Carbon dioxide heat pump heat management system and vehicle

Abstract

The embodiment of the invention provides a carbon dioxide heat pump heat management system and a vehicle, the system comprises a refrigerant loop, the refrigerant loop is provided with a compressor, an evaporator, a first heat exchanger, a second heat exchanger and a battery cooler, and the battery cooler is selectively arranged in parallel with one of the evaporator and the second heat exchanger; the cooling liquid loop comprises a motor loop, a warm air loop and a battery loop, the motor loop and the low-temperature radiator are connected in series, the low-temperature radiator and the second heat exchanger are adjacently arranged for heat exchange, the warm air loop and the first heat exchanger are connected in series, and the warm air loop is selectively connected with the motor loop and the battery loop; the battery loop and the battery cooler are arranged in series. The technical problems that in the prior art, the heat exchange efficiency of battery heat management is poor, and high-load heat cannot be taken away are solved.

Description

Technical Field

[0001] This application relates to the technical field of thermal management, and more specifically, to a carbon dioxide heat pump thermal management system and a vehicle. Background Technology

[0002] With the significant increase in battery fast charging power, the importance of battery thermal management has also become more prominent. The high charging power of the battery leads to an increased demand for battery heat dissipation capacity and an increase in the water cooling capacity of the intelligent driving control module. At the same time, it is also necessary to ensure the cooling comfort of the passenger compartment under high temperature. The overall vehicle heat load is constantly increasing. However, the physical layout of the heat dissipation module in the front compartment of electric vehicles is limited, and the current external air cooler in the industry has low heat exchange efficiency, which cannot remove the high load heat. This will directly affect the high temperature thermal management performance of the vehicle, and in severe cases, cause battery thermal runaway and fire.

[0003] There is currently no good solution to the technical problems of poor heat exchange efficiency and inability to remove high-load heat in existing battery thermal management technologies. Summary of the Invention

[0004] This application provides a carbon dioxide heat pump thermal management system and vehicle to at least solve the technical problems of poor heat exchange efficiency and inability to remove high-load heat in the prior art battery thermal management.

[0005] To achieve the above objectives, according to one aspect of the present invention, a carbon dioxide heat pump thermal management system is provided, comprising: a refrigerant circuit, the refrigerant circuit including a compressor, an evaporator, a first heat exchanger, a second heat exchanger, and a battery cooler, the battery cooler being optionally connected in parallel with one of the evaporator and the second heat exchanger; a coolant circuit, the coolant circuit including a motor circuit, a heater circuit, and a battery circuit, the motor circuit being connected in series with a low-temperature radiator, the low-temperature radiator being adjacent to the second heat exchanger for heat exchange, the heater circuit being connected in series with the first heat exchanger, the heater circuit being optionally connected in series with the motor circuit and the battery circuit, and the battery circuit being connected in series with the battery cooler.

[0006] Furthermore, the coolant circuit is equipped with a first control valve and a second control valve. The motor circuit and the battery circuit are respectively connected to the first control valve, and the heater circuit is connected to the motor circuit and the battery circuit through the second control valve.

[0007] Furthermore, the refrigerant circuit includes a first shut-off valve, a second shut-off valve, and multiple connecting pipes, including: a first pipe, one end of which is connected to the outlet end of the compressor, and the other end of which is connected to the first end of the first heat exchanger; a second pipe, one end of which is connected to the second end of the first heat exchanger, and the other end of which is connected to the first end of the second heat exchanger via the first shut-off valve; a third pipe, one end of which is connected to the second end of the second heat exchanger, and the other end of which is connected to the first end of the evaporator, and a second expansion valve is provided on the third pipe, which is located between the second heat exchanger and the evaporator; and a fourth pipe, one end of which is connected to the second end of the evaporator, and the other end of which is connected to the inlet end of the compressor via the second shut-off valve.

[0008] Furthermore, the refrigerant circuit also includes: a fifth pipeline, one end of which is connected to the outlet end of the first heat exchanger, and the other end of which is connected to the second end of the evaporator. A first expansion valve is connected in series on the fifth pipeline and is located between the first heat exchanger and the evaporator; and a sixth pipeline, one end of which is connected to the first end of the second heat exchanger, and the other end of which is connected to the inlet end of the compressor through a third shut-off valve.

[0009] Furthermore, the refrigerant circuit also includes: a seventh pipeline, one end of which is connected to the first end of the evaporator, and the other end of which is connected to the inlet end of the compressor. The seventh pipeline is equipped with a battery cooler and a third expansion valve. The first end of the battery cooler is connected to the first end of the evaporator, and the second end of the battery cooler is connected to the inlet end of the compressor. The third expansion valve is located between the evaporator and the battery cooler.

[0010] Furthermore, the heating circuit includes: a heating core, a third water pump, and a second control valve. The inlet end of the heating core is connected to the fourth end of the first heat exchanger, and the outlet end of the heating core is connected to the inlet end of the third water pump through the second control valve. The outlet end of the third water pump is connected to the third end of the first heat exchanger. The heating core and the evaporator are integrated in the air conditioning unit.

[0011] Furthermore, the battery circuit includes: a battery cooler, a second water pump, a battery heat exchange pipeline, and a first control valve. The inlet of the second water pump is connected to the fourth end of the battery cooler through the first control valve, the outlet of the second water pump is connected to the first end of the battery heat exchange pipeline, and the second end of the battery heat exchange pipeline is connected to the third end of the battery cooler through the first control valve. The warm air circuit is connected to the inlet of the second water pump through the second control valve.

[0012] Furthermore, the motor circuit includes: a motor heat exchange pipeline, a first water pump, a low-temperature radiator, and a first control valve. The inlet end of the first water pump is connected to the first control valve, the outlet end of the first water pump is connected through the first end of the motor heat exchange pipeline, the second end of the motor heat exchange pipeline is connected to the inlet end of the low-temperature radiator, and the outlet end of the low-temperature radiator is connected to the first control valve; wherein, the warm air circuit is connected to the inlet end of the low-temperature radiator through the second control valve.

[0013] Furthermore, the first control valve is a seven-way valve, and / or the second control valve is a four-way valve.

[0014] According to another aspect of the present invention, a vehicle is provided, the vehicle including a carbon dioxide heat pump thermal management system, the carbon dioxide heat pump thermal management system being the carbon dioxide heat pump thermal management system described above.

[0015] The technical solution of this invention includes a first heat exchanger and a second heat exchanger in the refrigerant circuit. The refrigerant undergoes two-stage condensation through the two heat exchangers, improving cooling efficiency. The second heat exchanger exchanges heat with a low-temperature radiator. The first heat exchanger can be selectively connected to the motor circuit and the battery circuit via a warm air circuit. A low-temperature radiator is connected in series in the motor circuit. Thus, the first heat exchanger exchanges heat with the coolant via convection through the warm air circuit. The coolant can transfer heat to the low-temperature radiator for secondary heat exchange, forming a multi-stage heat exchange mechanism to achieve efficient heat dissipation. The battery cooler can be selectively connected in parallel with the evaporator or the second heat exchanger, allowing for flexible adjustment of the battery cooler's operating state according to different scenarios and cooling requirements. This enables the thermal management system to achieve efficient heat exchange under various operating conditions. The aforementioned thermal management system, through two-stage condensation, a multi-stage heat exchange mechanism, and flexible heat exchange circuit adjustment, effectively solves the heat dissipation problem of high heat load under super-fast charging conditions, significantly improving the heat exchange efficiency of battery thermal management. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0017] Figure 1 This is a schematic diagram of the carbon dioxide heat pump thermal management system in this invention;

[0018] Figure 2 This is a schematic diagram of the working principle of the individual passenger compartment cooling mode of the carbon dioxide heat pump thermal management system in this invention.

[0019] Figure 3 This is a schematic diagram illustrating the working principle of individual battery cooling in the carbon dioxide heat pump thermal management system of this invention.

[0020] Figure 4This is a schematic diagram illustrating the working principle of the simultaneous crew cabin cooling mode and battery cooling mode of the carbon dioxide heat pump thermal management system in this invention.

[0021] Figure 5 This is a schematic diagram illustrating the working principle of the individual passenger compartment heating mode in the carbon dioxide heat pump thermal management system of this invention.

[0022] Figure 6 This is a schematic diagram of the working principle of the stand-alone battery heating mode of the carbon dioxide heat pump thermal management system in this invention.

[0023] Figure 7 This is a schematic diagram illustrating the working principle of the simultaneous crew cabin heating and battery heating modes of the carbon dioxide heat pump thermal management system in this invention.

[0024] Figure 8 This is a schematic diagram illustrating the working principle of the simultaneous crew cabin heating and battery cooling mode of the carbon dioxide heat pump thermal management system in this invention.

[0025] Figure 9 This is a schematic diagram of the working principle of the passenger cabin dehumidification mode of the carbon dioxide heat pump thermal management system in this invention.

[0026] Figure 10 This is a schematic diagram of the working principle of the battery temperature equalization mode of the carbon dioxide heat pump thermal management system in this invention.

[0027] Figure 11 This is a schematic diagram of the working principle of the motor heat dissipation mode of the carbon dioxide heat pump thermal management system in this invention.

[0028] Figure 12 This is a schematic diagram illustrating the working principle of the waste heat utilization mode of the motor in the carbon dioxide heat pump thermal management system of this invention.

[0029] The above figures include the following reference numerals:

[0030] 101. Compressor; 102. Evaporator; 103. First heat exchanger; 104. Second heat exchanger; 105. Battery cooler; 106. First shut-off valve; 107. Second shut-off valve; 108. Third shut-off valve; 109. First expansion valve; 110. Second expansion valve; 111. Third expansion valve; 112. Gas-liquid separator; 113. First regenerator; 114. Second regenerator; 115. Cooling fan; 116. Front-end cooling module;

[0031] 201. First control valve; 202. Second control valve; 203. Heater core; 204. Motor; 205. Battery pack; 206. First water pump; 207. Second water pump; 208. Third water pump; 209. Low temperature radiator; 210. High voltage electric heater; 211. Expansion tank. Detailed Implementation

[0032] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0033] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0034] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0035] Combination Figures 1 to 12 As shown, according to a specific embodiment of this application, a carbon dioxide heat pump thermal management system is provided.

[0036] Specifically, the carbon dioxide heat pump thermal management system includes a refrigerant circuit and a coolant circuit. The refrigerant circuit includes a compressor 101, an evaporator 102, a first heat exchanger 103, a second heat exchanger 104, and a battery cooler 105. The battery cooler 105 can be optionally connected in parallel with one of the evaporator 102 and the second heat exchanger 104. The coolant circuit includes a motor 204 circuit, a heater circuit, and a battery circuit. The motor 204 circuit is connected in series with a low-temperature radiator 209, which is adjacent to the second heat exchanger 104 for heat exchange. The heater circuit is connected in series with the first heat exchanger 103 and can be optionally connected in series with both the motor 204 circuit and the battery circuit. The battery circuit is connected in series with the battery cooler 105.

[0037] In the embodiments of this application, a first heat exchanger 103 and a second heat exchanger 104 are provided on the refrigerant circuit. The refrigerant undergoes two-stage condensation through the two heat exchangers, improving the cooling efficiency. The second heat exchanger 104 exchanges heat with the low-temperature radiator 209. The first heat exchanger 103 can be selectively connected to the motor 204 circuit and the battery circuit through the warm air circuit. The low-temperature radiator 209 is connected in series on the motor 204 circuit. That is, the first heat exchanger 103 exchanges heat with the coolant through the warm air circuit. The coolant can transfer heat to the low-temperature radiator 209 for secondary heat exchange, forming a two-stage heat exchange mechanism to achieve efficient heat dissipation. The battery cooler 105 can be selectively connected in parallel with the evaporator 102 or the second heat exchanger 104. The working state of the battery cooler 105 can be flexibly adjusted according to different scenarios and cooling requirements, so that the thermal management system can achieve efficient heat exchange under various operating conditions. The aforementioned thermal management system effectively solves the heat dissipation problem of high heat load under super-fast charging conditions by using a two-stage condensation, multi-stage heat exchange mechanism and flexible heat exchange circuit adjustment, significantly improving the heat exchange efficiency of battery thermal management.

[0038] It should be noted that the refrigerant circulating in the refrigerant circuit is carbon dioxide, and the refrigerant circuit includes a cooling mode and a heating mode. The refrigerant circuit includes a first circuit and a second circuit. The first circuit is used for cooling and heating the crew compartment, and the second circuit is used for battery cooling. The first circuit has a compressor 101, a first heat exchanger 103, a second heat exchanger 104, and an evaporator 102 connected in series. Cooling of the crew compartment is achieved by absorbing heat through the evaporator 102. Alternatively, the first circuit can have a compressor 101, a first heat exchanger 103, a second heat exchanger 104, and a battery cooler 105 connected in series, or the first circuit can have a compressor 101, a first heat exchanger 103, an evaporator 102, and a battery cooler 105 connected in series, with the battery cooler 105 connected in series with the battery circuit to achieve battery cooling.

[0039] For example, the first heat exchanger 103 is a water-to-air cooler, and the first heat exchanger 103 exchanges heat with the heating circuit and the low-temperature radiator 209 through the coolant. The second heat exchanger 104 is an air cooler, and the second heat exchanger 104 exchanges heat with the low-temperature radiator 209 through air.

[0040] like Figure 1 As shown, the second heat exchanger 104, the low-temperature radiator 209 and the cooling fan 115 are integrated together to form the front-end cooling module 116. The cooling fan 115 is used to promote airflow and increase the heat dissipation effect.

[0041] In one exemplary embodiment of this application, the coolant circuit is provided with a first control valve 201 and a second control valve 202, the motor 204 circuit and the battery circuit are respectively connected to the first control valve 201, and the heater circuit is connected to the motor 204 circuit and the battery circuit through the second control valve 202.

[0042] In the embodiments of this application, only the first control valve 201 and the second control valve 202 are used in the coolant circuit to connect the motor circuit 204, the battery circuit and the heater circuit. That is, by reducing the number of control valves, the structure of the thermal management system is simplified and the manufacturing cost is reduced.

[0043] Preferably, the first control valve 201 is a seven-way valve, and / or the second control valve 202 is a four-way valve.

[0044] In one exemplary embodiment of this application, the refrigerant circuit includes a first shut-off valve 106, a second shut-off valve 107, and multiple connecting pipes, including a first pipe, a second pipe, a third pipe, and a fourth pipe. One end of the first pipe is connected to the outlet end of the compressor 101, and the other end is connected to the first end of the first heat exchanger 103. One end of the second pipe is connected to the second end of the first heat exchanger 103, and the other end is connected to the first end of the second heat exchanger 104 via the first shut-off valve 106. One end of the third pipe is connected to the second end of the second heat exchanger 104, and the other end is connected to the first end of the evaporator 102. A second expansion valve 110 is provided on the third pipe, located between the second heat exchanger 104 and the evaporator 102. One end of the fourth pipe is connected to the second end of the evaporator 102, and the other end is connected to the inlet end of the compressor 101 via the second shut-off valve 107.

[0045] In the embodiments of this application, the arrangement of the first shut-off valve 106 and the second shut-off valve 107 allows the thermal management system to quickly switch to the desired operating mode by controlling the valve opening and closing operations without changing the hardware configuration, greatly improving the system's operability and flexibility. For example, by opening the first shut-off valve 106 and the second shut-off valve 107, the thermal management system can achieve occupant cabin cooling and / or battery cooling.

[0046] like Figure 1 As shown, the compressor 101 has a first regenerator 113 and a gas-liquid separator 112 at its inlet end. The outlet end of the gas-liquid separator 112 is connected to the inlet end of the first regenerator 113 via a pipeline, and the outlet end of the first regenerator 113 is connected to the inlet end of the compressor 101 via a pipeline. The first heat exchanger 103 has a refrigerant pipeline and a coolant pipeline. The outlet end of the compressor 101 is connected to the first end of the refrigerant pipeline of the first heat exchanger 103 via a first pipeline. The second end of the refrigerant pipeline of the first heat exchanger 103 is connected to the first end of the second heat exchanger 104 via a first shut-off valve 106. The second end of the second heat exchanger 104 is connected to the second regenerator 114, the second expansion valve 110, and the first end of the evaporator 102 via a second pipeline. The second end of the evaporator 102 is connected to the second shut-off valve 107 and the inlet end of the gas-liquid separator 112 via a third pipeline, thus forming a first refrigeration circuit. When the first shut-off valve 106 and the second shut-off valve 107 are opened simultaneously, the first refrigeration circuit is connected.

[0047] In one exemplary embodiment of this application, the refrigerant circuit further includes a fifth pipeline and a sixth pipeline. One end of the fifth pipeline is connected to the outlet end of the first heat exchanger 103, and the other end of the fifth pipeline is connected to the second end of the evaporator 102. A first expansion valve 109 is connected in series on the fifth pipeline, and the first expansion valve 109 is located between the first heat exchanger 103 and the evaporator 102. One end of the sixth pipeline is connected to the first end of the second heat exchanger 104, and the other end of the sixth pipeline is connected to the inlet end of the compressor 101 through a third shut-off valve 108.

[0048] In the embodiments of this application, the arrangement of the fifth pipeline, the sixth pipeline, and the third shut-off valve 108 allows the thermal management system to quickly switch to the desired operating mode by controlling the valve opening and closing operations without changing the hardware configuration, greatly improving the system's operability and flexibility. For example, by opening the third shut-off valve 108 and closing the first shut-off valve 106 and the second shut-off valve 107, the thermal management system can achieve crew compartment heating and / or battery cooling.

[0049] like Figure 1As shown, the compressor 101 has a first regenerator 113 and a gas-liquid separator 112 at its inlet end. The outlet end of the gas-liquid separator 112 is connected to the inlet end of the first regenerator 113 via a pipeline, and the outlet end of the first regenerator 113 is connected to the inlet end of the compressor 101 via a pipeline. The first heat exchanger 103 has a refrigerant pipeline and a coolant pipeline. The outlet end of the compressor 101 is connected to the first end of the refrigerant pipeline of the first heat exchanger 103 via a first pipeline. The second end of the refrigerant pipeline of the first heat exchanger 103 is connected to the first expansion valve 109 and the second end of the evaporator 102 via a fifth pipeline. The second end of the evaporator 102 is connected to the second expansion valve 110, the second regenerator 114, and the second end of the second heat exchanger 104 via a third pipeline. The first end of the second heat exchanger 104 is connected to the third shut-off valve 108 and the inlet end of the gas-liquid separator 112 via a second pipeline, thus forming a second refrigeration circuit. When the first shut-off valve 106 and the second shut-off valve 107 are closed and the third shut-off valve 108 is open, the second refrigeration circuit is connected.

[0050] In one exemplary embodiment of this application, the refrigerant circuit further includes: a seventh pipeline, one end of which is connected to the first end of the evaporator 102, and the other end of which is connected to the inlet end of the compressor 101. A battery cooler 105 and a third expansion valve 111 are provided on the seventh pipeline. The first end of the battery cooler 105 is connected to the first end of the evaporator 102, and the second end of the battery cooler 105 is connected to the inlet end of the compressor 101. The third expansion valve 111 is located between the evaporator 102 and the battery cooler 105.

[0051] In the embodiments of this application, the setting of the seventh pipeline and the third expansion valve 111 allows the thermal management system to quickly switch to the required operating mode by controlling the opening and closing of the valves and the third expansion valve 111 without changing the hardware configuration, which greatly improves the operability and flexibility of the system.

[0052] like Figure 1 As shown, the battery cooler 105 is equipped with refrigerant lines and coolant lines. The first end of the evaporator 102 is connected in sequence to the third expansion valve 111, the refrigerant line of the battery cooler 105, and the inlet end of the gas-liquid separator 112 via a seventh line. When the first shut-off valve 106 and the second shut-off valve 107 are open and the third shut-off valve 108 is closed, the battery cooler 105 and the evaporator 102 are connected in parallel. When the first shut-off valve 106 and the second shut-off valve 107 are closed and the third shut-off valve 108 is open, the battery cooler 105 and the second heat exchanger 104 are connected in parallel.

[0053] In one exemplary embodiment of this application, the heating circuit includes: a heating core 203, a third water pump 208, and a second control valve 202. The inlet end of the heating core 203 is connected to the fourth end of the first heat exchanger 103, and the outlet end of the heating core 203 is connected to the inlet end of the third water pump 208 through the second control valve 202. The outlet end of the third water pump 208 is connected to the third end of the first heat exchanger 103. The heating core 203 and the evaporator 102 are integrated in the air conditioning unit.

[0054] In the embodiments of this application, the heating circuit achieves heat exchange with the coolant pipeline in the first heat exchanger 103 through the third water pump 208, thereby achieving heat exchange with the refrigerant in the first heat exchanger 103; the outlet end of the heating core 203 is connected to the second control valve 202, and the heating core 203 can be connected to the battery circuit and the motor 204 circuit by controlling the second control valve 202, thereby quickly switching to the required operating mode without changing the hardware configuration, which greatly improves the operability and flexibility of the system.

[0055] like Figure 1 As shown, the heating circuit includes a heating core 203, a third water pump 208, a second control valve 202, and a high-pressure electric heater 210. The first heat exchanger 103 has refrigerant and coolant lines. The fourth end of the coolant line of the first heat exchanger 103 is connected sequentially to the inlet of the high-pressure electric heater 210, the heating core 203, the second control valve 202, and the third water pump 208. The outlet of the third water pump 208 is connected to the third end of the coolant line of the first heat exchanger 103. The second control valve 202 is a four-way valve with four ports (V1, V2, V3, and V4). By controlling the opening and closing of each port, connection between any two ports can be achieved. Specifically, the V2 port of the second control valve 202 is connected to the outlet end of the heater core 203 through a pipeline, the V4 port of the second control valve 202 is connected to the inlet end of the third water pump 208 through a pipeline, the V3 port of the second control valve 202 is connected to the motor 204 circuit through a pipeline, and the V1 port of the second control valve 202 is connected to the battery circuit through a pipeline.

[0056] The heater core 203, evaporator 102, and blower are integrated into the air conditioning unit, forming the air conditioning unit assembly, thus eliminating the need for a condenser within the air conditioning unit. In the passenger compartment heating mode, heat is exchanged between the heater core 203 and the first heat exchanger 103, and the heat is released into the passenger compartment through the heater core 203. This compensates for the poor airflow uniformity caused by the large temperature slip of supercritical carbon dioxide, thereby meeting the passenger compartment's heating comfort requirements.

[0057] In one exemplary embodiment of this application, the battery circuit includes: a battery cooler 105, a second water pump 207, a battery heat exchange pipeline, and a first control valve 201. The inlet end of the second water pump 207 is connected to the fourth end of the battery cooler 105 through the first control valve 201, the outlet end of the second water pump 207 is connected to the first end of the battery heat exchange pipeline, and the second end of the battery heat exchange pipeline is connected to the third end of the battery cooler 105 through the first control valve 201. The warm air circuit is connected to the inlet end of the second water pump 207 through the second control valve 202.

[0058] In the embodiments of this application, the battery circuit exchanges heat with the coolant pipeline in the battery cooler 105 via the second water pump 207, thereby exchanging heat with the refrigerant in the battery cooler 105 and cooling the battery pack 205. The battery circuit is connected to the heating circuit via the second control valve 202, enabling heat exchange between the heating circuit and the battery pack 205, thus heating the battery pack 205. That is, by controlling the second control valve 202 and the first control valve 201, the heating core 203 is connected to the battery circuit. Without changing the hardware configuration, the second control valve 202 can quickly switch to the required operating mode, greatly improving the system's operability and flexibility.

[0059] like Figure 1 As shown, the battery circuit includes: a battery cooler 105, a second water pump 207, a battery heat exchange pipeline, and a first control valve 201. The battery heat exchange pipeline is integrated on the battery pack 205. The first control valve 201 is a seven-way valve with seven ports (V1, V2, V3, V4, V5, V6, and V7). By controlling the opening and closing of each port, communication between any two ports can be achieved. The inlet of the second water pump 207 is connected to port V3 of the first control valve 201, and the outlet of the second water pump 207 is connected to the first end of the battery heat exchange pipeline on the battery pack 205. The other end of the battery heat exchange pipeline is connected to port V2 of the first control valve 201. Port V1 of the first control valve 201 is connected to the third end of the coolant pipeline of the battery cooler 105, and port V4 of the first control valve 201 is connected to the fourth end of the coolant pipeline of the battery cooler 105. The inlet of the second water pump 207 is also connected to the V1 port of the second control valve 202.

[0060] In one exemplary embodiment of this application, the motor 204 circuit includes: a motor 204 heat exchange pipeline, a first water pump 206, a low-temperature radiator 209, and a first control valve 201. The inlet end of the first water pump 206 is connected to the first control valve 201, the outlet end of the first water pump 206 is connected through the first end of the motor 204 heat exchange pipeline, the second end of the motor 204 heat exchange pipeline is connected to the inlet end of the low-temperature radiator 209, and the outlet end of the low-temperature radiator 209 is connected to the first control valve 201. The warm air circuit is connected to the inlet end of the low-temperature radiator 209 through a second control valve 202.

[0061] In the embodiments of this application, the motor 204 circuit is connected to the heater core 203 through the first control valve 201 and the second control valve 202, which not only enables heat dissipation of the motor 204, but also enables heat exchange with the refrigerant circuit.

[0062] like Figure 1 As shown, the motor 204 circuit includes: a motor 204 heat exchange pipeline, a first water pump 206, a low-temperature radiator 209, and a first control valve 201. The motor 204 heat exchange pipeline is integrated onto the motor 204. The inlet end of the first water pump 206 is connected to the V6 port of the first control valve 201, the outlet end of the first water pump 206 is connected to one end of the motor 204 heat exchange pipeline, the other end of the motor 204 heat exchange pipeline is connected to the inlet end of the low-temperature radiator 209, the inlet end of the low-temperature radiator 209 is also connected to the V5 port of the first control valve 201, and the outlet end of the low-temperature radiator 209 is connected to the V7 port of the first control valve 201.

[0063] like Figure 1 As shown, by controlling the first control valve 201, the second control valve 202, the first shut-off valve 106, the second shut-off valve 107, and the third shut-off valve 108 on the thermal management system, the thermal management system can achieve multiple working modes.

[0064] (I) The specific working process of the individual crew compartment cooling mode of the thermal management system is as follows: Figure 2 As shown:

[0065] like Figure 2 As shown, when the thermal management system is in the independent crew compartment cooling mode, the first expansion valve 109 and the third expansion valve 111 are closed, the second expansion valve 110, the first shut-off valve 106, and the second shut-off valve 107 are open, the V2 port and V3 port of the second control valve 202 are connected, the V1 port and V2 port of the first control valve 201 are connected, the V3 port and V4 port of the first control valve 201 are connected, the V6 port and V7 port of the first control valve 201 are connected, the V5 port of the first control valve 201 is closed, and the first water pump 206 and the third water pump 208 are in operation. Figure 2The deepened pipes are in a connected state, while the undeepened pipes are in a disconnected state.

[0066] like Figure 2 As shown, the low-temperature, low-pressure gaseous refrigerant, after being processed by the gas-liquid separator 112 and the first regenerator 113, enters the compressor 101 and is compressed into a high-temperature, high-pressure transcritical refrigerant. This high-temperature, high-pressure transcritical refrigerant then enters the first heat exchanger 103. Within the first heat exchanger 103, the high-temperature, high-pressure transcritical refrigerant exchanges heat with the low-temperature radiator 209 through a warm air circuit. The low-temperature radiator 209 dissipates heat into the air, transforming the refrigerant into a secondary high-temperature, high-pressure transcritical refrigerant. This secondary high-temperature, high-pressure transcritical refrigerant then enters the second heat exchanger 104 through the first shut-off valve 106 and undergoes convection heat exchange with the air, transforming it into a medium-temperature, high-pressure transcritical refrigerant. The intermediate-temperature, high-pressure transcritical refrigerant is throttled through the second regenerator 114 and the second expansion valve 110 to become a low-temperature, low-pressure gas-liquid two-phase mixture refrigerant. The low-temperature, low-pressure gas-liquid two-phase mixture refrigerant enters the evaporator 102, where it absorbs heat and becomes a low-temperature, low-pressure gaseous refrigerant. At the same time, the evaporator 102 cools the passenger compartment by absorbing heat. The low-temperature, low-pressure gaseous refrigerant sequentially passes through the second shut-off valve 107, the gas-liquid separator 112, and the first regenerator 113 to enter the compressor 101, completing one cycle. The compressor 101 works continuously to achieve continuous cooling of the passenger compartment.

[0067] like Figure 2 As shown, the heat generated by motor 204 exchanges heat with the coolant in the motor 204 circuit, and the heat is finally dissipated into the air through the low-temperature radiator 209. The motor 204 circuit is replenished with water through the expansion tank 211.

[0068] (II) The specific working process of the individual battery cooling mode of the thermal management system is as follows: Figure 3 As shown:

[0069] like Figure 3 As shown, when the thermal management system is in standby battery cooling mode, the first expansion valve 109, the second shut-off valve 107, and the third shut-off valve 108 are closed, while the first shut-off valve 106, the second expansion valve 110, and the third expansion valve 111 are open. The V2 and V3 ports of the second control valve 202 are connected, the V1 and V2 ports of the first control valve 201 are connected, the V3 and V4 ports of the first control valve 201 are connected, the V6 and V7 ports of the first control valve 201 are connected, and the V5 port of the first control valve 201 is closed. The first water pump 206, the second water pump 207, and the third water pump 208 are in operation. Figure 3 The deepened pipes are in a connected state, while the undeepened pipes are in a disconnected state.

[0070] like Figure 3As shown, the low-temperature, low-pressure gaseous refrigerant, after being processed by the gas-liquid separator 112 and the first regenerator 113, enters the compressor 101 and is compressed into a high-temperature, high-pressure transcritical refrigerant. This high-temperature, high-pressure transcritical refrigerant then enters the first heat exchanger 103. Within the first heat exchanger 103, the high-temperature, high-pressure transcritical refrigerant exchanges heat with the low-temperature radiator 209 through a warm air circuit. The low-temperature radiator 209 dissipates heat into the air, transforming the refrigerant into a secondary high-temperature, high-pressure transcritical refrigerant. This secondary high-temperature, high-pressure transcritical refrigerant then enters the second heat exchanger 104 through the first shut-off valve 106 and exchanges heat with the air via convection, transforming it into a medium-temperature, high-pressure transcritical refrigerant. The medium-temperature, high-pressure transcritical refrigerant then undergoes a second regenerator... After passing through the second expansion valve 114 and the second expansion valve 110 (with the second expansion valve 110 in a fully open state), the refrigerant is throttled by the third expansion valve 111 and becomes a low-temperature, low-pressure gas-liquid two-phase mixture refrigerant. The low-temperature, low-pressure gas-liquid two-phase mixture refrigerant enters the battery cooler 105, where it absorbs heat from the coolant in the battery circuit and becomes a low-temperature, low-pressure gaseous refrigerant. At the same time, the battery cooler 105 absorbs heat to cool the battery. The low-temperature, low-pressure gaseous refrigerant then passes through the second shut-off valve 107, the gas-liquid separator 112, and the first regenerator 113 in sequence before entering the compressor 101, completing one cycle. The compressor 101 operates continuously to achieve continuous cooling of the battery.

[0071] like Figure 3 As shown, the heat generated by motor 204 exchanges heat with the coolant in the motor 204 circuit, and the heat is finally dissipated into the air through the low-temperature radiator 209. The motor 204 circuit is replenished with water through the expansion tank 211.

[0072] (III) The specific working process of the thermal management system simultaneously realizing the crew cabin cooling mode and the battery cooling mode is as follows: Figure 4 As shown:

[0073] like Figure 4 As shown, the first expansion valve 109 and the third shut-off valve 108 are in the closed state, the first shut-off valve 106, the second shut-off valve 107, the second expansion valve 110, and the third expansion valve 111 are in the open state, the V2 port and V3 port of the second control valve 202 are connected, the V1 port and V2 port of the first control valve 201 are connected, the V3 port and V4 port of the first control valve 201 are connected, the V6 port and V7 port of the first control valve 201 are connected, the V5 port of the first control valve 201 is closed, and the first water pump 206, the second water pump 207, and the third water pump 208 are in the operating state. Figure 4 The deepened pipes are in a connected state, while the undeepened pipes are in a disconnected state.

[0074] like Figure 4As shown, the low-temperature, low-pressure gaseous refrigerant, after being processed by the gas-liquid separator 112 and the first regenerator 113, enters the compressor 101 and is compressed into a high-temperature, high-pressure transcritical refrigerant. This high-temperature, high-pressure transcritical refrigerant then enters the first heat exchanger 103. Within the first heat exchanger 103, the high-temperature, high-pressure transcritical refrigerant exchanges heat with the low-temperature radiator 209 through a warm air circuit. The low-temperature radiator 209 dissipates heat into the air, transforming the refrigerant into a secondary high-temperature, high-pressure transcritical refrigerant. This secondary high-temperature, high-pressure transcritical refrigerant then enters the second heat exchanger 104 through the first shut-off valve 106 and exchanges heat with the air via convection, transforming it into a medium-temperature, high-pressure transcritical refrigerant. Finally, the medium-temperature, high-pressure transcritical refrigerant passes through the second regenerator 114 and the second expansion valve 11... The refrigerant is converted into a low-temperature, low-pressure gas-liquid two-phase mixture at 0 throttling. One path of the low-temperature, low-pressure gas-liquid two-phase mixture refrigerant enters the battery cooler 105, where it absorbs heat from the coolant in the battery circuit and becomes a low-temperature, low-pressure gaseous refrigerant. At the same time, the battery cooler 105 absorbs heat to cool the battery. The other path of the low-temperature, low-pressure gas-liquid two-phase mixture refrigerant enters the evaporator 102 and becomes a low-temperature, low-pressure gaseous refrigerant. At the same time, the evaporator 102 absorbs heat to cool the crew cabin. Subsequently, the low-temperature, low-pressure gaseous refrigerant passes through the gas-liquid separator 112 and the first regenerator 113 in sequence before entering the compressor 101 to complete one cycle. The compressor 101 works continuously to cool the crew cabin and the battery.

[0075] like Figure 4 As shown, the heat generated by motor 204 exchanges heat with the coolant in the motor 204 circuit, and the heat is finally dissipated into the air through the low-temperature radiator 209. The motor 204 circuit is replenished with water through the expansion tank 211.

[0076] In the embodiments of this application, the refrigerant circuits in the separate passenger cabin cooling mode, the separate battery cooling mode, and the simultaneous passenger cabin cooling mode and battery cooling mode are connected in series through the first heat exchanger 103 and the second heat exchanger 104 to achieve two-stage condensation, improve the cooling performance and energy efficiency ratio of the heat pump system, and solve the problem of insufficient cooling capacity when the battery is fast-charging and the passenger cabin is cooling at high temperatures.

[0077] (iv) The specific working process of the individual crew compartment heating mode of the thermal management system is as follows: Figure 5 As shown:

[0078] like Figure 5As shown, the third expansion valve 111, the first shut-off valve 106, and the second shut-off valve 107 are in the closed state; the first expansion valve 109, the second expansion valve 110, and the third shut-off valve 108 are in the open state; the V2 port and V4 port of the second control valve 202 are connected; the V1 port and V2 port of the first control valve 201 are connected; the V3 port and V4 port of the first control valve 201 are connected; the V5 port and V6 port of the first control valve 201 are connected; the V7 port of the first control valve 201 is closed; and the first water pump 206 and the third water pump 208 are in the operating state. Figure 5 The deepened pipes are in a connected state, while the undeepened pipes are in a disconnected state.

[0079] like Figure 5 As shown, the low-temperature, low-pressure gaseous refrigerant is processed by the gas-liquid separator 112 and the first regenerator 113 before entering the compressor 101 and being compressed into a high-temperature, high-pressure transcritical refrigerant. The high-temperature, high-pressure transcritical refrigerant enters the first heat exchanger 103, where it undergoes a primary heat exchange with the coolant in the heating circuit, and then enters the evaporator 102 through the maximum opening of the first expansion valve 109 for a secondary heat exchange with the air inside the vehicle, becoming a secondary high-temperature, high-pressure transcritical refrigerant. At the same time, the heating core 203 in the heating circuit releases heat to the passenger compartment, and the evaporator 102 also releases heat to the passenger compartment. Subsequently, the subcritical high-temperature and high-pressure refrigerant is throttled by the second expansion valve 110 and becomes a low-temperature and low-pressure gas-liquid two-phase mixture refrigerant. The low-temperature and low-pressure gas-liquid two-phase mixture refrigerant is then converted into a low-temperature and low-pressure gaseous refrigerant through the second regenerator 114 and the second heat exchanger 104. The low-temperature and low-pressure gaseous refrigerant then enters the compressor 101 through the third shut-off valve 108 and the gas-liquid separator 112, completing one cycle. The compressor 101 operates continuously to achieve individual crew cabin heating.

[0080] like Figure 5 As shown, under extremely low temperature conditions, the high-voltage electric heater 210 can supplement the heating circuit, thereby heating the crew compartment. At the same time, the motor 204 achieves heat storage by operating the first water pump 206 under low temperature conditions.

[0081] (V) The specific working process of the individual battery heating mode of the thermal management system is as follows: Figure 6 As shown:

[0082] like Figure 6As shown, the third expansion valve 111, the first shut-off valve 106, and the second shut-off valve 107 are closed; the first expansion valve 109, the second expansion valve 110, and the third shut-off valve 108 are open; the V2 port of the second control valve 202 is connected to the V1 port; the V1 port of the first control valve 201 is connected to the V2 port; the V3 port of the first control valve 201 is connected to the V4 port; the V5 port of the first control valve 201 is connected to the V6 port; and the V7 port of the first control valve 201 is closed. The first water pump 206, the second water pump 207, and the third water pump 208 are in operation. Figure 6 The deepened pipes are in a connected state, while the undeepened pipes are in a disconnected state.

[0083] like Figure 6 As shown, the low-temperature, low-pressure gaseous refrigerant is processed by the gas-liquid separator 112 and the first regenerator 113 before entering the compressor 101, where it is compressed into a high-temperature, high-pressure transcritical refrigerant. The high-temperature, high-pressure transcritical refrigerant enters the first heat exchanger 103, where it exchanges heat with the heating circuit to become a sub-high-temperature, high-pressure transcritical refrigerant. The heating circuit is connected in series with the battery circuit, thereby transferring the heat of the refrigerant to the battery pack 205 for battery heating. The sub-high-temperature, high-pressure transcritical refrigerant is throttled by the second expansion valve 110 to become a low-temperature, low-pressure gas-liquid two-phase mixture refrigerant. This mixture is then processed by the second regenerator 114 and the second heat exchanger 104 to become a low-temperature, low-pressure gaseous refrigerant. Finally, the gaseous refrigerant enters the compressor 101 through the third shut-off valve 108 and the gas-liquid separator 112, completing one cycle. The compressor 101 operates continuously to achieve individual battery heating.

[0084] like Figure 6 As shown, under extremely low temperature conditions, the high-voltage electric heater 210 can supplement the heating circuit with heat, thereby heating the battery. At the same time, the motor 204 achieves heat storage by operating the first water pump 206 at low temperatures.

[0085] (vi) The specific working process of the thermal management system to achieve simultaneous crew cabin heating and battery heating modes is as follows: Figure 7 As shown:

[0086] like Figure 7As shown, the third expansion valve 111, the first shut-off valve 106, and the second shut-off valve 107 are closed; the first expansion valve 109, the second expansion valve 110, and the third shut-off valve 108 are open; the V2 port and V1 port of the second control valve 202 are connected; the V2 port and V4 port of the second control valve 202 are connected; the V1 port and V2 port of the first control valve 201 are connected; the V3 port and V4 port of the first control valve 201 are connected; the V5 port and V6 port of the first control valve 201 are connected; and the V7 port of the first control valve 201 is closed. The first water pump 206, the second water pump 207, and the third water pump 208 are in operation. Figure 7 The deepened pipes are in a connected state, while the undeepened pipes are in a disconnected state.

[0087] like Figure 7 As shown, the low-temperature, low-pressure gaseous refrigerant, after being processed by the gas-liquid separator 112 and the first regenerator 113, enters the compressor 101 and is compressed into a high-temperature, high-pressure transcritical refrigerant. This high-temperature, high-pressure transcritical refrigerant then enters the first heat exchanger 103. Within the first heat exchanger 103, the high-temperature, high-pressure transcritical refrigerant exchanges heat with the heating circuit and enters the evaporator 102 through the maximum opening of the first expansion valve 109, where it undergoes secondary heat exchange with the interior air, becoming a secondary high-temperature, high-pressure transcritical refrigerant. This refrigerant then heats the coolant in the heating circuit through the first heat exchanger 103 and releases heat to the passenger compartment through the heating core 203. In addition, the heating circuit is connected to the battery circuit through the second control valve 202, thereby transferring the heat of the refrigerant to the battery pack 205 to achieve battery heating. The sub-high temperature and high pressure transcritical refrigerant is throttled by the second expansion valve 110 to become a low temperature and low pressure gas-liquid two-phase mixture refrigerant. The low temperature and low pressure gas-liquid two-phase mixture refrigerant is converted into a low temperature and low pressure gas refrigerant through the second regenerator 114 and the second heat exchanger 104. The low temperature and low pressure gas refrigerant enters the compressor 101 through the third shut-off valve 108 and the gas-liquid separator 112 to complete one cycle. The compressor 101 works continuously to achieve heating of the crew cabin and battery heating.

[0088] like Figure 7 As shown, under extremely low temperature conditions, the high-voltage electric heater 210 can supplement the heating circuit, thereby heating the crew compartment and the battery. At the same time, the motor 204 achieves heat storage by operating the first water pump 206 under low temperature conditions.

[0089] (VII) The specific working process of the thermal management system to achieve simultaneous crew cabin heating and battery cooling modes is as follows: Figure 8 As shown:

[0090] like Figure 8As shown, the first shut-off valve 106 and the second shut-off valve 107 are closed; the first expansion valve 109, the second expansion valve 110, the third expansion valve 111, and the third shut-off valve 108 are open; the V2 port and V4 port of the second control valve 202 are connected; the V1 port and V2 port of the first control valve 201 are connected; the V3 port and V4 port of the first control valve 201 are connected; the V5 port and V6 port of the first control valve 201 are connected; and the V7 port of the first control valve 201 is closed. The first water pump 206, the second water pump 207, and the third water pump 208 are in operation. Figure 8 The deepened pipes are in a connected state, while the undeepened pipes are in a disconnected state.

[0091] like Figure 8 As shown, the low-temperature, low-pressure gaseous refrigerant is processed by the gas-liquid separator 112 and the first regenerator 113 before entering the compressor 101 and being compressed into a high-temperature, high-pressure transcritical refrigerant. The high-temperature, high-pressure transcritical refrigerant enters the first heat exchanger 103, where it undergoes a primary heat exchange with the coolant in the heating circuit, and then enters the evaporator 102 through the maximum opening of the first expansion valve 109 for a secondary heat exchange with the air inside the vehicle, becoming a secondary high-temperature, high-pressure transcritical refrigerant. At the same time, the heating core 203 in the heating circuit releases heat to the passenger compartment, and the evaporator 102 also releases heat to the passenger compartment. Subsequently, one stream of sub-high temperature and high pressure transcritical refrigerant is throttled by the second expansion valve 110 to become a low temperature and low pressure gas-liquid two-phase mixture refrigerant. This low temperature and low pressure gas-liquid two-phase mixture refrigerant then passes through the second regenerator 114 and the second heat exchanger 104 to become a low temperature and low pressure gaseous refrigerant. The other stream of sub-high temperature and high pressure transcritical refrigerant is throttled by the third expansion valve 111 to become a low temperature and low pressure gas-liquid two-phase mixture refrigerant. This low temperature and low pressure gas-liquid two-phase mixture refrigerant absorbs heat from the battery circuit through the battery cooler 105 and becomes a low temperature and low pressure gaseous refrigerant, simultaneously cooling the battery. The low temperature and low pressure gaseous refrigerant then enters the compressor 101 through the gas-liquid separator 112, completing one cycle. The compressor 101 operates continuously to achieve crew cabin heating and battery cooling.

[0092] like Figure 8 As shown, at low temperatures, the motor 204 achieves heat storage through the operation of the first water pump 206.

[0093] (VIII) The specific working process of the thermal management system to achieve the dehumidification mode of the passenger cabin is as follows: Figure 9 As shown:

[0094] like Figure 9As shown, the third expansion valve 111, the first shut-off valve 106, and the second shut-off valve 107 are closed; the first expansion valve 109, the second expansion valve 110, and the third shut-off valve 108 are open; the V2 port of the second control valve 202 is connected to the V4 port; the V1 port of the first control valve 201 is connected to the V2 port; the V3 port of the first control valve 201 is connected to the V4 port; the V6 port of the first control valve 201 is connected to the V7 port; and the V5 port of the first control valve 201 is closed. The first water pump 206 and the third water pump 208 are in operation. Figure 9 The deepened pipes are in a connected state, while the undeepened pipes are in a disconnected state.

[0095] like Figure 9 As shown, the low-temperature, low-pressure gaseous refrigerant enters the compressor 101 after being processed by the gas-liquid separator 112 and the first regenerator 113. It is compressed into a high-temperature, high-pressure transcritical refrigerant. The high-temperature, high-pressure transcritical refrigerant enters the first heat exchanger 103. The high-temperature, high-pressure transcritical refrigerant in the first heat exchanger 103 exchanges heat with the coolant in the heating circuit for the first time. It also enters the evaporator 102 through the maximum opening of the first expansion valve 109 and exchanges heat with the air inside the vehicle for the second time, becoming a secondary high-temperature, high-pressure transcritical refrigerant. At the same time, the heating core 203 in the heating circuit releases heat to the passenger compartment, and the evaporator 102 absorbs heat to achieve dehumidification. Subsequently, the subcritical high-temperature and high-pressure refrigerant becomes a low-temperature and low-pressure gas-liquid two-phase mixture refrigerant through the maximum opening of the second expansion valve 110. The low-temperature and low-pressure gas-liquid two-phase mixture refrigerant becomes a low-temperature and low-pressure gaseous refrigerant through the second regenerator 114 and the second heat exchanger 104. The low-temperature and low-pressure gaseous refrigerant enters the compressor 101 through the gas-liquid separator 112 to complete one cycle. The compressor 101 works continuously to achieve the dehumidification mode of the passenger cabin.

[0096] like Figure 9 As shown, the motor 204 exchanges heat with the coolant in the motor 204 circuit, and finally dissipates heat through the low-temperature radiator 209.

[0097] (ix) The specific working process of the thermal management system to achieve battery temperature equalization mode is as follows: Figure 10 As shown:

[0098] like Figure 10 As shown, the second control valve 202's V2 port is connected to V4, the first control valve 201's V1 port is connected to V2, the first control valve 201's V3 port is connected to V4, the first control valve 201's V6 port is connected to V7, and the first control valve 201's V5 port is closed, indicating the second water pump 207 is in operation. Among these conditions... Figure 10 The deepened pipes are in a connected state, while the undeepened pipes are in a disconnected state.

[0099] like Figure 10As shown, the battery circuit drives the coolant flow through the second water pump 207 to achieve temperature balance of the battery pack 205.

[0100] (X) The specific working process of the thermal management system to realize the 204 heat dissipation mode of the motor is as follows: Figure 11 As shown:

[0101] like Figure 11 As shown, the second control valve 202's V2 port is connected to V4, the first control valve 201's V1 port is connected to V2, the first control valve 201's V3 port is connected to V4, the first control valve 201's V6 port is connected to V7, and the first control valve 201's V5 port is closed, indicating that the first water pump 206 is in operation. Figure 11 The deepened pipes are in a connected state, while the undeepened pipes are in a disconnected state.

[0102] like Figure 11 As shown, the heat generated by motor 204 exchanges heat with the coolant in the motor 204 circuit, and is finally dissipated through the low-temperature radiator 209.

[0103] (XI) The specific working process of the thermal management system to realize the waste heat utilization mode of motor 204 is as follows: Figure 12 As shown:

[0104] like Figure 12 As shown, the first shut-off valve 106 and the second shut-off valve 107 are closed; the first expansion valve 109, the second expansion valve 110, the third expansion valve 111, and the third shut-off valve 108 are open; the V2 port of the second control valve 202 is connected to the V4 port; the V1 port of the first control valve 201 is connected to the V5 port; the V4 port of the first control valve 201 is connected to the V6 port; the V2 port of the first control valve 201 is connected to the V3 port; and the V7 port of the first control valve 201 is closed. The first water pump 206 and the third water pump 208 are in operation. Figure 12 The deepened pipes are in a connected state, while the undeepened pipes are in a disconnected state.

[0105] like Figure 12As shown, the low-temperature, low-pressure gaseous refrigerant is processed by the gas-liquid separator 112 and the first regenerator 113 before entering the compressor 101 and being compressed into a high-temperature, high-pressure transcritical refrigerant. The high-temperature, high-pressure transcritical refrigerant enters the first heat exchanger 103, where it undergoes a primary heat exchange with the coolant in the heating circuit, and then enters the evaporator 102 through the maximum opening of the first expansion valve 109 for a secondary heat exchange with the air inside the vehicle, becoming a secondary high-temperature, high-pressure transcritical refrigerant. At the same time, the heating core 203 in the heating circuit releases heat to the passenger compartment, and the evaporator 102 also releases heat to the passenger compartment. Subsequently, one stream of sub-high temperature and high pressure transcritical refrigerant is throttled by the second expansion valve 110 to become a low temperature and low pressure gas-liquid two-phase mixture refrigerant. This low temperature and low pressure gas-liquid two-phase mixture refrigerant then passes through the second regenerator 114 and the second heat exchanger 104 to become a low temperature and low pressure gas refrigerant. The other stream of sub-high temperature and high pressure transcritical refrigerant is throttled by the third expansion valve 111 to become a low temperature and low pressure gas-liquid two-phase mixture refrigerant. This low temperature and low pressure gas-liquid two-phase mixture refrigerant then passes through the battery cooler 105 to absorb waste heat from the battery and becomes a low temperature and low pressure gas refrigerant. This low temperature and low pressure gas refrigerant then enters the compressor 101 through the gas-liquid separator 112, completing one cycle.

[0106] According to another specific embodiment of this application, a vehicle is provided, the vehicle including a carbon dioxide heat pump thermal management system, the carbon dioxide heat pump thermal management system being the carbon dioxide heat pump thermal management system in the above embodiment.

[0107] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0108] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0109] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0110] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A carbon dioxide heat pump thermal management system, characterized in that, include: The refrigerant circuit includes a compressor (101), an evaporator (102), a first heat exchanger (103), a second heat exchanger (104), and a battery cooler (105), wherein the battery cooler (105) may be selectively connected in parallel with one of the evaporator (102) and the second heat exchanger (104); The coolant circuit includes a motor circuit, a heater circuit, and a battery circuit. The motor circuit is connected in series with a low-temperature radiator (209). The low-temperature radiator (209) is arranged adjacent to the second heat exchanger (104) for heat exchange. The heater circuit is connected in series with the first heat exchanger (103). The heater circuit can be selectively connected to the motor circuit and the battery circuit. The battery circuit is connected in series with the battery cooler (105).

2. The carbon dioxide heat pump thermal management system according to claim 1, characterized in that, The coolant circuit is provided with a first control valve (201) and a second control valve (202). The motor circuit and the battery circuit are respectively connected to the first control valve (201). The heater circuit is connected to the motor circuit and the battery circuit through the second control valve (202).

3. The carbon dioxide heat pump thermal management system according to claim 1 or 2, characterized in that, The refrigerant circuit includes a first shut-off valve (106), a second shut-off valve (107), and multiple connecting pipes, wherein the multiple connecting pipes include: The first pipeline has one end connected to the outlet end of the compressor (101) and the other end connected to the first end of the first heat exchanger (103). The second pipeline has one end connected to the second end of the first heat exchanger (103), and the other end connected to the first end of the second heat exchanger (104) through the first shut-off valve (106). A third pipeline, one end of which is connected to the second end of the second heat exchanger (104), and the other end of which is connected to the first end of the evaporator (102), and a second expansion valve (110) is provided on the third pipeline, which is located between the second heat exchanger (104) and the evaporator (102); The fourth pipeline has one end connected to the second end of the evaporator (102) and the other end connected to the inlet end of the compressor (101) through the second shut-off valve (107).

4. The carbon dioxide heat pump thermal management system according to claim 3, characterized in that, The refrigerant circuit also includes: The fifth pipeline has one end connected to the outlet end of the first heat exchanger (103) and the other end connected to the second end of the evaporator (102). A first expansion valve (109) is connected in series on the fifth pipeline and is located between the first heat exchanger (103) and the evaporator (102). The sixth pipeline has one end connected to the first end of the second heat exchanger (104), and the other end connected to the inlet end of the compressor (101) through the third shut-off valve (108).

5. The carbon dioxide heat pump thermal management system according to claim 4, characterized in that, The refrigerant circuit also includes: A seventh pipeline is provided, one end of which is connected to the first end of the evaporator (102), and the other end of which is connected to the inlet end of the compressor (101). The seventh pipeline is provided with the battery cooler (105) and the third expansion valve (111). The first end of the battery cooler (105) is connected to the first end of the evaporator (102), and the second end of the battery cooler (105) is connected to the inlet end of the compressor (101). The third expansion valve (111) is located between the evaporator (102) and the battery cooler (105).

6. The carbon dioxide heat pump thermal management system according to claim 2, characterized in that, The heating circuit includes: a heating core (203), a third water pump (208), and a second control valve (202). The inlet end of the heating core (203) is connected to the fourth end of the first heat exchanger (103). The outlet end of the heating core (203) is connected to the inlet end of the third water pump (208) through the second control valve (202). The outlet end of the third water pump (208) is connected to the third end of the first heat exchanger (103). The heating core (203) and the evaporator (102) are integrated inside the air conditioning unit.

7. The carbon dioxide heat pump thermal management system according to claim 2, characterized in that, The battery circuit includes: a battery cooler (105), a second water pump (207), a battery heat exchange pipeline, and a first control valve (201). The inlet end of the second water pump (207) is connected to the fourth end of the battery cooler (105) through the first control valve (201). The outlet end of the second water pump (207) is connected to the first end of the battery heat exchange pipeline. The second end of the battery heat exchange pipeline is connected to the third end of the battery cooler (105) through the first control valve (201). The warm air circuit is connected to the inlet of the second water pump (207) through the second control valve (202).

8. The carbon dioxide heat pump thermal management system according to claim 2, characterized in that, The motor circuit includes: a motor heat exchange pipeline, a first water pump (206), a low-temperature radiator (209), and a first control valve (201). The inlet end of the first water pump (206) is connected to the first control valve (201), the outlet end of the first water pump (206) is connected through the first end of the motor heat exchange pipeline, the second end of the motor heat exchange pipeline is connected to the inlet end of the low-temperature radiator (209), and the outlet end of the low-temperature radiator (209) is connected to the first control valve (201). The warm air circuit is connected to the inlet of the low-temperature radiator (209) through the second control valve (202).

9. The carbon dioxide heat pump thermal management system according to claim 2, characterized in that, The first control valve (201) is a seven-way valve, and / or the second control valve (202) is a four-way valve.

10. A vehicle, said vehicle comprising a carbon dioxide heat pump thermal management system, characterized in that, The carbon dioxide heat pump thermal management system is the carbon dioxide heat pump thermal management system as described in any one of claims 1-9.

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