Vehicle thermal management system and vehicle

Abstract

The application relates to a vehicle heat management system and a vehicle. The vehicle heat management system comprises a refrigerant circulation device, the refrigerant circulation device comprises a first refrigerant circulation flow path and a second refrigerant circulation flow path; wherein a first three-way valve is used for switching the outlet of a compressor to be communicated with a first vehicle interior heat exchanger or a heat exchanger device or a vehicle exterior heat exchanger, a second three-way valve is used for switching the inlet of the compressor to be communicated with the vehicle exterior heat exchanger or the first vehicle interior heat exchanger or the heat exchanger device, so as to change the flow directions of the first refrigerant circulation flow path and the second refrigerant circulation flow path; a first switch valve is arranged on a communication pipeline between the first three-way valve and the first vehicle interior heat exchanger, and is used for opening and closing the first refrigerant circulation flow path; and a fifth switch valve is arranged on a communication pipeline between the first three-way valve and the heat exchanger device, and is used for opening and closing the second refrigerant circulation flow path. The application can realize more different heat management schemes, meet the requirements of multiple scenes, and has stronger adaptability.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, and in particular to a vehicle thermal management system and a vehicle. Background Technology

[0002] Electric vehicles are rapidly developing in the passenger car, commercial vehicle, and special vehicle sectors, and are widely used across various industries. For electric vehicles, the thermal control of each component has a significant impact on vehicle reliability, ride comfort, and range. In particular, the battery pack and passenger compartment have different cooling and heating requirements under different vehicle operating conditions and ambient temperatures.

[0003] Currently, technicians use multi-way valves (excluding three-way valves) in various integrated thermal management systems to control the heat of thermally managed objects such as batteries, electric drives, and passenger compartments, resulting in complex structures. To enable integrated thermal management systems to adapt to more diverse combinations of heat demands from various thermally managed objects, a flexible and adaptable thermal management system for controlling the heating and cooling of each object is needed. Summary of the Invention

[0004] In view of this, the present invention provides a vehicle thermal management system and vehicle that can achieve more different thermal management solutions without using a multi-way valve (excluding a three-way valve), meet the needs of multiple scenarios, and have stronger adaptability.

[0005] To achieve the above objectives, the present invention mainly provides the following technical solutions:

[0006] In a first aspect, embodiments of the present invention provide a vehicle thermal management system, comprising: a refrigerant circulation device, including a compressor, a first in-vehicle heat exchanger, a heat exchange device, an external heat exchanger, a first throttle valve, a third throttle valve, a fourth throttle valve, a first three-way valve, a second three-way valve, a first switching valve, and a fifth switching valve; wherein the compressor, the first in-vehicle heat exchanger, the first throttle valve, the third throttle valve, and the external heat exchanger are connected in series to form a first refrigerant circulation path; and the compressor, the heat exchange device, the fourth throttle valve, the flash evaporator, the third throttle valve, and the external heat exchanger are connected in series to form a second refrigerant circulation path; wherein the first three-way valve is used for... The compressor outlet is switched to connect with the first in-vehicle heat exchanger and the heat exchange device, or to the outside heat exchanger. The second three-way valve is used to switch the compressor inlet to connect with the outside heat exchanger or with the first in-vehicle heat exchanger and the heat exchange device, thereby changing the flow direction of the first refrigerant circulation path and the second refrigerant circulation path. The first switching valve is located on the connecting pipe between the first three-way valve and the first in-vehicle heat exchanger, and is used to open and close the first refrigerant circulation path. The fifth switching valve is located on the connecting pipe between the first three-way valve and the heat exchange device, and is used to open and close the second refrigerant circulation path.

[0007] In some embodiments, the refrigerant circulation device further includes a flash evaporator and an oil separator. One end of the flash evaporator is connected to the first throttle valve and the fourth throttle valve, and the other end is connected to the third throttle valve. The oil separator is connected in series between the second three-way valve and the inlet of the compressor.

[0008] In some embodiments, when the first switching valve is open, the first three-way valve switches the compressor outlet to connect with the first in-vehicle heat exchanger, and the second three-way valve switches the compressor inlet to connect with the outside heat exchanger, the first in-vehicle heat exchanger generates heat for in-vehicle air conditioning heating; and / or, when the fifth switching valve is open, the first three-way valve switches the compressor outlet to connect with the heat exchange device, and the second three-way valve switches the compressor inlet to connect with the outside heat exchanger, the heat exchange device generates heat for heating the battery.

[0009] In some embodiments, when the first switching valve is open, the first three-way valve switches the compressor outlet to connect with the external heat exchanger, and the second three-way valve switches the compressor inlet to connect with the first internal heat exchanger, the first internal heat exchanger cools for vehicle air conditioning cooling; and / or, when the fifth switching valve is open, the first three-way valve switches the compressor outlet to connect with the external heat exchanger, and the second three-way valve switches the compressor inlet to connect with the heat exchange device, the heat exchange device cools for cooling the battery.

[0010] In some embodiments, the refrigerant circulation device further includes a second in-vehicle heat exchanger, a second throttle valve, a second switching valve, and a third switching valve. The compressor, the second in-vehicle heat exchanger, the second throttle valve, the flash evaporator, the first throttle valve, the first in-vehicle heat exchanger, and the oil separator are connected in series to form a third refrigerant circulation path. The first three-way valve is also used to switch the connection between the compressor outlet and the second in-vehicle heat exchanger. The second switching valve is disposed on the connecting pipeline between the compressor outlet and the second in-vehicle heat exchanger. The third switching valve is disposed on the connecting pipeline between the compressor outlet and the external heat exchanger. The second switching valve is used to open and close the third refrigerant circulation path.

[0011] In some embodiments, when the second switching valve is open, the first three-way valve switches the outlet of the compressor to connect with the second in-vehicle heat exchanger, the first switching valve is open, and the third switching valve is closed, the first in-vehicle heat exchanger and the second in-vehicle heat exchanger are used for in-vehicle air conditioning dehumidification.

[0012] In some embodiments, the vehicle thermal management system further includes a liquid cooling circulation device, comprising a first water pump, a radiator, and a seventh switching valve, wherein the first water pump and the radiator are connected in series with the vehicle's electric drive assembly to form a first liquid cooling circulation path, and the seventh switching valve is used to open and close the first liquid cooling circulation path.

[0013] In some embodiments, the first water pump, the battery, the electric drive assembly, and the radiator are connected in series to form a second liquid cooling circulation path. A sixth switching valve is provided on the connecting pipe between the outlet of the first water pump and the battery, and an eighth switching valve is provided on the connecting pipe between the battery and the electric drive assembly.

[0014] In some embodiments, the liquid cooling circulation device further includes a second water pump and a ninth switching valve. The second water pump is used to connect in series with the battery and the heat exchange device to form a third liquid cooling circulation path, and the ninth switching valve is used to open and close the third liquid cooling circulation path.

[0015] In some embodiments, a replenishment line is provided between the flash evaporator and the compressor, and a fourth switching valve is provided on the replenishment line.

[0016] In a second aspect, embodiments of the present invention also provide a vehicle, including: a vehicle thermal management system as described in any embodiment of the first aspect.

[0017] Beneficial effects:

[0018] (1) By controlling the opening and closing states of the fifth switch valve and the fourth throttle valve, the first switch valve and the first throttle valve, and the first three-way valve and the second three-way valve to switch the flow direction of the first refrigerant circulation path and the first refrigerant circulation path, it is possible to separately realize air conditioning heating, air conditioning cooling, battery heating, battery cooling, air conditioning heating while battery heating, and air conditioning cooling while battery cooling, without the need to use a multi-way valve (excluding the three-way valve), thereby realizing the thermal management of multiple thermal management objects and realizing multiple thermal management combination methods, flexibly applying multiple scenarios, and having stronger adaptability.

[0019] (2) The opening and closing state of the seventh switch valve is controlled separately and is independent of the refrigerant circulation path. They do not interfere with each other. Therefore, the realization of the functions of air conditioning heating, battery heating and electric drive cooling is not a coupled combination scheme, but a decoupled one.

[0020] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, the preferred embodiments of the present invention are described in detail below with reference to the accompanying drawings. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of a vehicle thermal management system provided in an embodiment of the present invention;

[0022] Figure 2 This is a schematic diagram of the battery heating and air conditioning heating cycle provided in an embodiment of the present invention;

[0023] Figure 3 This is a schematic diagram of an air conditioning heating cycle provided in an embodiment of the present invention;

[0024] Figure 4 This is a schematic diagram of the battery heating cycle provided in an embodiment of the present invention;

[0025] Figure 5 This is a schematic diagram of the battery cooling and air conditioning refrigeration cycle provided in an embodiment of the present invention;

[0026] Figure 6 This is a schematic diagram of the air conditioning refrigeration cycle provided in an embodiment of the present invention;

[0027] Figure 7This is a schematic diagram of the battery cooling cycle provided in an embodiment of the present invention;

[0028] Figure 8 This is a schematic diagram of the battery cooling and air conditioning heating cycle provided in an embodiment of the present invention;

[0029] Figure 9 This is a schematic diagram of the air conditioning dehumidification cycle provided in an embodiment of the present invention;

[0030] Figure 10 This is a schematic diagram of the battery heat dissipation and electric drive assembly heat dissipation cycle provided in an embodiment of the present invention.

[0031] Figure label:

[0032] 1-Compressor; 2-First three-way valve; 3-Second three-way valve; 4-First switching valve; 5-Second switching valve; 6-Third switching valve; 7-HVAC assembly; 71-First in-vehicle heat exchanger; 72-In-vehicle side fan; 73-Second in-vehicle heat exchanger; 8-Out-of-vehicle heat exchange assembly; 81-Out-of-vehicle heat exchanger; 82-Radiator; 83-Out-of-vehicle side fan; 9-First throttle valve; 10-Second throttle valve; 11-Third throttle valve; 12-Flash evaporator; 13-Electric drive assembly; 14-Fourth switching valve; 15-Gas-liquid separator; 16-Fourth throttle valve; 17-Heat exchange device; 18-Fifth switching valve; 19-First water pump; 20-Second water pump; 21-Sixth switching valve; 22-Seventh switching valve; 23-Battery; 24-Eighth switching valve; 25-Ninth switching valve. Detailed Implementation

[0033] To further illustrate the technical means and effects adopted by the present invention to achieve the intended purpose, the specific embodiments, structures, features, and effects according to the present invention will be described in detail below with reference to the accompanying drawings and preferred embodiments. In the following description, different "an embodiment" or "an embodiment" do not necessarily refer to the same embodiment. Furthermore, specific features, structures, or characteristics in one or more embodiments can be combined in any suitable form.

[0034] Reference Figures 1 to 4 The present invention provides a vehicle thermal management system, including a refrigerant circulation device, which includes a compressor 1, a first in-vehicle heat exchanger 71, a heat exchange device 17, an external heat exchanger 81, a first throttle valve 9, a third throttle valve 11, a fourth throttle valve 16, a first three-way valve 2, a second three-way valve 3, a first switching valve 4, and a fifth switching valve 18.

[0035] Compressor 1, first in-vehicle heat exchanger 71, first throttle valve 9, third throttle valve 11, and external heat exchanger 81 are connected in series to form a first refrigerant circulation path. Compressor 1, heat exchange device 17, fourth throttle valve 16, third throttle valve 11, and external heat exchanger 81 are connected in series to form a second refrigerant circulation path. Specifically, a first three-way valve 2 is used to switch the connection between the outlet of compressor 1 and the first in-vehicle heat exchanger 71 and heat exchange device 17 or with the external heat exchanger 81; a second three-way valve 3 is used to switch the connection between the inlet of compressor 1 and the external heat exchanger 81 or with the first in-vehicle heat exchanger 71 and heat exchange device 17, thereby changing the flow direction of the first and second refrigerant circulation paths. The first switching valve 4 is located on the connecting pipe between the first three-way valve 2 and the first in-vehicle heat exchanger 71, and is used to open and close the first refrigerant circulation path; the fifth switching valve 18 is located on the connecting pipe between the first three-way valve 2 and the heat exchange device 17, and is used to open and close the second refrigerant circulation path. The heat exchange device 17 is a plate heat exchanger.

[0036] The refrigerant circulation device also includes a flash evaporator 12 and an oil separator 15. One end of the flash evaporator 12 is connected to the first throttle valve 9 and the fourth throttle valve 16, and the other end is connected to the third throttle valve 11. The oil separator 15 is connected in series between the second three-way valve 3 and the inlet of the compressor 1.

[0037] Reference Figure 2 When the first switching valve 4 is opened, the first three-way valve 2 switches the outlet of compressor 1 to connect with the first in-vehicle heat exchanger 71, and the second three-way valve 3 switches the inlet of compressor 1 to connect with the external heat exchanger 81, the refrigerant flow direction in the first refrigerant circulation path is: compressor 1 → first three-way valve 2 → first switching valve 4 → first in-vehicle heat exchanger 71 → first throttle valve 9 → flash evaporator 12 → third throttle valve 11 → external heat exchanger 81 → third switching valve 6 → second three-way valve 3 → gas-liquid separator 15 → compressor 1, that is, high-temperature refrigerant... After the refrigerant is discharged from the compressor 1, it exchanges heat with the passenger compartment through the first in-vehicle heat exchanger 71 to achieve air conditioning heating in the passenger compartment. After the refrigerant is throttled for the first time by the first throttling valve 9, it enters the flash evaporator 12. Part of the liquid refrigerant evaporates in the flash evaporator 12, causing the liquid refrigerant to cool down again. Then, after the liquid refrigerant is throttled for the second time by the third throttling valve 11, it enters the external heat exchanger 81 to evaporate and absorb heat from the environment. Then, the refrigerant returns to the compressor 1 through the third switching valve 6, the second three-way valve 3, and the gas-liquid separator 15 to achieve heating in the vehicle.

[0038] When the fifth switch valve 18 is open, the first three-way valve 2 switches the outlet of compressor 1 to connect with heat exchanger 17, and the second three-way valve 3 switches the inlet of compressor 1 to connect with external heat exchanger 81, the refrigerant flow direction in the second refrigerant circulation path is: compressor 1 → first three-way valve 2 → fifth switch valve 18 → heat exchanger 17 → fourth throttle valve 16 → flash evaporator 12 → third throttle valve 11 → external heat exchanger 81 → third switch valve 6 → second three-way valve 3 → gas-liquid separator 15 → compressor 1. That is, the high-temperature refrigerant flows from the compressor 1 to the external heat exchanger 81. After being discharged from compressor 1, the refrigerant exchanges heat with battery 23 through heat exchange device 17 to heat battery 23. After being throttled by fourth throttle valve 16, it enters flash evaporator 12, where some liquid refrigerant evaporates, causing the liquid refrigerant to cool down again. Then, after being throttled a second time by third throttle valve 11, the liquid refrigerant enters external heat exchanger 81 to evaporate and absorb heat from the environment. The refrigerant then returns to compressor 1 through third switch valve 6, second three-way valve 3, and gas-liquid separator 15 to heat battery 23.

[0039] Reference Figure 3 When the first switch valve 4 is opened, the first three-way valve 2 switches the outlet of the compressor 1 to connect with the first in-vehicle heat exchanger 71, and the second three-way valve 3 switches the inlet of the compressor 1 to connect with the external heat exchanger 81, the fifth switch valve 18 and the fourth throttle valve 16 can be closed. At this time, only the first in-vehicle heat exchanger 71 exchanges heat with the passenger compartment to achieve air conditioning heating in the passenger compartment.

[0040] Reference Figure 4 When the fifth switch valve 18 is opened, the first three-way valve 2 switches the outlet of the compressor 1 to connect with the heat exchange device 17, and the second three-way valve 3 switches the inlet of the compressor 1 to connect with the external heat exchanger 81, the first switch valve 4 and the first throttle valve 9 can be closed. At this time, the heat exchange device 17 exchanges heat with the battery 23 to heat the battery 23.

[0041] Reference Figure 2 The first switch valve 4 and the fifth switch valve 18 can be opened simultaneously. At this time, the first in-vehicle heat exchanger 71 exchanges heat with the passenger compartment to realize the heating of the passenger compartment air conditioning. At the same time, the heat exchange device 17 exchanges heat with the battery 23 to realize the heating of the battery 23.

[0042] Reference Figure 5When the first switching valve 4 is opened, the first three-way valve 2 switches the outlet of compressor 1 to connect with the external heat exchanger 81, and the second three-way valve 3 switches the inlet of compressor 1 to connect with the first internal heat exchanger 71. The first internal heat exchanger 71 then provides cooling for the vehicle's air conditioning system. The refrigerant flow direction in the first refrigerant circulation path is: compressor 1 → first three-way valve 2 → third switching valve 6 → external heat exchanger 81 → third throttle valve 11 → flash evaporator 12 → first throttle valve 9 → first internal heat exchanger 71 → first switching valve 4 → second three-way valve 3 → gas-liquid separator 15 → compressor 1. That is, after the high-temperature refrigerant is discharged from compressor 1, it first exchanges heat with the environment through the external heat exchanger 81, thus cooling the refrigerant. After the refrigerant is throttled for the first time by the third throttle valve 11, it enters the flash evaporator 12. Part of the liquid refrigerant evaporates in the flash evaporator 12, causing the liquid refrigerant to cool down again. Then, after the liquid refrigerant is throttled for the second time by the first throttle valve 9, it enters the first in-vehicle heat exchanger 71 to evaporate and absorb heat, thereby achieving air conditioning and cooling of the passenger compartment. Afterward, the refrigerant returns to the compressor 1 through the first switch valve 4, the second three-way valve 3, and the gas-liquid separator 15.

[0043] When the fifth switch valve 18 is opened, the first three-way valve 2 switches the outlet of the compressor 1 to connect with the external heat exchanger 81, and the second three-way valve 3 switches the inlet of the compressor 1 to connect with the heat exchange device 17, the heat exchange device 17 cools down to cool the battery. The refrigerant flow direction in the second refrigerant circulation path is as follows: compressor 1 → first three-way valve 2 → third switching valve 6 → external heat exchanger 81 → third throttle valve 11 → flash evaporator 12 → fourth throttle valve 16 → heat exchange device 17 → fifth switching valve 18 → second three-way valve 3 → gas-liquid separator 15 → compressor 1. That is, after the high-temperature refrigerant is discharged from the compressor 1, the refrigerant first exchanges heat with the environment through the external heat exchanger 81 to cool down the refrigerant. After the refrigerant is throttled for the first time by the third throttle valve 11, it enters the flash evaporator 12. Part of the liquid refrigerant evaporates in the flash evaporator 12, which cools down the liquid refrigerant again. Then, after the liquid refrigerant is throttled for the second time by the fourth throttle valve 16, it enters the heat exchange device 17 to evaporate and absorb heat, thereby cooling the battery 23.

[0044] Reference Figure 6 When the first switch valve 4 is opened, the first three-way valve 2 switches the outlet of the compressor 1 to connect with the external heat exchanger 81, and the second three-way valve 3 switches the inlet of the compressor 1 to connect with the first internal heat exchanger 71, the fifth switch valve 18 and the fourth throttle valve 16 can be closed. At this time, only the first internal heat exchanger 71 and the passenger compartment are cooled, thus realizing the air conditioning cooling of the passenger compartment.

[0045] Reference Figure 7 When the fifth switch valve 18 is opened, the first three-way valve 2 switches the outlet of the compressor 1 to connect with the external heat exchanger 81, and the second three-way valve 3 switches the inlet of the compressor 1 to connect with the heat exchange device 17. At this time, the first switch valve 4 and the first throttle valve 9 can be closed. Only the heat exchange device 17 is cooled to cool the battery 23.

[0046] Reference Figure 5 The first switch valve 4 and the fifth switch valve 18 can be opened simultaneously. At this time, the first in-vehicle heat exchanger 71 exchanges heat with the passenger compartment to achieve air conditioning cooling in the passenger compartment. At the same time, the heat exchange device 17 exchanges heat with the battery 23 to achieve cooling of the battery 23.

[0047] By controlling the opening and closing states of the fifth switching valve 18 and the fourth throttle valve 16, the first switching valve 4 and the first throttle valve 9, and the first three-way valve 2 and the second three-way valve 3 to switch the flow direction of the first refrigerant circulation path and the first refrigerant circulation path, it is possible to separately realize air conditioning heating, air conditioning cooling, battery heating, battery cooling, air conditioning heating while battery heating, and air conditioning cooling while battery cooling. This enables the thermal management of multiple thermal management objects and multiple thermal management combination methods, allowing for flexible application in multiple scenarios and stronger adaptability.

[0048] In some embodiments, the refrigerant circulation device further includes a second in-vehicle heat exchanger 73, a second throttle valve 10, a second switching valve 5, and a third switching valve 6. The compressor 1, the second in-vehicle heat exchanger 73, the second throttle valve 10, the flash evaporator 12, the fourth throttle valve 16, the first in-vehicle heat exchanger 71, and the oil separator 15 are connected in series to form a third refrigerant circulation path. The compressor 1, the second in-vehicle heat exchanger 73, the second throttle valve 10, the flash evaporator 12, the first throttle valve 9, the heat exchange device 17, and the oil separator 15 are connected in series to form a fourth refrigerant circulation path. The first three-way valve 2 is also used to switch the compressor outlet to be connected to the second in-vehicle heat exchanger 73 and the heat exchange device 17. The second switching valve 5 is disposed on the connecting pipeline between the compressor outlet and the second in-vehicle heat exchanger 73, and the third switching valve 6 is disposed on the connecting pipeline between the compressor outlet and the external heat exchanger 81. The second switching valve 5 is used to open and close the third refrigerant circulation path or the fourth refrigerant circulation path.

[0049] Reference Figure 8When the second switch valve 5 is opened, the first three-way valve 2 switches the compressor outlet to connect with the second in-vehicle heat exchanger 73, the fifth switch valve 18 is opened, and the first switch valve 4 is closed, the second in-vehicle heat exchanger 73 heats up and the heat exchange device 17 cools down, thereby the in-vehicle air conditioner heats up and cools the battery 23. The refrigerant flow direction in the fourth refrigerant circulation path is as follows: compressor 1 → first three-way valve 2 → second switching valve 5 → second in-vehicle heat exchanger 73 → second throttle valve 10 → flash evaporator 12 → fourth throttle valve 16 → heat exchange device 17 → fifth switching valve 18 → second three-way valve 3 → gas-liquid separator 15 → compressor 1. That is, after the high-temperature refrigerant is discharged from compressor 1, the refrigerant exchanges heat with the passenger compartment through the second in-vehicle heat exchanger 73 to achieve air conditioning heating in the passenger compartment. After the refrigerant is throttled for the first time by the second throttle valve 10, it enters the flash evaporator 12. Some of the liquid refrigerant evaporates in the flash evaporator 12, causing the liquid refrigerant to cool down again. After the liquid refrigerant is throttled for the second time by the fourth throttle valve 16, it enters the heat exchange device 17 to evaporate and absorb heat. Then the refrigerant returns to compressor 1 through the fifth switching valve 18, the second three-way valve 3, and the gas-liquid separator 15 to cool the battery 23. For example, the temperature of the coolant on the other side of the heat exchange device 17 decreases after exchanging heat with the refrigerant. The cooled coolant is then sent to the battery assembly 23 by the second water pump 20 to exchange heat with it and cool the battery assembly 23.

[0050] Reference Figure 9 When the second switch valve 5 is open, the first three-way valve 2 switches the outlet of the compressor 1 to connect with the second in-vehicle heat exchanger 73, the first switch valve 4 is open, and the third switch valve 6 is closed, the first in-vehicle heat exchanger 71 and the second in-vehicle heat exchanger 73 are used for in-vehicle air conditioning dehumidification.

[0051] The refrigerant flow direction of the third refrigerant circulation path is as follows: compressor 1 → first three-way valve 2 → second switching valve 5 → second in-vehicle heat exchanger 73 → second throttle valve 10 → flash evaporator 12 → first throttle valve 9 → first in-vehicle heat exchanger 71 → first switching valve 4 → second three-way valve 3 → gas-liquid separator 15 → compressor 1. That is, after the high-temperature refrigerant is discharged from the compressor 1, the refrigerant is cooled by the second in-vehicle heat exchanger 73, throttled for the first time by the second throttle valve 10, partially evaporated and cooled by the flash evaporator 12, and throttled for the second time by the first throttle valve 9. The low-temperature liquid refrigerant is then introduced into the first in-vehicle heat exchanger 71 to exchange heat with the air in the vehicle. Afterward, it returns to the compressor 1 through the first switching valve 4, the second three-way valve 3, and the gas-liquid separator 15. Under the action of the in-vehicle side fan 72, the humid air in the vehicle flows through the first in-vehicle heat exchanger 71 to exchange heat, thereby cooling the air in the passenger compartment and causing the moisture in the air to condense. The condensed moisture is then carried outside the vehicle through the corresponding structure in the HVAC assembly 7. Subsequently, the dry, low-temperature air that flows through the first in-vehicle heat exchanger 71 continues to be blown towards the second in-vehicle heat exchanger 73, which is filled with high-temperature refrigerant, under the action of the in-vehicle side fan 72, so that the temperature of the low-temperature dry air rises.

[0052] In some embodiments, refer to Figure 1 The vehicle thermal management system also includes a liquid cooling circulation device, including a first water pump 19, a radiator 82 and a seventh switching valve 22. The first water pump 19 and the radiator 82 are connected in series with the vehicle's electric drive assembly 13 to form a first liquid cooling circulation path. The seventh switching valve 22 is used to open and close the first liquid cooling circulation path.

[0053] When the seventh switch valve 22 is opened, the coolant in the first liquid cooling circulation path flows as follows: first water pump 19 → seventh switch valve 22 → electric drive assembly 13 → radiator 82 → first water pump 19, thereby cooling the electric drive assembly 13.

[0054] It is worth noting that the opening and closing state of the seventh switch valve 22 is controlled independently, independent of the refrigerant circulation path, and does not interfere with each other. When the seventh switch valve 22 is opened and the first water pump 19 is started, the coolant flow path of the electric drive assembly is opened. The coolant is cooled by the radiator 82 and, under the action of the first water pump 19, exchanges heat with the electric drive assembly 13, thereby cooling the electric drive assembly 13.

[0055] In some embodiments, refer to Figure 10 The first water pump 19, battery 23, electric drive assembly 13 and radiator 82 are connected in series to form the second liquid cooling circulation path. A sixth switching valve 21 is provided on the connecting pipe between the outlet of the first water pump 19 and the battery 23, and an eighth switching valve 24 is provided on the connecting pipe between the battery 23 and the electric drive assembly 13.

[0056] The ninth switch valve 25 is in the closed state, the compressor 1 and the second water pump 20 are in the stopped state, the refrigerant circulation path stops working, and the coolant flow direction in the second liquid cooling circulation path is: first water pump 19 → sixth switch valve 21 → battery assembly 23 → eighth switch valve 24 → electric drive assembly 13 → radiator 82 → first water pump 19. When the coolant passes through the radiator 82, it exchanges heat with the ambient air and cools down under the action of the external fan 83. Then, under the action of the first water pump 19, it flows through the battery assembly 23 and the electric drive assembly 13 for heat exchange. Finally, the heat is carried to the radiator 82 and released into the ambient air, thereby achieving cooling of the battery 23 and the electric drive assembly 13 at the same time.

[0057] In some embodiments, refer to Figure 1 The liquid cooling circulation device also includes a second water pump 20 and a ninth switching valve 25. The second water pump 20 is used to connect in series with the battery 23 and the heat exchange device 17 to form a third liquid cooling circulation path. The ninth switching valve 25 is used to open and close the third liquid cooling circulation path.

[0058] When the coolant in the second liquid cooling circulation path passes through the heat exchange device 17, it exchanges heat with the refrigerant in the refrigerant circulation path on the other side of the heat exchanger 17, thereby heating or cooling the battery 23.

[0059] In some embodiments, refer to Figure 1 A liquid replenishment line is provided between the flash evaporator 12 and the compressor 1, and a fourth switch valve 14 is provided on the liquid replenishment line.

[0060] The opening and closing state of the fourth switch valve 14 is controlled independently and is independent of the refrigerant circulation path and the liquid cooling circulation path, without interfering with each other. Opening the fourth switch valve 14 allows the refrigerant evaporated in the flash evaporator 12 to be reintroduced into the compressor as make-up gas, increasing the compressor's suction volume and improving the system capacity.

[0061] The above-listed thermal management system operation schemes represent the main application functions during actual vehicle use and should not be construed as limitations on this patent. Different opening and closing states of various valves (switching valves, three-way valves) and different start / stop states of the first water pump 19, second water pump 20, compressor 1, interior fan 72, and exterior fan 83 can still be flexibly combined to create various other operation schemes, and these different combinations should also be within the scope of the patent rights. For example, in... Figure 9 Based on the existing air conditioning dehumidification solution, opening the fourth throttle valve 16 and the fifth switch valve 18 adds a battery cooling function, transforming it into an air conditioning dehumidification + battery cooling solution. This adds the following refrigerant circulation path, with the refrigerant flow direction as follows: Compressor 1 → First three-way valve 2 → Second switch valve 5 → Second in-vehicle heat exchanger 73 → Second throttle valve 10 → Flash evaporator 12 → Fourth switch valve 16 → Third heat exchanger 17 → Fifth valve 18 → Second three-way valve 3 → Gas-liquid separator 15 → Compressor 1. The liquid cooling circulation path is: Second water pump 20 → Battery assembly 23 → Ninth switch valve 25 → Second water pump 20. These are not listed individually here.

[0062] It should be noted that all the throttle valves mentioned above can be electronic expansion valves, etc. All the on / off valves mentioned above can be shut-off valves, etc.

[0063] In a second aspect, embodiments of the present invention also provide a vehicle, including: a vehicle thermal management system as described in any embodiment of the first aspect.

[0064] In summary, it is readily understood by those skilled in the art that, without conflict, the aforementioned advantageous technical features can be freely combined and superimposed.

[0065] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention shall still fall within the scope of the technical solution of the present invention.

Claims

1. A thermal management system for vehicles, characterized in that, include: The refrigerant circulation device includes a compressor (1), a first in-vehicle heat exchanger (71), a heat exchange device (17), an external heat exchanger (81), a first throttle valve (9), a third throttle valve (11), a fourth throttle valve (16), a first three-way valve (2), a second three-way valve (3), a first switching valve (4), and a fifth switching valve (18). The compressor (1), the first in-vehicle heat exchanger (71), the first throttle valve (9), the third throttle valve (11), and the external heat exchanger (81) are connected in series to form a first refrigerant circulation path. The compressor (1), the heat exchange device (17), the fourth throttle valve (16), the third throttle valve (11), and the external heat exchanger (81) are connected in series to form a second refrigerant circulation path. The first three-way valve (2) is used to switch the outlet of the compressor (1) to be connected to the first in-vehicle heat exchanger (71) and the heat exchange device (17) or to the outside heat exchanger (81), and the second three-way valve (3) is used to switch the inlet of the compressor (1) to be connected to the outside heat exchanger (81) or to the first in-vehicle heat exchanger (71) and the heat exchange device (17), so as to change the flow direction of the first refrigerant circulation path and the second refrigerant circulation path; The first switching valve (4) is located on the connecting pipe between the first three-way valve (2) and the first vehicle heat exchanger (71) and is used to open and close the first refrigerant circulation path; The fifth switching valve (18) is located on the connecting pipeline between the first three-way valve (2) and the heat exchange device (17) and is used to open and close the second refrigerant circulation path.

2. The vehicle thermal management system according to claim 1, characterized in that, The refrigerant circulation device also includes a flash evaporator (12) and an oil separator (15). One end of the flash evaporator (12) is connected to the first throttle valve (9) and the fourth throttle valve (16), and the other end is connected to the third throttle valve (11). The oil separator (15) is connected in series between the second three-way valve and the inlet of the compressor.

3. The vehicle thermal management system according to claim 2, characterized in that, When the first switching valve (4) is opened, the first three-way valve (2) switches the outlet of the compressor (1) to connect with the first in-vehicle heat exchanger (71), and the second three-way valve (3) switches the inlet of the compressor (1) to connect with the external heat exchanger (81), the first in-vehicle heat exchanger (71) generates heat for in-vehicle air conditioning heating; and / or, When the fifth switching valve (18) is opened, the first three-way valve (2) switches the outlet of the compressor (1) to connect with the heat exchange device (17), and the second three-way valve (3) switches the inlet of the compressor (1) to connect with the external heat exchanger (81), the heat exchange device (17) generates heat to heat the battery.

4. The vehicle thermal management system according to claim 2, characterized in that, When the first switching valve (4) is opened, the first three-way valve (2) switches the outlet of the compressor (1) to connect with the external heat exchanger (81), and the second three-way valve (3) switches the inlet of the compressor (1) to connect with the first internal heat exchanger (71), the first internal heat exchanger (71) cools for the vehicle's air conditioning; and / or, When the fifth switching valve (18) is opened, the first three-way valve (2) switches the outlet of the compressor (1) to connect with the external heat exchanger (81), and the second three-way valve (3) switches the inlet of the compressor (1) to connect with the heat exchange device (17), the heat exchange device (17) cools down to cool the battery.

5. The vehicle thermal management system according to claim 2, characterized in that, The refrigerant circulation device further includes a second in-vehicle heat exchanger (73), a second throttle valve (10), a second switching valve (5), and a third switching valve (6). The compressor (1), the second in-vehicle heat exchanger (73), the second throttle valve (10), the flash evaporator (12), the first throttle valve (9), the first in-vehicle heat exchanger (71), and the oil separator (15) are connected in series to form a third refrigerant circulation path. The compressor (1), the second in-vehicle heat exchanger (73), the second throttle valve (10), the flash evaporator (12), the first throttle valve (9), the heat exchange device (17), and the oil separator (15) are connected in series to form a fourth refrigerant circulation path. The first three-way valve (2) is also used to switch the compressor outlet to connect with the second in-vehicle heat exchanger (73). The second switching valve (5) is located on the connecting pipeline between the compressor outlet and the second in-vehicle heat exchanger (73). The third switching valve (6) is located on the connecting pipeline between the compressor outlet and the external heat exchanger (81). The second switching valve (5) is used to open and close the third refrigerant circulation path or the fourth refrigerant circulation path.

6. The vehicle thermal management system according to claim 5, characterized in that, When the second switching valve (5) is open, the first three-way valve (2) switches the outlet of the compressor to connect with the second in-vehicle heat exchanger (73), the fifth switching valve (18) is open, and the first switching valve (4) is closed, the second in-vehicle heat exchanger (73) heats and the heat exchange device (17) cools; or, When the second switching valve (5) is open, the first three-way valve (2) switches the outlet of the compressor to connect with the second in-vehicle heat exchanger (73), the first switching valve (4) is open, and the third switching valve (6) is closed, the first in-vehicle heat exchanger (71) and the second in-vehicle heat exchanger (73) are used for in-vehicle air conditioning dehumidification.

7. The vehicle thermal management system according to any one of claims 1-6, characterized in that, Also includes: The liquid cooling circulation device includes a first water pump (19), a radiator (82) and a seventh switch valve (22). The first water pump (19) and the radiator (82) are connected in series with the electric drive assembly (13) of the vehicle to form a first liquid cooling circulation path. The seventh switch valve (22) is used to open and close the first liquid cooling circulation path.

8. The vehicle thermal management system according to claim 7, characterized in that, The first water pump (19), battery (23), electric drive assembly (13) and radiator (82) are connected in series to form a second liquid cooling circulation path. A sixth switch valve (21) is provided on the connecting pipe between the outlet of the first water pump (19) and the battery (23), and an eighth switch valve (24) is provided on the connecting pipe between the battery (23) and the electric drive assembly (13).

9. The vehicle thermal management system according to claim 7, characterized in that, The liquid cooling circulation device also includes a second water pump (20) and a ninth switching valve (25). The second water pump is used to connect in series with the battery (23) and the heat exchange device (17) to form a third liquid cooling circulation path. The ninth switching valve (25) is used to open and close the third liquid cooling circulation path.

10. The vehicle thermal management system according to any one of claims 1-6 and 8-9, characterized in that, When the refrigerant circulation device further includes a flash evaporator (12) and an oil separator (15), one end of the flash evaporator (12) is connected to the first throttle valve (9) and the fourth throttle valve (16), and the other end is connected to the third throttle valve (11), and the oil separator (15) is connected in series between the second three-way valve and the inlet of the compressor, A liquid replenishment line is provided between the flash evaporator (12) and the compressor (1), and a fourth switch valve (14) is provided on the liquid replenishment line.

11. A vehicle, characterized in that, include: The vehicle thermal management system as described in any one of claims 1-10.

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