through the first heat exchanger 40, so that the temperature of the first cooling medium passing through the first heat exchanger 40 is reduced. The cooled first cooling medium flows to the battery part 211, completing the cooling cycle.

[0116] For further information, please refer to Figure 4 The first cooling circulation system 20 also includes a second temperature sensor 218. The second temperature sensor 218 is arranged in the first circulation main path 21 and is located between the second heat exchanger 50 and the second valve 214. The second temperature sensor 218 is used to monitor the temperature of the first cooling medium and transmit the temperature of the first cooling medium to the vehicle control system. The vehicle control system controls the second valve 214 and the third valve 215 according to the temperature, thereby controlling the first branch 221 or the second branch 222 or the third branch 223 to be connected to the first circulation main path 21.

[0117] In some embodiments, the first cooling circulation system 20 also includes a passenger compartment heating mode. The passenger compartment heating mode includes two heating modes: a first passenger compartment heating mode and a second passenger compartment heating mode. The first passenger compartment heating mode utilizes waste heat from the battery system for heating. Specifically, the first cooling medium cools the battery system, and the cooled first cooling medium then heats the passenger compartment, thereby forming a circulation loop that fully utilizes waste heat from the battery system and improves energy utilization. The second passenger compartment heating mode utilizes waste heat from the second circulation system for heating.

[0118] Specifically, in the first passenger compartment heating mode, the second end b2 of the fourth valve is connected to the third end b3 of the fourth valve, and the first end b1 of the fourth valve is closed. The first end c1 of the second valve is connected to the third end c3 of the second valve, and the second end c2 of the second valve is closed. The first end d1 of the third valve is connected to the second end d2 of the third valve, and the third end d3 of the third valve is closed. The first cooling medium flows from the battery unit 211, passes through the first end b1 of the fourth valve and the second end b2 of the fourth valve, enters the second heat exchanger 50, flows out of the second heat exchanger 50, flows through the first end d1 of the third valve and the second end d2 of the third valve, is pressurized by the second water pump 216, flows through the first end d1 of the third valve and the second end d2 of the third valve, enters the second in-vehicle heat exchanger 2221, and exchanges heat with the vehicle's passenger compartment.

[0119] In the second passenger compartment heating mode, the second cooling circulation system 30 works, and the second cooling circulation system 30 exchanges heat with the first cooling circulation system 20 through the second heat exchanger 50. The first cooling medium flows out of the second heat exchanger 50, passes through the first end d1 of the third valve and the second end d2 of the third valve, is pressurized by the second water pump 216, flows through the first end d1 of the third valve and the second end d2 of the third valve, enters the second vehicle interior heat exchanger 2221, exchanges heat with the vehicle's passenger compartment, passes through the first heat exchanger 40, and since the second end b2 of the fourth valve and the third end b3 of the fourth valve of the fourth valve 213 are connected, the first end b1 of the fourth valve is closed, and the first cooling medium enters from the connecting pipe 212. The first cooling medium flows back into the second heat exchanger 50 from the second end b2 of the fourth valve and the third end b3 of the fourth valve, completing the heating cycle.

[0120] In some embodiments, the first cooling circulation system 20 also includes a battery heating mode; the battery heating mode includes two heating modes, namely a first battery heating mode and a second battery heating mode. The first battery heating mode is heat exchanged with the refrigerant circulation system 10 through the first heat exchanger 40, and the second battery heating mode is heat exchanged with the second cooling circulation system 30 through the second heat exchanger 50.

[0121] In the first battery heating mode, the refrigerant circulation system 10 is in the heating mode, the first stop valve 121 is open, the refrigerant circulation branch 12 is connected in series with the refrigerant circulation main line 11, and in the first cooling circulation system 20, the first end b1 of the fourth valve is connected to the second end b2 of the fourth valve, the third end b3 of the fourth valve is closed, the first end c1 of the second valve is connected to the third end c3 of the second valve, the second end c2 of the second valve is closed, the first end d1 of the third valve is connected to the third end d3 of the third valve, and the second end d2 of the third valve is closed. The first cooling medium flows through the battery part 211, the first temperature sensor 217, The fourth valve 213 (the first end b1 of the fourth valve and the second end b2 of the fourth valve), the second heat exchanger 50, the second temperature sensor 218, the second valve 214 (the first end c1 of the second valve and the third end c3 of the second valve), the second water pump 216, the third valve 215 (the first end d1 of the third valve and the third end d3 of the third valve), the third branch 223 and the first heat exchanger 40 flow back to the battery part 211, wherein the first heat exchanger 40 transfers the heat of the refrigerant circulation main path 11 to the first cooling medium, and the first cooling medium flows back into the battery part 211, thereby achieving preheating of the battery system.

[0122] When the battery system is preheated, the third shut-off valve is closed to disconnect the circulation loop, thereby preventing the battery system from overheating and causing thermal runaway.

[0123] In other embodiments, to improve energy utilization, after the battery system is preheated, the third end b3 of the fourth valve 213 is connected to the second end b2 of the fourth valve, and the first end b1 of the fourth valve is closed. The first end d1 of the third valve 215 is connected to the second end d2 of the third valve, and the third end d3 of the third valve is closed, so that the first cooling medium flows into the second branch 222 to heat the passenger compartment of the vehicle, thereby improving energy utilization.

[0124] In the second battery heating mode, the second cooling circulation system 30 operates and exchanges heat with the first cooling circulation system 20 through the second heat exchanger 50. In the first cooling circulation system 20, the first end b1 of the fourth valve is connected to the second end b2 of the fourth valve, and the third end b3 of the fourth valve is closed. The first end c1 of the second valve is connected to the third end c3 of the second valve, and the second end c2 of the second valve is closed. The first end d1 of the third valve is connected to the third end d3 of the third valve, and the second end d2 of the third valve is closed. The first cooling medium flows through the battery unit 211, the first temperature sensor 217, and the fourth valve 2 in sequence. 13 (the first end b1 of the fourth valve and the second end b2 of the fourth valve), the second heat exchanger 50, the second temperature sensor 218, the second valve 214 (the first end c1 of the second valve and the third end c3 of the second valve), the second water pump 216, the third valve 215 (the first end d1 of the third valve and the third end d3 of the third valve), the third branch 223 and the first heat exchanger 40, and flows back to the battery part 211, wherein the second heat exchanger 50 transfers the heat in the second cooling circulation system 30 to the first cooling medium, and the first cooling medium flows back into the battery part 211, thereby achieving preheating of the battery system.

[0125] Similarly, when the battery system is preheated, the third shut-off valve is closed to disconnect the circulation loop, thereby preventing the battery system from overheating and causing thermal runaway.

[0126] In other embodiments, to improve energy utilization, after the battery system is preheated, the third end b3 of the fourth valve 213 is connected to the second end b2 of the fourth valve, and the first end b1 of the fourth valve is closed. The first end d1 of the third valve 215 is connected to the second end d2 of the third valve, and the third end d3 of the third valve is closed, so that the first cooling medium flows into the second branch 222 to heat the passenger compartment of the vehicle, thereby improving energy utilization.

[0127] It should be noted that the above-mentioned multiple modes can coexist. For example, in some embodiments, the refrigerant circulation system 10 can adjust the temperature of the vehicle's passenger compartment while also adjusting the temperature of the vehicle's battery system.

[0128] See also Figure 1 and Figure 2In some embodiments, a refrigerant medium circulates in a refrigerant circulation system 10, which includes a main refrigerant circulation circuit 11 and a branch refrigerant circulation circuit 12. The main refrigerant circulation circuit 11 is used to regulate the temperature of the vehicle's passenger compartment, and the branch refrigerant circulation circuit 12 exchanges heat with the first cooling circulation system 20. It should be noted that the main refrigerant circulation circuit 11 and the branch refrigerant circulation circuit 12 can be independent of each other, connected in series, or connected in parallel. The specific configuration can be selected based on actual conditions.

[0129] Please continue reading Figure 2 In this embodiment, considering the issue of energy utilization, the main refrigerant circulation path 11 and the branch refrigerant circulation path 12 are arranged in parallel. This arrangement allows a single energy source to be used between the main refrigerant circulation path 11 and the branch refrigerant circulation path 12, reducing the number of components and costs while also improving energy utilization.

[0130] Please continue reading Figure 1 and Figure 2 The refrigerant circulation main path 11 includes a compressor 111, an external heat exchanger 112, a first expansion valve 113, a first internal heat exchanger 114 and a first valve 115. The first valve 115 is connected to one end of the external heat exchanger 112, the first expansion valve 113 is connected to the other end of the external heat exchanger 112, and the first internal heat exchanger 114 is connected between the first expansion valve 113 and the first valve 115. Specifically, in this embodiment, the refrigerant medium flows out of the compressor 111, passes through the external heat exchanger 112, and then flows from the external heat exchanger 112 to the first expansion valve 113, and then flows from the first expansion valve 113 to the first internal heat exchanger 114 to adjust the temperature of the vehicle's passenger compartment. The working principles of the compressor 111 and the first expansion valve 113 can refer to the conventional settings in this field.

[0131] It should be noted that the refrigerant circulation system 10 provided in this embodiment has a heating mode and a cooling mode, and different modes are achieved by controlling the refrigerant to flow out in different directions. Figure 2 and Figure 3The first valve 115 has a first end a1, a second end a2, a third end a3, and a fourth end a4. The first end a1 is connected to the off-vehicle heat exchanger 112, the second end a2 is connected to the first on-vehicle heat exchanger 114, the third end a3 is connected to one end of the compressor 111, and the fourth end a4 is connected to the other end of the compressor 111. In some embodiments, the first end a1 is connected to the third end a3, and the second end a2 is connected to the fourth end a4. Refrigerant flows out of the compressor 111, passes through the first end a1 and the third end a3 of the first valve, flows into the off-vehicle heat exchanger 112, and finally flows back into the compressor 111 from the third end a3 and the fourth end a4 of the first valve. In some other embodiments, the third end a3 of the first valve is connected to the second end a2 of the first valve, and the first end a1 of the first valve is connected to the fourth end a4 of the first valve. The refrigerant flows out of the compressor 111, flows into the external heat exchanger 112 through the third end a3 of the first valve and the second end a2 of the first valve, and finally flows back into the compressor 111 from the first end a1 of the first valve and the fourth end a4 of the first valve.

[0132] See also Figure 1 and Figure 2 The refrigerant circulation branch 12 exchanges heat with the first cooling circulation system 20 through the first heat exchanger 40. Specifically, in this embodiment, the refrigerant circulation branch 12 includes a first shut-off valve 121, a second expansion valve 122, and the first heat exchanger 40; the second expansion valve 122 is disposed between the first shut-off valve 121 and the first heat exchanger 40. More specifically, when the refrigerant circulation system 10 and the first cooling circulation system 20 are exchanging heat, the first shut-off valve 121 opens, connecting the refrigerant circulation branch 12 with the refrigerant circulation main circuit 11. Part of the refrigerant flows through the first shut-off valve 121 into the second expansion valve 122, then from the second expansion valve 122 to the first heat exchanger 40, and then merges into the refrigerant main circuit. The connection or disconnection of the refrigerant branch and the refrigerant main circuit by the first shut-off valve 121 improves energy utilization.

[0133] In some embodiments, the refrigerant circulation system 10 includes a cooling mode and a heating mode. In the cooling mode, the first end a1 of the first valve is connected to the third end a3 of the first valve, and the second end a2 of the first valve is connected to the fourth end a4 of the first valve. Specifically, the refrigerant flows from the compressor 111, passes through the first end a1 of the first valve and the third end a3 of the first valve, flows into the external heat exchanger 112, flows from the external heat exchanger 112 into the first expansion valve 113, flows from the first expansion valve 113 into the first internal heat exchanger 114, flows out of the first internal heat exchanger 114, and finally flows back into the compressor 111 through the third end a3 of the first valve and the fourth end a4 of the first valve. In the heating mode, the third end a3 of the first valve is connected to the second end a2 of the first valve, and the first end a1 of the first valve is connected to the fourth end a4 of the first valve. The refrigerant flows out of the compressor 111, passes through the third end a3 of the first valve and the second end a2 of the first valve, flows into the external heat exchanger 112, flows from the external heat exchanger 112 into the first expansion valve 113, flows from the first expansion valve 113 into the first internal heat exchanger 114, then flows out of the first internal heat exchanger 114, and finally flows back into the compressor 111 through the first end a1 of the first valve and the fourth end a4 of the first valve.

[0134] In some embodiments, see 1 and Figure 8 The second cooling circulation system 30 exchanges heat with the first cooling circulation system 20 through the second heat exchanger 50. The second cooling circulation system 30 is used to adjust the temperature of the vehicle's power system and can also be used to adjust the temperature of the vehicle's battery system.

[0135] See also Figure 8 The second cooling circulation system 30 includes a third main circulation path 31 and a fourth main circulation path 32 connected in series. The third main circulation path 31 is used to regulate the temperature of the vehicle's power system, and the fourth main circulation path 32 is used to regulate the temperature of the vehicle's battery system. A second cooling medium is provided in the second cooling circulation system 30, and the second cooling medium circulates within the second circulation system to achieve the temperature regulation function.

[0136] In some embodiments, please refer to Figure 8 The third circulation main path 31 includes an engine part 311 and a motor part 312. The setting mode of the engine part 311 and the motor part 312 is not limited. They can be connected in parallel or in series, and the specific selection can be made according to the actual situation.

[0137] In this embodiment, considering the cooling efficiency, the engine unit 311 and the motor unit 312 are arranged in parallel.

[0138] Similarly, in this embodiment, the engine unit 311 includes an engine body and a cooling pipe, which is connected to the third main circulation path 31 and wound around the engine body. The motor unit 312 includes a motor body and a cooling pipe, which is connected to the third main circulation path 31 and wound around the motor body.

[0139] Please continue reading Figure 8 and Figure 10 The fourth circulation main path 32 includes a fourth branch 321. The second heat exchanger 50 is disposed on the fourth branch 321. The fourth branch 321 includes a sixth valve 323 and a seventh valve 324. The sixth valve 323 and the seventh valve 324 are respectively located on both sides of the second heat exchanger 50. The sixth valve 323 has a first end f1, a second end f2, and a third end f3. The first end f1 of the sixth valve is connected to one end of the second heat exchanger 50, the second end f2 of the sixth valve is connected to one end of the engine unit 311, and the third end f3 of the sixth valve is connected to one end of the motor unit 312.

[0140] See also Figure 8 and Figure 11 The seventh valve 324 has a first end g1 of the seventh valve, a second end g2 of the seventh valve and a third end g3 of the seventh valve, the first end g1 of the seventh valve is connected to the other end of the second heat exchanger 50, the second end g2 of the seventh valve is connected to the other end of the engine part 311, and the third end g3 of the seventh valve is connected to the other end of the motor part 312. In some embodiments, when the battery system needs to be preheated or the second passenger compartment needs to be heated, the fourth branch 321 exchanges heat with the second cooling circulation system 30 through the second heat exchanger 50, thereby reducing the temperature of the second cooling medium. Specifically, the second cooling medium passes through the engine part 311 and the motor part 312 at the same time to regulate the temperature of the vehicle's engine and motor. More specifically, the first end f1 of the sixth valve, the second end f2 of the sixth valve, and the third end f3 of the sixth valve are connected at the same time, and the first end g1 of the seventh valve, the second end g2 of the seventh valve, and the third end g3 of the seventh valve are connected at the same time, so that the second cooling medium enters the fourth branch 321, passes through the second heat exchanger 50, and the second heat exchanger 50 regulates the temperature of the second cooling medium. Then the second cooling medium enters the engine part 311 and the motor part 312 again to complete the cycle.

[0141] Furthermore, the third circulation main line 31 also includes a second stop valve, one end of which is connected to the fourth branch 321. The function of the second stop valve is to connect or disconnect the fourth branch 321. For example, when the preheating of the battery system is completed, the second stop valve is closed, disconnecting the fourth branch 321 from the third circulation main line 31, thereby disconnecting the heat exchange between the second cooling circulation system 30 and the first cooling circulation system 20.

[0142] A third water pump 3221 is also provided on the third circulation main line 31. In the circulation direction of the second cooling circulation system 30, the third water pump 3221 is located after the second heat exchanger 50. After the second cooling medium flows out of the second heat exchanger 50, it is pressurized by the third water pump 3221 and flows back to the engine part 311 and the motor part 312.

[0143] Please continue reading Figure 8 、 Figure 9 and Figure 12 The fourth main circulation path 32 further includes a fifth branch 322, which is connected in parallel with the fourth branch 321 and in series with the third main circulation path 31. The fifth branch 322 includes a second radiator 3211. In this embodiment, the second cooling medium passes through both the engine section 311 and the motor section 312 to regulate the temperature of the vehicle's engine and motor. Subsequently, the second cooling medium enters the fifth branch 322, passes through the second radiator 3211, the fifth valve 313, and the eighth valve 325. The second radiator 3211 is located between the fifth valve 313 and the eighth valve 325. The second radiator 3211 regulates the temperature of the second cooling medium. The second cooling medium then re-enters the engine section 311 and the motor section 312, completing the cycle.

[0144] In some embodiments, the fifth valve 313 is connected to one end of the second radiator 3211. The fifth valve 313 has a first end e1, a second end e2, and a third end e3. The first end e1 of the fifth valve is connected to the other end of the motor portion 312, the second end e2 of the fifth valve is connected to one end of the second radiator, and the third end e3 of the fifth valve is connected to the other end of the engine portion 311.

[0145] Furthermore, the eighth valve 325 is connected to the other end of the second radiator 3211. The eighth valve 325 has a first end h1 of the eighth valve, a second end h2 of the eighth valve, and a third end h3 of the eighth valve. The first end h1 of the eighth valve is connected to one end of the motor part 312, the second end h2 of the eighth valve is connected to the other end of the second radiator 3211, and the third end h3 of the eighth valve is connected to one end of the engine part 311.

[0146] In some embodiments, the second cooling cycle system 30 includes a first power system cooling mode and a second power system cooling mode.

[0147] It should be noted that the first power system heat dissipation mode has three situations. The first situation is that the engine part 311 needs heat dissipation, but the motor part 312 does not need heat dissipation. The second situation is that the engine part 311 does not need heat dissipation, but the motor part 312 needs heat dissipation. The third situation is that both the engine part 311 and the motor part 312 need heat dissipation.

[0148] In the first case, the second end e2 of the fifth valve is connected to the third end e3 of the fifth valve, the first end e1 of the fifth valve is closed, the first end h1 of the eighth valve is closed, and the second end h2 of the eighth valve is connected to the third end h3 of the eighth valve; since the first end e1 of the fifth valve and the first end h1 of the eighth valve are closed, the cooling medium cannot flow toward the motor part 312, thereby only cooling the engine part 311.

[0149] In the second case, the first end e1 of the fifth valve is connected to the second end e2 of the fifth valve, and the third end e3 of the fifth valve is closed. The first end h1 of the eighth valve is connected to the second end h2 of the eighth valve, and the third end h3 of the eighth valve is closed. The second end f2 of the sixth valve is connected to the third end f3 of the sixth valve, and the first end f1 of the sixth valve is closed. The second end g2 of the seventh valve is connected to the third end g3 of the seventh valve, and the first end g1 of the seventh valve is closed. Since the third end e3 of the fifth valve and the third end h3 of the eighth valve are closed, the cooling medium cannot flow toward the engine part 311, thereby only cooling the motor part 312.

[0150] In the third case, the first end e1 of the fifth valve, the second end e2 of the fifth valve and the third end e3 of the fifth valve are all connected to each other, the first end h1 of the eighth valve, the second end h2 of the eighth valve and the third end h3 of the eighth valve are connected to each other, the second end f2 of the sixth valve and the third end f3 of the sixth valve are connected, the first end f1 of the sixth valve is closed, the second end g2 of the seventh valve and the third end g3 of the seventh valve are connected, and the first end g1 of the seventh valve is closed; the second cooling medium passes through the engine part 311 and the motor part 312 at the same time to regulate the temperature of the engine and motor of the vehicle, and then the second cooling medium passes through the fifth valve 313 and the eighth valve 325, so that the second cooling medium flowing through the engine part 311 and the motor part 312 enters the fifth branch 322 at the same time, passes through the second radiator 3211, the second radiator 3211 regulates the temperature of the second cooling medium, and then the second cooling medium enters the engine part 311 and the motor part 312 again to complete the cycle.

[0151] In the second power system heat dissipation mode, the second power system heat dissipation mode has three situations. The first situation is that the engine part 311 needs heat dissipation, but the motor part 312 does not need heat dissipation. The second situation is that the engine part 311 does not need heat dissipation, but the motor part 312 needs heat dissipation. The third situation is that both the engine part 311 and the motor part 312 need heat dissipation.

[0152] In the first case, the first end e1 of the fifth valve is connected to the third end e3 of the fifth valve, and the second end e2 of the fifth valve is closed; the first end h1 of the eighth valve is connected to the third end h3 of the eighth valve, and the second end h2 of the eighth valve is closed; the second end f2 of the sixth valve is connected to the third end f3 of the sixth valve, and the first end f1 of the sixth valve is closed; the second end g2 of the seventh valve is connected to the third end g3 of the seventh valve, and the first end g1 of the seventh valve is closed. Since the first end e1 of the fifth valve and the first end h1 of the eighth valve are closed, the cooling medium cannot flow toward the motor part 312, thereby only cooling the engine part 311.

[0153] In the second case, the first end f1 of the sixth valve and the third end f3 of the sixth valve are connected, the second end f2 of the sixth valve is closed, the first end g1 of the seventh valve and the third end g3 of the seventh valve are connected, and the second end g2 of the seventh valve is closed; since the second end f2 of the sixth valve and the second end g2 of the seventh valve are closed, the cooling medium cannot flow toward the engine part 311, thereby only cooling the motor part 312.

[0154] In the third case, the first end e1 of the fifth valve and the third end e3 of the fifth valve are both connected, the second end e2 of the fifth valve is closed, the first end h1 of the eighth valve and the third end h3 of the eighth valve are connected, and the second end h2 of the eighth valve is closed. The first end f1, the second end f2, and the third end f3 of the sixth valve are connected to each other, and the first end g1, the second end g2, and the third end g3 of the seventh valve are connected. Specifically, the second cooling medium passes through the engine section 311 and the motor section 312 simultaneously to adjust the temperature of the vehicle's engine and motor. Subsequently, the second cooling medium passes through the fifth valve 313 and the eighth valve 325, so that the second cooling medium flowing through the engine section 311 and the motor section 312 simultaneously enters the fifth branch 322, passes through the second radiator 3211, and the second radiator 3211 adjusts the temperature of the second cooling medium. The second cooling medium then enters the engine section 311 and the motor section 312 again, completing the cycle.

[0155] In some embodiments, the second cooling circulation system 30 also includes a preheating mode for preheating the engine. Specifically, in the preheating mode, the first end e1 of the fifth valve is connected to the third end e3 of the fifth valve, the second end e2 of the fifth valve is closed, the second end f2 of the sixth valve is connected to the third end f3 of the sixth valve, the first end f1 of the sixth valve is closed, the second end g2 of the seventh valve is connected to the third end g3 of the seventh valve, the first end g1 of the seventh valve is closed, the first end h1 of the eighth valve is connected to the third end h3 of the eighth valve, and the second end h2 of the eighth valve is closed. The second cooling medium flows through the generator unit 312, flows out of the generator unit 312, enters the engine unit 311, heats the engine body, and then flows back to the motor unit 312.

[0156] Furthermore, the second cooling circulation system 30 also includes a third temperature sensor 314, which is connected in series with the engine part 311 and is used to monitor the temperature of the engine part 311. In the preheating mode, when the temperature of the engine reaches the preheating temperature, the vehicle control system controls the fifth valve 313 so that the first end e1 of the fifth valve, the second end e2 of the fifth valve and the third end e3 of the fifth valve 313 are all interconnected, and the fifth branch 322 is connected to the third circulation system, thereby avoiding ablation due to excessive engine temperature.

[0157] It should be noted that when the temperature of the engine and the motor is too high, the second cold circulation system can also perform heat exchange with the refrigerant circulation system 10 through the first cooling circulation system 20. Specifically, in the cooling circulation system, the first shut-off valve 121 is opened, the refrigerant circulation branch 12 is connected to the refrigerant circulation main line 11, and the refrigerant circulation branch 12 exchanges heat with the first cooling circulation system 20 through the first heat exchanger 40. In the first cooling circulation system 20, the first cooling medium passes through the first heat exchanger 40, and the refrigerant medium in the first heat exchanger 40 absorbs the temperature of the first cooling medium, thereby reducing the temperature of the first cooling medium. Subsequently, the first cooling medium passes through the connecting pipe 212, the fourth valve 213 (the second end b2 of the fourth valve is connected to the third end b3 of the fourth valve, and the fourth The first end b1 of the valve is closed) and enters the second heat exchanger 50. The first cooling circulation system 20 and the second cooling circulation system 30 exchange heat through the second heat exchanger 50. When the second cooling medium in the second cooling circulation system 30 passes through the second heat exchanger 50, it exchanges heat with the first cooling medium in the second heat exchanger 50, thereby reducing the temperature of the second cooling medium. After the heat exchange with the first cooling medium is completed, the second cooling medium passes through the second valve 214 (the first end c1 of the second valve is connected to the third end c3 of the second valve, and the second end c2 of the second valve is closed), the second water pump 216, the third valve 215 (the first end d1 of the third valve is connected to the third end d3 of the third valve, and the second end d2 of the third valve is closed), and the third branch 223, and returns to the first heat exchanger 40. After the heat exchange with the first cooling medium is completed, the second cooling medium passes through the third valve 215 and enters the engine unit 311 and the motor unit 312, thereby reducing the temperature.

[0158] It should be noted that, among the multiple parallel modes, the above multiple modes have parallel operating conditions, such as the refrigerant circulation system 10 cooling the passenger compartment while cooling the engine or motor. The refrigerant circulation system 10 heats up the passenger compartment while preheating the battery system, etc., and the specific implementation is as above. The three temperature sensors respectively play a protective role for the branch or loop. When the heat of the second cooling circulation system 30 exceeds the working demand and rises abnormally, it can be dissipated through the first radiator 2212. Similarly, the heat in the first cooling circulation system 20 can be exchanged according to the needs in the car when the car stops. When the temperature of the first cooling medium in the first cooling circulation system 20 is low, the temperature in the car can be fine-tuned downward, or it can be released to the motor engine thermal management circuit according to demand.

[0159] It should be noted that the specific types of the first cooling medium and the second cooling medium are not limited, and can be water, lubricating oil, heat-conducting solvent, etc., and can be selected according to actual conditions.

[0160] According to a second aspect of the present application, a vehicle is provided, which includes the above-mentioned thermal management system 100. The vehicle has all the beneficial effects of the above-mentioned thermal management system 100, which will not be described in detail in this application.

[0161] In some embodiments, the vehicle is a hybrid vehicle or a new energy vehicle, which is not specifically limited in this application.

[0162] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0163] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0164] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0165] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A thermal management system, characterized in that: The invention comprises a first cooling circulation system, wherein the first cooling circulation system comprises: The first circulation main path includes a battery portion; and The second main circulation path is connected to the first main circulation path. The second main circulation path includes a second in-vehicle heat exchanger. The second in-vehicle heat exchanger absorbs heat from the battery unit to adjust the temperature of the vehicle's passenger compartment.

2. The thermal management system according to claim 1, characterized in that It also includes a refrigerant circulation system, which performs heat exchange with the first cooling circulation system and is used to adjust the temperature of the passenger compartment of the vehicle.

3. The thermal management system according to claim 2, characterized in that: It also includes a second cooling circulation system, which performs heat exchange with the first cooling circulation system.

4. The thermal management system according to claim 3, characterized in that: The first main circulation path exchanges heat with the refrigerant circulation system through a first heat exchanger, and the first main circulation path exchanges heat with the second cooling circulation system through a second heat exchanger; Wherein, the battery unit is provided between the first heat exchanger and the second heat exchanger.

5. The thermal management system according to claim 4, characterized in that: The first main loop also includes: a communication pipe, provided between the first heat exchanger and the second heat exchanger and connected in parallel with the battery unit; and The fourth valve has a first end, a second end, and a third end. The first end of the fourth valve is connected to the connecting pipe, the second end of the fourth valve is connected to the battery unit, and the third end of the fourth valve is connected to the second heat exchanger.

6. The thermal management system according to claim 5, characterized in that: The second circulation main circuit includes a first branch circuit, the first branch circuit is connected in series with the first circulation main circuit, and the first branch circuit includes a first water pump and a first radiator.

7. The thermal management system according to claim 6, characterized in that: One end of the first branch is connected to an end of the first heat exchanger away from the battery unit, and the other end of the first branch is connected to an end of the second heat exchanger away from the battery unit; or, One end of the first branch is connected to an end of the first heat exchanger close to the battery portion, and the other end of the first branch is connected to an end of the second heat exchanger close to the battery portion.

8. The thermal management system according to claim 6, wherein: The second circulation main circuit further includes a second branch, and the second branch is connected in parallel with the first branch; Wherein, the second in-vehicle heat exchanger is arranged on the second branch.

9. The thermal management system according to claim 8, characterized in that: The second circulation main circuit further includes a third branch, and the third branch is connected in parallel with the second branch.

10. The thermal management system according to claim 9, characterized in that: The first circulation main line also includes a second valve, which has a first end, a second end and a third end. The first end of the second valve is connected to the liquid outlet end of the first circulation main line, and the second end of the second valve is connected to the liquid inlet end of the first branch line.

11. The thermal management system according to claim 10, characterized in that: The first circulation main circuit also includes a third valve and a second water pump, the second water pump is arranged near the second valve, the third valve has a first end, a second end and a third end, the first end of the third valve is connected to one end of the second water pump, the second end of the third valve is connected to the liquid inlet end of the second branch, the third end of the third valve is connected to the liquid inlet end of the third branch, and the other end of the second water pump is connected to the third end of the second valve.

12. The thermal management system according to claim 11, wherein: The refrigerant circulation system includes a refrigerant circulation main circuit and a refrigerant circulation branch circuit. The refrigerant circulation main circuit is used to adjust the temperature of the passenger compartment of the vehicle. The refrigerant circulation branch circuit performs heat exchange with the first cooling circulation system.

13. The thermal management system according to claim 12, wherein: The refrigerant circulation branch is connected in parallel with the refrigerant circulation main circuit.

14. The thermal management system according to claim 13, wherein: The refrigerant circulation main circuit includes a compressor, an off-vehicle heat exchanger, a first expansion valve, a first on-vehicle heat exchanger, and a first valve, wherein the first valve is connected to one end of the off-vehicle heat exchanger, the first expansion valve is connected to the other end of the off-vehicle heat exchanger, and the first on-vehicle heat exchanger is connected between the first expansion valve and the first valve; The first in-vehicle heat exchanger is used for heat exchange with the passenger compartment of the vehicle.

15. The thermal management system according to claim 14, characterized in that: The first valve has a first end, a second end, a third end and a fourth end. The first end of the first valve is connected to the external heat exchanger, the second end of the first valve is connected to the first internal heat exchanger, the third end of the first valve is connected to one end of the compressor, and the fourth end of the first valve is connected to the other end of the compressor.

16. The thermal management system according to claim 15, wherein: The refrigerant circulation branch includes a first stop valve, a second expansion valve and the first heat exchanger, and the second expansion valve is arranged between the first stop valve and the first heat exchanger; The refrigerant circulation branch exchanges heat with the first cooling circulation system through the first heat exchanger.

17. The thermal management system according to claim 16, wherein: The second cooling circulation system comprises: The third circulation main road is used to regulate the temperature of the vehicle's power system; The fourth circulation main path is connected to the third circulation main path, and the fourth circulation main path performs heat exchange with the first cooling circulation system.

18. The thermal management system according to claim 17, wherein: The third circulation main path includes an engine part and a motor part connected in parallel.

19. The thermal management system according to claim 18, wherein: The fourth circulation main circuit includes a fourth branch circuit, the second heat exchanger is provided in the fourth branch circuit, and the fourth branch circuit includes: a sixth valve having a first end, a second end, and a third end, wherein the first end of the sixth valve is connected to one end of the second heat exchanger, the second end of the sixth valve is connected to one end of the engine portion, and the third end of the sixth valve is connected to one end of the motor portion; A seventh valve has a first end, a second end and a third end, the first end of the seventh valve is connected to the other end of the second heat exchanger, the second end of the seventh valve is connected to the other end of the engine part, and the third end of the seventh valve is connected to the other end of the motor part.

20. The thermal management system according to claim 19, wherein: The fourth circulation main circuit further includes a fifth branch, which is connected in parallel with the fourth branch. The fifth branch includes: Second radiator; a fifth valve connected to one end of the second radiator, the fifth valve having a first end, a second end, and a third end, the first end of the fifth valve being connected to the other end of the motor portion, the second end of the fifth valve being connected to one end of the second radiator, and the third end of the fifth valve being connected to the other end of the engine portion; an eighth valve connected to the other end of the second radiator, the eighth valve having a first end, a second end, and a third end, the first end of the eighth valve being connected to one end of the motor portion, the second end of the eighth valve being connected to the other end of the second radiator, and the third end of the eighth valve being connected to one end of the engine portion.

21. The thermal management system according to claim 20, wherein: The first cooling cycle system includes a first battery heat dissipation mode, a second battery heat dissipation mode and a third battery heat dissipation mode; In the first battery heat dissipation mode, the first end of the fourth valve is connected to the second end of the fourth valve, and the third end of the fourth valve is closed; the first end of the second valve is connected to the third end of the second valve, and the second end of the second valve is closed; the first end of the third valve is connected to the second end of the third valve, and the second end of the third valve is closed; In the second battery heat dissipation mode, the first end of the fourth valve is connected to the second end of the fourth valve, the third end of the fourth valve is closed, the first end of the second valve is connected to the second end of the second valve, and the third end of the second valve is closed; In the third battery heat dissipation mode, the first shut-off valve is opened, the refrigerant circulation branch exchanges heat with the first circulation main circuit through the first heat exchanger, the first end of the fourth valve is connected to the second end of the fourth valve, the third end of the fourth valve is closed, the first end of the second valve is connected to the third end of the second valve, the second end of the second valve is closed, the first end of the third valve is connected to the third end of the third valve, and the second end of the third valve is closed.

22. The thermal management system according to claim 20, wherein: The first cooling cycle system further includes a first passenger compartment heating mode and a second passenger compartment heating mode; In the first passenger compartment heating mode, the first end of the fourth valve is connected to the second end of the fourth valve, the third end of the fourth valve is closed, the first end of the second valve is connected to the third end of the second valve, the second end of the second valve is closed, the first end of the third valve is connected to the second end of the third valve, and the second end of the third valve is closed. In the heating mode of the second passenger compartment, the fourth branch exchanges heat with the first circulation main circuit through the second heat exchanger, the second end of the fourth valve is connected to the third end of the fourth valve, the first end of the fourth valve is closed, the first end of the second valve is connected to the third end of the second valve, the second end of the second valve is closed, the first end of the third valve is connected to the second end of the third valve, and the third end of the third valve is closed.

23. The thermal management system according to claim 20, wherein: The first cooling circulation system also includes a battery heating mode; In the battery heating mode, the fourth branch exchanges heat with the first circulation main circuit through the second heat exchanger, the first end of the fourth valve is connected to the second end of the fourth valve, the third end of the fourth valve is closed, the first end of the second valve is connected to the third end of the second valve, the second end of the second valve is closed, the first end of the third valve is connected to the third end of the third valve, and the second end of the third valve is closed.

24. The thermal management system according to claim 20, wherein: The second cooling cycle system includes a first power system heat dissipation mode and a second power system heat dissipation mode; In the first power system cooling mode, the first end of the fifth valve, the second end of the fifth valve, and the third end of the fifth valve are all connected to each other, the first end of the eighth valve, the second end of the eighth valve, and the third end of the eighth valve are connected to each other, the second end of the sixth valve and the third end of the sixth valve are connected, the first end of the sixth valve is closed, the second end of the seventh valve and the third end of the seventh valve are connected, and the first end of the seventh valve is closed; In the second power system cooling mode, the first end of the sixth valve, the second end of the sixth valve, and the third end of the sixth valve are connected to each other, the first end of the seventh valve, the second end of the seventh valve, and the third end of the seventh valve are connected to each other, the first end of the fifth valve and the third end of the fifth valve are connected, and the second end of the fifth valve is closed, the first end of the eighth valve and the third end of the eighth valve are connected, and the second end of the eighth valve is closed.

25. The thermal management system according to claim 20, wherein: The second cooling circulation system also includes a preheating mode. In the preheating mode, the first end of the fifth valve is connected to the third end of the fifth valve, the second end of the fifth valve is closed, the second end of the sixth valve is connected to the third end of the sixth valve, the first end of the sixth valve is closed, the second end of the seventh valve is connected to the third end of the seventh valve, the first end of the seventh valve is closed, the first end of the eighth valve is connected to the third end of the eighth valve, and the second end of the eighth valve is closed.

26. The thermal management system according to claim 20, wherein: The refrigerant circulation system includes a cooling mode and a heating mode; In the cooling mode, the first end of the first valve is communicated with the third end of the first valve, and the second end of the first valve is communicated with the fourth end of the first valve; In the heating mode, the third end of the first valve is communicated with the second end of the first valve, and the first end of the first valve is communicated with the fourth end of the first valve.

27. The thermal management system according to claim 5, wherein: The first circulation main path further includes a first temperature sensor for monitoring the temperature of the battery unit.

28. The thermal management system according to claim 27, wherein: The first temperature sensor is disposed between the battery portion and the fourth valve.

29. A vehicle, characterized in that: Comprising a thermal management system as described in any one of claims 1-28.

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