Thermal management system of vehicle and vehicle

Abstract

The invention provides a thermal management system of a vehicle and the vehicle. The thermal management system comprises a vehicle cabin thermal management unit, comprising a compressor, an evaporator, a first three-way connector, a first electric three-way valve, a second three-way connector, a third three-way connector, an external heat exchanger, a fourth three-way connector, a three-area heat exchanger, a first electric expansion valve, a fifth three-way connector, a condenser, a second electric three-way valve and a sixth three-way connector which are sequentially communicated in series. The battery motor electric control heat management unit comprises a first water pump, a radiator, a first electric four-way valve, a cooling plate, a second water pump, a second electric four-way valve, a heat sink and a seventh three-way connector which are sequentially communicated in series. And the first area and the second area respectively exchange heat with the third area of the battery motor electric control heat management unit. The three-area heat exchanger is used for integrating the evaporator and the condenser which exchange heat with the cooling liquid, heat is exchanged among a vehicle cabin, a battery, a motor and an electric controller, and the heat exchange efficiency is improved.

Description

Technical Field

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

[0002] With the development of battery technology, new energy vehicles are gradually replacing traditional fuel vehicles and becoming the main development direction of the vehicle industry. There are significant differences in the thermal management requirements between new energy vehicles and traditional fuel vehicles. Traditional fuel vehicles use air conditioning systems to cool the cabin and utilize waste heat from the combustion process in the cylinders to heat the cabin. However, new energy vehicles do not have this waste heat to utilize and must seek new heating solutions. At the same time, to ensure the safety and lifespan of batteries and motors, the temperature of batteries and motors must be controlled within a certain range. In high (low) temperature climates, efficient heat dissipation (insulation) solutions are required. In addition, due to the pressure of driving range, the thermal management of new energy vehicles must be more efficient and energy-saving than that of traditional fuel vehicles. In other words, the heat regulation requirements of the thermal management objects (batteries, motors, electronic controls, and passenger compartment air conditioning) in different seasons make the system more complex.

[0003] In recent years, new energy vehicle companies have developed and promoted integrated thermal management technology, which utilizes highly integrated components and complex controls to achieve comprehensive thermal management capabilities. This integrated thermal management technology primarily encompasses two integration approaches: one centered on refrigerant scheduling and the other on coolant scheduling. This thermal management system's fixed connections do not adapt to seasonal changes, resulting in significant cross-talk heat loss and reduced range. Furthermore, the core components of the thermal management system, comprised of multiple channels and valves, are difficult to manufacture, leading to high after-sales repair costs.

[0004] Therefore, how to design a thermal management system for electric vehicles with low cross-heat loss, high heat exchange efficiency and the ability to adaptively switch connection modes with seasonal changes is an urgent problem that technicians in this field need to solve. Summary of the Invention

[0005] The purpose of the present invention is to solve the problems existing in the above-mentioned prior art and to provide a vehicle thermal management system that improves the thermal management capability of the vehicle in a cost-effective and reliable manner.

[0006] To this end, according to one aspect of the present invention, a thermal management system for a vehicle is provided, the thermal management system comprising: a cabin thermal management unit, the cabin thermal management unit comprising a compressor, an evaporator, a first end and a second end of a first three-way joint, a first end and a second end of a first electric three-way valve, a first end and a second end of a second three-way joint, a first end and a second end of a third three-way joint, an external heat exchanger, a first end and a second end of a fourth three-way joint, one of a first zone and a second zone of a three-zone heat exchanger, a first electric expansion valve, a first end and a second end of a fifth three-way joint, a condenser, a first end and a second end of a second electric three-way valve, and a first end of a sixth three-way joint, the units being connected in series in sequence. The second end of the sixth three-way joint is connected to the compressor; the battery motor electronic control thermal management unit, the battery motor electronic control thermal management unit includes a first water pump, a radiator, the first and second ends of the first electric four-way valve, a cooling plate for heating and cooling the battery, a second water pump, the first and second ends of the second electric four-way valve, a heat sink for electronically controlling the heat dissipation of the motor, and the first end of the seventh three-way joint, which are connected in series in sequence, and the second end of the seventh three-way joint is connected to the first water pump, wherein the three-zone heat exchanger is configured as a multi-media integrated heat exchanger, and the first and second zones in the three-zone heat exchanger respectively exchange heat with the third zone in the battery motor electronic control thermal management unit.

[0007] According to the above technical concept, the present invention may further include any one or more of the following optional forms.

[0008] In certain optional forms, the second zone in the three-zone heat exchanger is connected between the second end of the fourth three-way joint and the first electric expansion valve.

[0009] In certain optional forms, the cabin thermal management unit further includes a gas-liquid separator connected between the compressor and the evaporator.

[0010] In some optional forms, the cabin thermal management unit also includes a third electric three-way valve and a second electric expansion valve, the third end of the second electric three-way valve is connected to the third end of the third three-way joint; the third end of the first electric three-way valve is connected to the gas-liquid separator; the first end of the third electric three-way valve is connected to the third end of the sixth three-way joint, and the second end of the third electric three-way valve is connected to the first zone of the three-zone heat exchanger; the first end and the second end of the second electric expansion valve are respectively connected to the second zone of the three-zone heat exchanger and the third end of the fourth three-way joint; the third end of the second three-way joint is connected to the third end of the third electric three-way valve.

[0011] In certain optional forms, the cabin thermal management unit further includes a one-way valve connected between the condenser outlet and the second end of the fifth three-way valve.

[0012] In some optional forms, the cabin thermal management unit also includes a first stop valve and a second stop valve, wherein the two ends of the first stop valve are respectively connected to the second end of the second three-way joint and the first end of the third three-way joint, and the two ends of the second stop valve are respectively connected to the third end of the first three-way joint and the third end of the fifth three-way joint.

[0013] In certain optional forms, the battery motor electronically controlled thermal management unit further includes a third stop valve, an eighth three-way joint and a fourth stop valve, the first end of the third stop valve being connected to the third end of the seventh three-way joint; the first end of the eighth three-way joint being connected to the second end of the third stop valve and its second end being connected to the third zone of the three-zone heat exchanger; the two ends of the fourth stop valve being respectively connected to the third end of the eighth three-way joint and the third end of the second electric four-way valve; the third end of the first electric four-way valve being connected to the third zone of the three-zone heat exchanger.

[0014] In certain optional forms, the fourth end of the first electric four-way valve is in communication with the fourth end of the second electric four-way valve.

[0015] In certain optional forms, the battery-motor electronically controlled thermal management unit further includes an expansion tank, which is connected between the radiator and the first end of the first electric four-way valve.

[0016] According to another aspect of the present invention, a vehicle is provided, comprising the above-mentioned vehicle thermal management system.

[0017] The thermal management system of the vehicle of the present invention includes a cabin thermal management unit and a battery motor electronic control thermal management unit. The cabin thermal management unit uses refrigerant as a carrier and realizes heat exchange between the interior and exterior air of the cabin through a condenser, an evaporator and an external heat exchanger. The condenser heats the air in the cabin, and the evaporator cools the air in the cabin. The external heat exchanger can release heat to or absorb heat from the environment according to the season and functional requirements. The battery motor electronic control thermal management unit cools and heats the battery through a cooling plate, and realizes heat dissipation of the motor electronic control through a heat sink. In addition, the present invention provides a three-zone heat exchanger, which is a multi-media integrated heat exchanger, which is conducive to efficient thermal energy utilization and improved heat exchange efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Other features and advantages of the present invention will be better understood through the following detailed description of the optional embodiments in conjunction with the accompanying drawings, in which the same reference numerals identify the same or similar components, wherein:

[0019] Figure 1 A schematic diagram illustrating a thermal management system of a vehicle according to an embodiment of the present invention is shown;

[0020] Figure 2 A schematic diagram illustrating summer operating condition type 1 of a thermal management system for a vehicle according to an embodiment of the present invention is shown;

[0021] Figure 3 A schematic diagram illustrating summer operating condition type 2 of a thermal management system for a vehicle according to an embodiment of the present invention is shown;

[0022] Figure 4 A schematic diagram showing spring and autumn operating condition type 1 of a vehicle thermal management system according to an embodiment of the present invention is shown;

[0023] Figure 5 A schematic diagram showing spring and autumn operating condition type 2 of a vehicle thermal management system according to an embodiment of the present invention is shown;

[0024] Figure 6 A schematic diagram illustrating a winter operating condition type 1 of a thermal management system of a vehicle according to an embodiment of the present invention is shown;

[0025] Figure 7 A schematic diagram of winter operating condition type 2 of a thermal management system of a vehicle according to one embodiment of the present invention is shown.

[0026] Description of reference numerals:

[0027] 1. Compressor, 2. Gas-liquid separator, 3. Evaporator, 4. First three-way connector, 5. First electric three-way valve, 6. Second three-way connector, 7. First stop valve, 8. Third three-way connector, 9. External heat exchanger, 10. Fourth three-way connector, 11. Three-zone heat exchanger, 12. First electric expansion valve, 13. Fifth three-way connector, 14. Condenser, 15. Second electric three-way valve, 16. Sixth three-way connector, 17. Third electric three-way valve, 18. Second electric expansion valve, 19. One-way valve, 20. Second stop valve, 21. First water pump, 22. Radiator, 23. Expansion tank, 24. First electric four-way valve, 25. Cooling plate, 26. Second water pump, 27. Second electric four-way valve, 28. Heat sink, 29. Seventh three-way connector, 30. Third stop valve, 31. Eighth three-way connector, 32. Fourth stop valve. DETAILED DESCRIPTION

[0028] The making and using of the embodiments are discussed in detail below. However, it should be understood that the specific embodiments discussed are merely illustrative of specific ways to make and use the invention, and are not intended to limit the scope of the invention.

[0029] In this article, the terms used, such as "connected", can refer to direct connection or indirect connection, and the terms used, such as "first", "second", etc., are used to distinguish one element from another and have no order or importance.

[0030] In this article, a vehicle refers to a new energy vehicle that uses a power battery pack as an operating power source and / or driving power source, including but not limited to a pure electric vehicle, a hybrid electric vehicle or an extended-range vehicle.

[0031] Reference Figure 1 , Figure 1 A schematic diagram of a thermal management system for a vehicle according to one embodiment of the present invention is shown.

[0032] A vehicle thermal management system according to an embodiment of the present invention generally includes a cabin thermal management unit and a battery motor electronic control thermal management unit. The cabin thermal management unit includes a compressor 1, an evaporator (EVAP) 3, the first and second ends of a first three-way joint 4, the first and second ends of a first electric three-way valve 5, the first and second ends of a second three-way joint 6, a first shut-off valve 7, the first and second ends of a third three-way joint 8, an external heat exchanger (OHX) 9, the first and second ends of a fourth three-way joint 10, one of the first and second zones of a three-zone heat exchanger (Tri-Hex) 11, a first electric expansion valve 12, the first and second ends of a fifth three-way joint 13, a condenser (COND) 14, the first and second ends of a second electric three-way valve 15, and the first end of a sixth three-way joint 16, the second end of which is connected to the compressor 1. The battery-motor electronic control thermal management unit includes, in series, a first water pump 21, a radiator (RAD) 22, the first and second ends of a first electric four-way valve 24, a cooling plate (BCP) 25 for heating and cooling the battery, a second water pump 26, the first and second ends of a second electric four-way valve 27, a heat sink 28 for dissipating heat from the motor electronic control, and the first end of a seventh three-way connector 29, the second end of which is connected to the first water pump 21. In this embodiment, the three-zone heat exchanger 11 is a multi-media integrated heat exchanger. The first and second zones of the three-zone heat exchanger 11 each exchange heat with the third zone of the battery-motor electronic control thermal management unit.

[0033] The cabin thermal management unit of the vehicle thermal management system of the present invention uses refrigerant as a carrier to exchange heat between the cabin interior and external air through a condenser, evaporator, and external heat exchanger. The condenser heats the cabin air, the evaporator cools it, and the external heat exchanger can release or absorb heat to or from the environment depending on the season and functional requirements. The battery, motor, and electronic control thermal management unit uses coolant as a carrier, cooling and heating the battery through a cooling plate, while dissipating heat from the motor and electronic control through a heat sink. Furthermore, the present invention provides a three-zone heat exchanger 11, a multi-media integrated heat exchanger that facilitates efficient thermal energy utilization and improves heat exchange efficiency. The multi-media may include, for example, refrigerant and coolant. It is understood that the media in the three-zone heat exchanger are not limited to these and can be modified as needed. Furthermore, the integrated design makes the three-zone heat exchanger compact, occupies relatively little space, and can be combined and configured as needed to meet different heat exchange requirements and process conditions.

[0034] It should be noted that the expansion valve mentioned in this article refers to a valve with a flow channel and a throttling channel integrated inside, which can realize three working states of the valve: flow, cutoff and throttling. The expansion valve can selectively throttle and reduce the pressure of the fluid flowing through it, or not throttle and reduce the pressure (that is, only allow the fluid to flow through). In addition, the heat sink mentioned in this article is a general term for the heat dissipation unit of the motor and electronic control close to the heat source, usually including the motor's IGBT (insulated gate bipolar transistor) module heat dissipation unit, motor cooling water jacket, charging module heat dissipation unit, etc. In addition, the electric three-way valve and electric four-way valve mentioned in this article all use electric actuators to control the opening and closing state of the valve, thereby realizing the on-off control of the fluid and the selection of the flow path. The vehicle's thermal management system can automatically control the valve opening of the electric expansion valve, the opening and closing status of the valves in the electric three-way valve and the electric four-way valve according to changes in the temperature and humidity in the vehicle to carry out the cooling and heating processes of the cabin thermal management system and the battery motor electronic control thermal management system. Alternatively, the driver can turn on the vehicle's air conditioning according to his or her own needs and input a start signal to the thermal management system. The electric actuator controls the opening and closing of the valve based on the start signal to carry out the cooling and heating processes of the air conditioning.

[0035] In certain embodiments, the cabin thermal management unit may further include a gas-liquid separator (ACCU) 2, which is connected between the compressor 1 and the evaporator 3. The ACCU 2 separates the gas and liquid in the refrigerant, preventing liquid from entering the compressor 1 and causing liquid hammer. Typically, vehicle air conditioning is only used for cooling in the summer, when ambient temperatures are high and the evaporation temperature is relatively high. This means that the liquid refrigerant can completely evaporate into gas after passing through the evaporator 3, and liquid hammer does not occur when the gaseous refrigerant enters the compressor 1. However, during winter heating, when ambient temperatures may be below freezing, it is difficult for the evaporator 3 to completely evaporate the refrigerant. This means that liquid may be present in the gaseous refrigerant passing through the compressor 1. Therefore, it is necessary to separate the gas and liquid in the refrigerant before it enters the compressor 1. The liquid portion can be returned to the inlet of the evaporator 3 for further evaporation, or it can be stored in the ACCU 2. In this case, the ACCU 2 can serve as the liquid storage tank required in traditional vehicle air conditioning systems, reducing the number of components in the vehicle air conditioning system and lowering manufacturing costs.

[0036] In some embodiments, the second zone of the three-zone heat exchanger 11 is connected between the second end of the fourth three-way connector 10 and the first electric expansion valve 12. In some embodiments, the cabin thermal management unit may further include a third electric three-way valve 17 and a second electric expansion valve 18. The third end of the second electric three-way valve 15 is connected to the third end of the third three-way connector 8; the third end of the first electric three-way valve 5 is connected to the gas-liquid separator 2; the first end of the third electric three-way valve 17 is connected to the third end of the sixth three-way connector 16, and the second end thereof is connected to the first zone of the three-zone heat exchanger 11; the first end and the second end of the second electric expansion valve 18 are connected to the second zone of the three-zone heat exchanger 11 and the third end of the fourth three-way connector 10, respectively; and the third end of the second three-way connector 6 is connected to the third end of the third electric three-way valve 17.

[0037] In certain embodiments, the cabin thermal management unit may further include a one-way valve 19 connected between the outlet of the condenser 14 and the second end of the fifth three-way connector 13. The one-way valve 19 effectively prevents reverse flow of fluid or gas in the pipeline. When pressure is applied in one direction, the one-way valve opens, allowing the fluid or gas to pass freely. Under reverse pressure, the one-way valve closes, preventing reverse flow of the fluid or gas. Providing the one-way valve 19 at the outlet of the condenser 14 prevents low-temperature refrigerant from evaporating and losing cooling capacity during air conditioning and cooling conditions, when it is not in use in the condenser 14.

[0038] In certain embodiments, the cabin thermal management unit may further include a first shut-off valve 7 and a second shut-off valve 20. The first shut-off valve 7 has two ends connected to the second end of the second three-way connector 6 and the first end of the third three-way connector 8, respectively. The second shut-off valve 20 has two ends connected to the third end of the first three-way connector 4 and the third end of the fifth three-way connector 13, respectively. The shut-off valves can be used to stop the flow of fluid in the pipeline, prevent backflow of the fluid in the pipeline, maintain the stability and safety of the cabin thermal management unit's refrigerant pipeline, and regulate the flow path of the fluid medium.

[0039] In certain embodiments, the battery motor electronically controlled thermal management unit may further include a third shut-off valve 30, an eighth three-way connector 31, and a fourth shut-off valve 32. The first end of the third shut-off valve 30 is in communication with the third end of the seventh three-way connector 29. The first end of the eighth three-way connector 31 is in communication with the second end of the third shut-off valve 30, and its second end is in communication with the third zone of the three-zone heat exchanger 11. The first and second ends of the fourth shut-off valve 32 are in communication with the third end of the eighth three-way connector 31 and the third end of the second electric four-way valve 27, respectively. The third end of the first electric four-way valve 24 is in communication with the third zone of the three-zone heat exchanger 11. In certain embodiments, the fourth end of the first electric four-way valve 24 may be in communication with the fourth end of the second electric four-way valve 27.

[0040] In certain embodiments, the battery-motor electronically controlled thermal management unit may further include an expansion tank 23, which may be connected between the radiator 22 and the first end of the first electric four-way valve 24. This allows excess coolant to flow out of the expansion tank 23 through a bypass channel when coolant pressure is too high or the coolant is excessive, preventing problems such as pipe bursting caused by excessive pressure within the battery-motor electronically controlled thermal management unit. Furthermore, the expansion tank 23 can be replenished by injecting coolant into it when the coolant is insufficient.

[0041] Hereinafter, the working principle of the thermal management system of the present invention will be described in detail with reference to different working conditions of the thermal management system in each season of spring, summer, autumn and winter.

[0042] Reference Figure 2 , Figure 2 A schematic diagram of summer operating condition type 1 of a thermal management system for a vehicle according to an embodiment of the present invention is shown.

[0043] In summer operating condition type 1, the cabin thermal management unit will be in cooling state, that is, the air conditioner in the car needs to be cooled, the battery motor electronic control thermal management unit will cool the battery, and the motor electronic control will dissipate heat naturally.

[0044] The cabin thermal management unit is filled with refrigerant medium. Figure 2The solid line shown in the figure is the refrigerant line. The battery motor electronic control thermal management unit is filled with coolant medium. Figure 2 The dotted lines shown in the figure are coolant lines.

[0045] In the refrigerant pipeline, the compressor 1 provides power for the low-temperature, low-pressure gaseous refrigerant, pressurizes the low-temperature, low-pressure gaseous refrigerant, and compresses it into a high-temperature, high-pressure gaseous refrigerant. The high-temperature, high-pressure gaseous refrigerant flows to the external heat exchanger 9 through the sixth three-way joint 16, the second electric three-way valve 15 and the third three-way joint 8. The external heat exchanger 9 exchanges heat with the external air and releases heat to the external air. At this time, the external heat exchanger 9 is equivalent to a condenser, which condenses the high-temperature, high-pressure gaseous refrigerant into a high-temperature, high-pressure liquid refrigerant. Then, the high-temperature and high-pressure liquid refrigerant flows to the second zone of the three-zone heat exchanger 11 and the second electric expansion valve 18 respectively through the fourth three-way joint 10. In this process, the second zone of the three-zone heat exchanger 11 can be used as an auxiliary condenser of the external heat exchanger 9. At this time, the high-temperature and high-pressure liquid refrigerant condensed by the external heat exchanger 9 will be secondary condensed in the second zone of the three-zone heat exchanger 11. The high-temperature and high-pressure liquid refrigerant after secondary condensation will flow to the first electric expansion valve 12. The first electric expansion valve 12 controls the flow rate and pressure of the high-temperature and high-pressure liquid refrigerant to convert the high-temperature and high-pressure liquid refrigerant into a low-temperature and low-pressure liquid refrigerant. The low-temperature and low-pressure liquid refrigerant or the gas-liquid mixed refrigerant flows to the evaporator 3 via the fifth three-way joint 13, the second stop valve 20 and the first three-way joint 4. The low-temperature and low-pressure liquid refrigerant or the gas-liquid mixed refrigerant absorbs heat and vaporizes, that is, boils, during the flow process in the evaporator 3. During this process, the low-temperature and low-pressure liquid refrigerant or the gas-liquid mixed refrigerant will become a low-temperature and low-pressure gaseous refrigerant or the gas-liquid mixed refrigerant, and at the same time absorb the heat of the air in the vehicle, so that the air conditioner of the vehicle blows out cold air for cooling, thereby achieving the purpose of lowering the cabin temperature.

[0046] In addition, the high-temperature and high-pressure liquid refrigerant flowing to the second electric expansion valve 18 will be converted into a low-temperature and low-pressure liquid refrigerant or a gas-liquid mixed refrigerant, and the low-temperature and low-pressure liquid refrigerant or the gas-liquid mixed refrigerant flows to the first zone of the three-zone heat exchanger 11. At this time, the first zone in the three-zone heat exchanger 11 is equivalent to an evaporator, and the low-temperature and low-pressure liquid refrigerant absorbs heat and vaporizes during the flow process in the first zone of the three-zone heat exchanger 11, and becomes a low-temperature and low-pressure gaseous refrigerant or a gas-liquid mixed refrigerant.

[0047] After that, the refrigerant that has become completely gaseous or a gas-liquid mixture passes through the gas-liquid separator 2 from the first zone of the three-zone heat exchanger 11 and the evaporator 3. The gas-liquid separator 2 separates the gas and liquid in the gaseous or gas-liquid mixed refrigerant. The separated gaseous refrigerant then passes through the compressor 1 to circulate the above-mentioned compression and condensation process, while the liquid refrigerant will return to the inlet of the evaporator 3 to continue evaporating, or be stored in the gas-liquid separator 2.

[0048] In the coolant pipeline, the water pump provides power for the coolant, which mainly includes two cycles. The first cycle is the cooling process of the battery, and the second cycle is the natural heat dissipation process of the motor and electronic control.

[0049] First cycle: The second water pump 26 drives the coolant to flow through the second electric four-way valve 27, the fourth stop valve 32, and the eighth three-way connector 31 to the three-zone heat exchanger 11. At this time, the liquid refrigerant in the three-zone heat exchanger 11 absorbs heat during the evaporation process, thereby cooling the coolant. The cooled coolant then flows through the first electric four-way valve 24 to the cooling plate 25, absorbing the heat of the cooling plate 25 and cooling the cooling plate 25. Since the cooling plate 25 is directly attached to the battery, the cooling plate 25 will cool the battery. At this time, the coolant temperature can be, for example, below 25°C. After flowing through the cooling plate 25, the coolant will heat up and then flow to the second water pump 26, repeating the above process.

[0050] Second cycle: First water pump 21 drives the coolant through radiator 22, where ambient air cools the coolant. The cooled coolant then flows through expansion tank 23, first electric four-way valve 24, and second electric four-way valve 27 to heat sink 28. Heat sink 28 absorbs heat from the motor and electronic control, allowing them to dissipate heat naturally. After passing through heat sink 28, the coolant heats up and then flows back to first water pump 21, repeating the above process.

[0051] Reference Figure 3 , Figure 3 A schematic diagram of summer operating condition type 2 of a thermal management system of a vehicle according to an embodiment of the present invention is shown.

[0052] In Summer Condition Type 2, the cabin thermal management unit (CTMU) operates in cooling mode, requiring the vehicle's air conditioning to cool the vehicle. The battery-motor-electronic control (EMC) thermal management unit (BEMCU) cools the battery, while the EMC rapidly dissipates heat. In this condition, the CMU's operating process is identical to Summer Condition Type 1 and will not be further described. Furthermore, the first cycle of the BEMCU's operation is identical to Summer Condition Type 1, specifically the battery cooling process, and will not be further described. The second cycle, which differs from Summer Condition Type 1 and involves rapid heat dissipation by the EMC, will be described below.

[0053] Second cycle: First water pump 21 drives the coolant through radiator 22, where ambient air cools the coolant. The cooled coolant flows through second electric four-way valve 27, along with the coolant cooled by three-zone heat exchanger 11, to cooling plate 25, further reducing the temperature of the coolant flowing out of the radiator. Second water pump 26 then drives the coolant through second electric four-way valve 27 to heat sink 28, which absorbs heat from the motor and electronic control, rapidly dissipating the heat. After flowing through heat sink 28, the coolant heats up and then flows back to first water pump 21, repeating the above process.

[0054] Reference Figure 4 , Figure 4 A schematic diagram of spring and autumn operating condition type 1 of a vehicle thermal management system according to an embodiment of the present invention is shown.

[0055] In spring and autumn operating condition type 1, the cabin air conditioning will be turned off, the battery motor electronic control thermal management unit will cool the battery, and the motor electronic control will dissipate heat naturally.

[0056] In the refrigerant pipeline, the compressor 1 provides power for the low-temperature, low-pressure gaseous refrigerant, pressurizes the low-temperature, low-pressure gaseous refrigerant, and compresses it into a high-temperature, high-pressure gaseous refrigerant. The high-temperature, high-pressure gaseous refrigerant flows to the external heat exchanger 9 via the sixth three-way joint 16, the second electric three-way valve 15 and the third three-way joint 8. At this time, the external heat exchanger 9 is equivalent to a condenser, which condenses the high-temperature, high-pressure gaseous refrigerant into a high-temperature, high-pressure liquid refrigerant. Then, the high-temperature, high-pressure liquid refrigerant flows to the second electric expansion valve 18 via the fourth three-way joint 10. The second electric expansion valve 18 is connected to the refrigerant. The expansion valve 18 converts the high-temperature and high-pressure liquid refrigerant into a low-temperature and low-pressure liquid refrigerant or a gas-liquid mixed refrigerant. The low-temperature and low-pressure liquid refrigerant or the gas-liquid mixed refrigerant flows to the first zone of the three-zone heat exchanger 11. At this time, the first zone in the three-zone heat exchanger 11 is equivalent to an evaporator. The low-temperature and low-pressure liquid refrigerant or the gas-liquid mixed refrigerant absorbs heat and vaporizes during the flow process in the first zone of the three-zone heat exchanger 11, and becomes a low-temperature and low-pressure gaseous refrigerant or a gas-liquid mixed refrigerant. The second zone in the three-zone heat exchanger is only used as a flow channel and does not exchange heat. After that, the refrigerant that has become gaseous flows from the first zone of the three-zone heat exchanger 11 through the third electric three-way valve 17, the second three-way joint 6, and the first electric three-way valve 5 to the gas-liquid separator 2. The gas-liquid separator 2 separates the gas and liquid in the gaseous or gas-liquid mixed refrigerant. The separated gaseous refrigerant then passes through the compressor 1 to circulate the above-mentioned compression and condensation process, while the liquid refrigerant will return to the inlet of the first zone of the three-zone heat exchanger 11 to continue evaporating, or be stored in the gas-liquid separator 2.

[0057] The cooling process of the battery motor electronic control thermal management unit is the same as that of summer operating condition type 1 and will not be repeated here.

[0058] Reference Figure 5 , Figure 5 A schematic diagram of spring and autumn operating condition type 2 of a vehicle thermal management system according to an embodiment of the present invention is shown.

[0059] In spring and autumn operating condition type 2, the cabin air conditioning needs to be dehumidified, and the battery motor electronic control thermal management unit will allow the battery and motor electronic control to dissipate heat naturally.

[0060] In the refrigerant pipeline, the compressor 1 provides power for the low-temperature, low-pressure gaseous refrigerant, compressing it into a high-temperature, high-pressure gaseous refrigerant. The high-temperature, high-pressure gaseous refrigerant flows to the condenser 14 via the sixth three-way joint 16 and the second electric three-way valve 15. The condenser 14 condenses the high-temperature, high-pressure gaseous refrigerant into a high-temperature, high-pressure liquid refrigerant. The high-temperature, high-pressure liquid refrigerant flows to the first electric expansion valve 12 via the one-way valve 19 and the fifth three-way joint 13. The first electric expansion valve 12 converts the high-temperature, high-pressure liquid refrigerant into a low-temperature, low-pressure liquid refrigerant or a gas-liquid mixed refrigerant. The low-temperature, low-pressure liquid refrigerant or the gas-liquid mixed refrigerant flows to the external heat exchanger 9 via the second zone in the three-zone heat exchanger 11 and the fourth three-way joint 10. At this time, the second zone in the three-zone heat exchanger 11 only serves as a flow channel and does not perform heat exchange. The external heat exchanger 9 is equivalent to an auxiliary condenser, which performs secondary condensation on the low-temperature, low-pressure liquid refrigerant or the gas-liquid mixed refrigerant. The low-temperature, low-pressure liquid refrigerant or gas-liquid mixed refrigerant then flows through the third three-way connector 8, the first shut-off valve 7, the second three-way connector 6, the first electric three-way valve 5, and the first three-way connector 4 to the evaporator 3. The evaporator 3 absorbs heat from the cabin air, causing the low-temperature, low-pressure liquid refrigerant or gas-liquid mixed refrigerant to evaporate into a low-temperature, low-pressure gaseous refrigerant or gas-liquid mixed refrigerant. Simultaneously, water vapor in the air condenses into water droplets, which are collected in the water pan of the evaporator 3 and discharged through a pipeline, thereby achieving the purpose of dehumidifying the vehicle cabin. Thereafter, the completely gaseous or gas-liquid mixed refrigerant from the evaporator 3 first passes through the gas-liquid separator 2, which separates the gas and liquid in the gaseous or gas-liquid mixed refrigerant. The separated gaseous refrigerant then passes through the compressor 1, repeating the compression and condensation process described above. The liquid refrigerant then returns to the inlet of the evaporator 3 to continue evaporating or is stored in the gas-liquid separator 2.

[0061] In addition, when the moisture in the air is condensed into water droplets, the humidity in the air will decrease, and the temperature of the air will also drop. In order to maintain a comfortable temperature in the vehicle cabin, the condenser 14 will heat the low-temperature, low-pressure gaseous refrigerant to increase its temperature, thereby evaporating the moisture in the air and further reducing the humidity in the air.

[0062] In the coolant circuit, the first water pump 21 drives the coolant through the radiator 22. Inside the radiator 22, the ambient air cools the coolant. The cooled coolant then flows through the second electric four-way valve 27 to the cooling plate 25, absorbing heat from the battery cooling plate 25 and cooling the battery. The second water pump 25 then drives the coolant through the second electric four-way valve 27 to the heat sink 28, which absorbs heat from the motor and electronic control, allowing them to dissipate heat naturally. After passing through the heat sink 28, the coolant heats up and then flows back to the first water pump 21, repeating the above process.

[0063] Reference Figure 6 , Figure 6 A schematic diagram of winter operating condition type 1 of a thermal management system of a vehicle according to one embodiment of the present invention is shown.

[0064] In winter operating condition type 1, the cabin thermal management unit will be in heating state, that is, the air conditioner in the car needs to heat, the battery motor electronic control thermal management unit will heat the battery, and the motor electronic control will dissipate heat naturally.

[0065] In the refrigerant pipeline, the compressor 1 provides power for the low-temperature, low-pressure gaseous refrigerant, pressurizes the low-temperature, low-pressure gaseous refrigerant, and compresses it into a high-temperature, high-pressure gaseous refrigerant. The high-temperature, high-pressure gaseous refrigerant flows to the second electric three-way valve 15 and the third electric three-way valve 17 respectively through the sixth three-way joint 16.

[0066] The high-temperature, high-pressure gaseous refrigerant flows to the condenser 14 via the second electric three-way valve 15. The condenser 14 condenses the high-temperature, high-pressure gaseous refrigerant and condenses it into a high-temperature, high-pressure liquid refrigerant. In this process, the condenser 14 condenses and liquefies the refrigerant, releasing heat and heating the air inside the vehicle, thereby increasing the temperature inside the vehicle. Then, the high-temperature, high-pressure liquid refrigerant flows to the first electric expansion valve 12 via the one-way valve 19 and the fifth three-way connector 13. The first electric expansion valve 12 converts the high-temperature, high-pressure liquid refrigerant into a low-temperature, low-pressure liquid refrigerant or a gas-liquid mixed refrigerant. The low-temperature, low-pressure liquid refrigerant or the gas-liquid mixed refrigerant flows to the second zone of the three-zone heat exchanger 11. At this time, the second zone of the three-zone heat exchanger 11 can serve as an auxiliary evaporator, evaporating the low-temperature, low-pressure liquid refrigerant or the gas-liquid mixed refrigerant into a low-temperature, low-pressure gaseous refrigerant or a gas-liquid mixed refrigerant. The low-temperature, low-pressure gaseous refrigerant or the gas-liquid mixed refrigerant flows to the external heat exchanger via the fourth three-way connector 10. 9. At this time, the external heat exchanger 9 acts as an evaporator, absorbs the heat of the external air, and evaporates the low-temperature and low-pressure gaseous refrigerant or the gas-liquid mixed refrigerant for the second time. The low-temperature and low-pressure gaseous refrigerant or the gas-liquid mixed refrigerant flows to the gas-liquid separator 2 through the third three-way joint 8, the first stop valve 7, the second three-way joint 6 and the first electric three-way valve 5. The gas-liquid separator 2 separates the gas and liquid in the low-temperature and low-pressure gaseous refrigerant or the gas-liquid mixed refrigerant. The separated gaseous refrigerant passes through the compressor 1 to repeat the above compression and condensation process, while the liquid refrigerant returns to the inlet of the external heat exchanger 9 to continue evaporating, or is stored in the gas-liquid separator 2.

[0067] The high-temperature and high-pressure gaseous refrigerant flows to the first zone of the three-zone heat exchanger 11 through the third electric three-way valve 17. At this time, the first zone of the three-zone heat exchanger 11 serves as a condenser. The condenser condenses the high-temperature and high-pressure gaseous refrigerant into a high-temperature and high-pressure liquid refrigerant. The high-temperature and high-pressure liquid refrigerant passes through the second electric expansion valve 18 and becomes a low-temperature and low-pressure liquid refrigerant or a gas-liquid mixed refrigerant. The low-temperature and low-pressure liquid refrigerant or the gas-liquid mixed refrigerant flows to the external heat exchanger 9 through the fourth three-way joint 10. The external heat exchanger 9 evaporates the low-temperature and low-pressure liquid refrigerant or the gas-liquid mixed refrigerant. The gas is vaporized into a low-temperature and low-pressure gaseous refrigerant or a gas-liquid mixed refrigerant, and the low-temperature and low-pressure gaseous refrigerant or the gas-liquid mixed refrigerant flows to the gas-liquid separator 2 via the third three-way joint 8, the first stop valve 7, the second three-way joint 6 and the first electric three-way valve 5. The gas-liquid separator 2 separates the gas and liquid in the low-temperature and low-pressure gaseous refrigerant or the gas-liquid mixed refrigerant, and the separated gaseous refrigerant passes through the compressor 1 to repeat the above compression and condensation process, while the liquid refrigerant returns to the inlet of the external heat exchanger 9 to continue evaporating, or is stored in the gas-liquid separator 2.

[0068] There are two cycles in the coolant pipeline. The first cycle is the heating process of the battery, and the second cycle is the natural heat dissipation process of the motor and electronic control.

[0069] First cycle: First water pump 21 drives the coolant to flow through second electric four-way valve 27, fourth shut-off valve 32, and eighth three-way connector 31 to three-zone heat exchanger 11. The gaseous refrigerant in three-zone heat exchanger 11 releases heat during condensation, thereby heating the coolant. The heated coolant then flows through first electric four-way valve 24 to cooling plate 25, releasing heat to the cooling plate 25, heating it and, in turn, the battery. At this point, the coolant temperature can be, for example, above 30°C. The coolant then flows to second water pump 26, repeating the above process.

[0070] The second cycle is the same as the natural heat dissipation process of the motor and electronic control mentioned above, and will not be repeated here.

[0071] Reference Figure 7 , Figure 7 A schematic diagram of winter operating condition type 2 of a thermal management system of a vehicle according to one embodiment of the present invention is shown.

[0072] In Winter Condition Type 2, the cabin thermal management unit (CTMU) is in heating mode, meaning the vehicle's air conditioning is heating the vehicle. The battery-motor-electronic thermal management unit (BMETC) heats the battery, while the EMC performs heat recovery. In this condition, the CMU's operating process is identical to that of Winter Condition Type 1 and will not be further described. Furthermore, the first cycle of the BMETC's operation is identical to that of Winter Condition Type 1, specifically the battery heating process, and will not be further described. The second cycle, which differs from Winter Condition Type 1 and involves heat recovery from the EMC, will be described below.

[0073] Second cycle: The second water pump 26 drives the coolant through the second electric four-way valve 27 to the heat sink 28, where it heats the coolant. The heated coolant then flows through the seventh three-way connector 29, the third shut-off valve 30, and the eighth three-way connector 31 to the third zone of the three-zone heat exchanger 11. Because the second zone absorbs heat from the coolant during evaporation, the first zone of the three-zone heat exchanger 11 does not exchange heat with the coolant. The heat absorbed by the second zone is then exchanged with the third zone for heating purposes. The coolant then flows through the first electric four-way valve 24 to the cooling plate 25, where the waste heat from the coolant heats the cooling plate 25, thereby heating the battery. The coolant then flows to the second water pump 26, repeating the cycle. In this way, in winter operating condition type 2, waste heat from the motor and electronic control system can be used to heat the battery and assist the air conditioner's heating process, improving the energy efficiency of the thermal management system.

[0074] The thermal management system of the vehicle of the present invention uses a three-zone heat exchanger connected to the evaporator and condenser, and uses the principle of condensation generating heat and evaporation absorbing heat to exchange heat between the cabin, battery, motor and electronic control, so that the vehicle can achieve multiple thermal management modes, and improve the working efficiency of the thermal management system on the basis of energy saving. In addition, the thermal management system of the present invention can adaptively change the connection path according to changes in the external seasonal climate, improve the adaptability and practicality of the thermal management system, minimize energy consumption and extend the cruising range.

[0075] It should be understood that the embodiments shown in the figures merely illustrate optional configurations of the thermal management system of a vehicle according to the present invention. However, they are merely illustrative and not restrictive, and other configurations may be employed without departing from the spirit and scope of the present invention.

[0076] The technical content and technical features of the present invention have been disclosed above. However, it is understood that, based on the creative ideas of the present invention, those skilled in the art may make various changes and improvements to the above-disclosed concepts, all of which fall within the scope of protection of the present invention. The description of the above embodiments is illustrative and not restrictive. The scope of protection of the present invention is determined by the claims.

Claims

1. A thermal management system for a vehicle, characterized in that: The thermal management system comprises: A cabin thermal management unit, the cabin thermal management unit comprising a compressor (1), an evaporator (3), a first end and a second end of a first three-way joint (4), a first end and a second end of a first electric three-way valve (5), a first end and a second end of a second three-way joint (6), a first end and a second end of a third three-way joint (8), an external heat exchanger (9), a first end and a second end of a fourth three-way joint (10), one of the first zone and the second zone of a three-zone heat exchanger (11), a first electric expansion valve (12), a first end and a second end of a fifth three-way joint (13), a condenser (14), a first end and a second end of a second electric three-way valve (15), and a first end of a sixth three-way joint (16), the second end of the sixth three-way joint (16) being connected in series, wherein the second end of the sixth three-way joint (16) is connected to the compressor (1); A battery motor electronically controlled thermal management unit, comprising a first water pump (21), a radiator (22), a first end and a second end of a first electric four-way valve (24), a cooling plate (25) for heating and cooling the battery, a second water pump (26), a first end and a second end of a second electric four-way valve (27), a heat sink (28) for electrically controlling the heat dissipation of the motor, and a first end of a seventh three-way joint (29), the second end of the seventh three-way joint (29) being connected in series. The three-zone heat exchanger (11) is configured as a multi-media integrated heat exchanger, and the first zone and the second zone in the three-zone heat exchanger (11) respectively exchange heat with the third zone in the battery motor electronic control thermal management unit.

2. The vehicle thermal management system according to claim 1, characterized in that: The second zone in the three-zone heat exchanger (11) is connected between the second end of the fourth three-way connector (10) and the first electric expansion valve (12).

3. The vehicle thermal management system according to claim 2, characterized in that: The cabin thermal management unit further comprises a gas-liquid separator (2), wherein the gas-liquid separator (2) is connected between the compressor (1) and the evaporator (3).

4. The vehicle thermal management system according to claim 3, characterized in that: The cabin thermal management unit also includes a third electric three-way valve (17) and a second electric expansion valve (18), the third end of the second electric three-way valve (15) is connected to the third end of the third three-way connector (8); the third end of the first electric three-way valve (5) is connected to the gas-liquid separator (2); the first end of the third electric three-way valve (17) is connected to the third end of the sixth three-way connector (16), and the second end of the third electric three-way valve (17) is connected to the first zone of the three-zone heat exchanger (11); the first end and the second end of the second electric expansion valve (18) are respectively connected to the second zone of the three-zone heat exchanger (11) and the third end of the fourth three-way connector (10); the third end of the second three-way connector (6) is connected to the third end of the third electric three-way valve (17).

5. The vehicle thermal management system according to claim 4, characterized in that: The cabin thermal management unit further comprises a one-way valve (19), wherein the one-way valve (19) is connected between the outlet of the condenser (14) and the second end of the fifth three-way joint (13).

6. The vehicle thermal management system according to claim 5, characterized in that: The cabin thermal management unit further comprises a first stop valve (7) and a second stop valve (20), wherein the two ends of the first stop valve (7) are respectively communicated with the second end of the second three-way joint (6) and the first end of the third three-way joint (8), and the two ends of the second stop valve (20) are respectively communicated with the third end of the first three-way joint (4) and the third end of the fifth three-way joint (13).

7. The vehicle thermal management system according to claim 6, characterized in that: The battery motor electronic control thermal management unit further comprises a third stop valve (30), an eighth three-way connector (31) and a fourth stop valve (32), wherein the first end of the third stop valve (30) is communicated with the third end of the seventh three-way connector (29); the first end of the eighth three-way connector (31) is communicated with the second end of the third stop valve (30), and the second end of the eighth three-way connector (31) is communicated with the third zone of the three-zone heat exchanger (11); the first end and the second end of the fourth stop valve (32) are respectively communicated with the third end of the eighth three-way connector (31) and the third end of the second electric four-way valve (27); and the third end of the first electric four-way valve (24) is communicated with the third zone of the three-zone heat exchanger (11).

8. The vehicle thermal management system according to claim 7, characterized in that: The fourth end of the first electric four-way valve (24) is in communication with the fourth end of the second electric four-way valve (27).

9. The vehicle thermal management system according to claim 7, characterized in that: The battery motor electronically controlled thermal management unit further includes an expansion water tank (23), wherein the expansion water tank (23) is connected between the radiator (22) and the first end of the first electric four-way valve (24). 10 . A vehicle comprising the vehicle thermal management system according to claim 1 .

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