Thermal management system and vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses a heat management system and a vehicle, the heat management system comprises a cooling liquid loop, a refrigerant loop and a heat distribution assembly, and the cooling liquid loop and the refrigerant loop each comprise at least two heat exchange loops; the heat distribution assembly is used for adjusting the flow of cooling liquid flowing through different heat exchange loops in the cooling liquid loop so as to distribute heat conveyed to a battery, a motor, an engine and a passenger compartment. And / or the heat distribution assembly is used for adjusting the flow of refrigerants flowing through different heat exchange loops in the refrigerant loop so as to distribute heat conveyed to the battery, the motor, the engine and the passenger compartment. According to the heat management system and the vehicle, heat can be distributed to the battery, the motor, the engine and the passenger compartment according to different use requirements, and the heat utilization rate is increased.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a thermal management system and a vehicle. BACKGROUND

[0002] With the popularization of new energy vehicles, the endurance problem of range-extender and hybrid vehicles in low temperature environment is increasingly prominent. Traditional vehicles mainly rely on high-energy-consumption PTC electric heaters for passenger cabin heating, which seriously consumes battery power and leads to a significant decrease in winter endurance mileage.

[0003] To improve energy efficiency, heat pump technology is introduced into vehicle thermal management. The heat utilization rate of the existing heat pump system is low. SUMMARY

[0004] Therefore, the present application provides a thermal management system and a vehicle, which improves the heat utilization rate.

[0005] Specifically, the embodiments of the present application include the following technical solutions: The first aspect of the embodiments of the present application provides a thermal management system applied to a vehicle, wherein the vehicle is provided with a battery, a motor, an engine and a passenger cabin, the thermal management system comprises a coolant circuit, a refrigerant circuit and a heat distribution assembly, the coolant circuit and the refrigerant circuit each comprise at least two heat exchange circuits; The heat distribution assembly is used to adjust the flow of coolant flowing through different heat exchange circuits in the coolant circuit, so as to distribute the heat delivered to the battery, the motor, the engine and the passenger cabin; and / or, The heat distribution assembly is used to adjust the flow of refrigerant flowing through different heat exchange circuits in the refrigerant circuit, so as to distribute the heat delivered to the battery, the motor, the engine and the passenger cabin.

[0006] In an embodiment of the present application, the coolant circuit comprises a first heat exchange circuit, and the heat distribution assembly comprises a first four-way valve and a first three-way valve; The first heat exchange circuit is sequentially provided with a low-temperature radiator, a first water pump, a first four-way valve and a first three-way valve, the liquid inlet of the first four-way valve is connected with the first water pump, the first liquid outlet and the second liquid outlet of the first four-way valve are both connected with the liquid inlet of the first three-way valve, the first liquid outlet of the first three-way valve is connected with the low-temperature radiator, and the motor is arranged between the first four-way valve and the first three-way valve; The low-temperature radiator is also connected with a first expansion water tank through a branch.

[0007] In an embodiment of the present application, the cooling liquid circuit further comprises a second heat exchange circuit, and the second heat exchange circuit is sequentially provided with a high-temperature radiator, the engine and a water-water heat exchanger; The first liquid inlet of the engine is connected with the liquid outlet of the high-temperature radiator, the first liquid outlet of the engine is connected with the water inlet of the water-water heat exchanger, the liquid outlet of the water-water heat exchanger is connected with the second liquid inlet of the engine, and the second liquid outlet of the engine is connected with the water inlet of the high-temperature radiator. The high-temperature radiator is further connected with the second expansion water tank through a branch.

[0008] In an embodiment of the present application, the refrigerant circuit comprises a third heat exchange circuit, and the third heat exchange circuit is sequentially provided with an outdoor heat exchanger, a refrigerant storage tank and an air conditioning box evaporator, and the liquid outlet of the refrigerant storage tank is connected with the air conditioning box evaporator.

[0009] In an embodiment of the present application, the refrigerant circuit further comprises a fourth heat exchange circuit, and the fourth heat exchange circuit is sequentially provided with the outdoor heat exchanger, a water-cooled condenser and the refrigerant storage tank, the liquid outlet of the refrigerant storage tank is connected with the liquid inlet of the outdoor heat exchanger, the liquid inlet of a first passage in the water-cooled condenser is connected with the outdoor heat exchanger, and the liquid outlet of the first passage is connected with the refrigerant storage tank. The cooling liquid circuit further comprises a fifth heat exchange circuit, and the heat distribution assembly further comprises a second four-way valve, and the fifth heat exchange circuit is sequentially provided with the air conditioning box heating core, the water-cooled condenser, the second four-way valve, the water-water heat exchanger and an electric heater, the liquid inlet of a second passage in the water-cooled condenser is connected with the air conditioning box heating core, the liquid outlet of the second passage is connected with the liquid inlet of the second four-way valve, the first liquid outlet of the second four-way valve is connected with the electric heater through the water-water heat exchanger, and the second liquid outlet of the second four-way valve is connected with the electric heater.

[0010] In an embodiment of the present application, the refrigerant circuit further comprises a sixth heat exchange circuit, and the sixth heat exchange circuit is sequentially provided with the refrigerant storage tank, a battery cooler and a water-cooled condenser. The battery cooler is further respectively communicated with the second liquid outlet of the first three-way valve and the liquid inlet of the first four-way valve.

[0011] In an embodiment of the present application, the cooling liquid circuit further comprises a seventh heat exchange circuit, and the heat distribution assembly further comprises a second three-way valve. The battery cooler, a first one-way valve, a second one-way valve, the battery, a second water pump and the second three-way valve are sequentially arranged on the seventh heat exchange circuit, a liquid inlet of the second three-way valve is connected with the second water pump, and a first liquid outlet of the second three-way valve is connected with the battery cooler.

[0012] In an embodiment of the present application, the cooling liquid circuit further comprises an eighth heat exchange circuit, and the second three-way valve, a second one-way valve and the battery are sequentially arranged on the eighth heat exchange circuit. A second liquid outlet of the second three-way valve is connected with a liquid inlet of the second one-way valve.

[0013] In an embodiment of the present application, a third liquid outlet of the first four-way valve is connected between the water-cooled condenser and a liquid inlet of the second four-way valve. A third liquid outlet of the second four-way valve is connected between a liquid outlet of the second one-way valve and the battery.

[0014] The second aspect of the embodiments of the present application further provides a vehicle, and the vehicle comprises the heat management system in any of the above embodiments.

[0015] The technical scheme provided by the embodiments of the present application has at least the following beneficial effects: In the heat management system and the vehicle provided by the embodiments of the present application, the heat distribution assembly adjusts the flow of the cooling liquid and / or the refrigerant in different heat exchange circuits, so that the heat between the battery, the motor, the engine and the passenger compartment is accurately distributed, and the heat utilization rate is improved.

[0016] In addition, compared with the traditional heat management system, the heat distribution is realized by the flow adjustment in the present application, so that the situation of excessive temperature fluctuation of the system caused by mode mutation is avoided, and the stability and reliability of the system operation are improved. BRIEF DESCRIPTION OF DRAWINGS

[0017] In order to more clearly illustrate the technical scheme in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0018] Figure 1 The specific composition and connection relationship of the heat management system provided by the embodiments of the present application are shown in the schematic diagram; Figure 2 The flow direction of the refrigerant and the cooling liquid in the heat management system in mode one is shown in the schematic diagram; Figure 1 Figure 3 The flow direction of the refrigerant and the cooling liquid in the heat management system in mode two is shown in the schematic diagram;​Figure 1 A schematic diagram showing the flow direction of refrigerant and coolant when the central thermal management system is in mode two; Figure 4 It shows Figure 1 A schematic diagram showing the flow direction of refrigerant and coolant when the central thermal management system is in mode three; Figure 5 It shows Figure 1 A schematic diagram showing the flow direction of refrigerant and coolant when the central thermal management system is in mode three; Figure 6 It shows Figure 1 A schematic diagram showing the flow direction of refrigerant and coolant when the central thermal management system is in mode three; Figure 7 It shows Figure 1 A schematic diagram showing the flow direction of refrigerant and coolant when the central thermal management system is in mode four; Figure 8 It shows Figure 1 A schematic diagram showing the flow direction of refrigerant and coolant when the central thermal management system is in mode five; Figure 9 It shows Figure 1 A schematic diagram showing the flow direction of refrigerant and coolant when the central thermal management system is in mode five; Figure 10 It shows Figure 1 A schematic diagram showing the flow direction of refrigerant and coolant when the central thermal management system is in mode five; Figure 11 It shows Figure 1 A schematic diagram showing the flow direction of refrigerant and coolant when the central thermal management system is in mode six; Figure 12 It shows Figure 1 A schematic diagram showing the flow direction of refrigerant and coolant when the central thermal management system is in mode seven; Figure 13 It shows Figure 1 A schematic diagram showing the flow direction of refrigerant and coolant when the central thermal management system is in mode seven; Figure 14 It shows Figure 1 A schematic diagram showing the flow direction of refrigerant and coolant when the central thermal management system is in mode eight; Figure 15 It shows Figure 1 A schematic diagram showing the flow direction of refrigerant and coolant when the central thermal management system is in mode eight; Figure 16 It shows Figure 1 A schematic diagram showing the flow direction of refrigerant and coolant when the central thermal management system is in mode nine; Figure 17 It showsFigure 1 FIG. 10 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Ten; Figure 18 FIG. 11 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Eleven; Figure 1 Figure 19 FIG. 12 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Twelve; Figure 1 FIG. 13 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Thirteen; Figure 20 Figure 1 FIG. 14 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Fourteen; Figure 21 FIG. 15 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Fifteen; Figure 1 FIG. 16 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Sixteen; Figure 22 Figure 1 FIG. 17 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Seventeen; Figure 23 FIG. 18 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Eighteen; Figure 1 FIG. 19 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Nineteen; Figure 24 Figure 1 FIG. 20 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Twenty; Figure 25 FIG. 21 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Twenty-One; Figure 1 FIG. 22 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Twenty-Two; Figure 26 Figure 1 FIG. 23 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Twenty-Three; Figure 27 FIG. 24 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Twenty-Four; Figure 1 FIG. 25 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Twenty-Five; Figure 28 Figure 1 FIG. 26 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Twenty-Six; Figure 29 FIG. 27 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Twenty-Seven; Figure 1 FIG. 28 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Twenty-Eight; Figure 30 Figure 1 FIG. 29 illustrates a schematic diagram of the flow directions of the refrigerant and the coolant when the thermal management system is in Mode Twenty-Nine; Figure 31 ​​​​​​​Fig. 1 shows the flow direction of refrigerant and coolant when the thermal management system is in mode one; Figure 1 Fig. 2 shows the flow direction of refrigerant and coolant when the thermal management system is in mode two; Figure 32 Fig. 3 shows the flow direction of refrigerant and coolant when the thermal management system is in mode three; Figure 1 Fig. 4 shows the flow direction of refrigerant and coolant when the thermal management system is in mode four; Figure 33 Fig. 5 shows the flow direction of refrigerant and coolant when the thermal management system is in mode five; Figure 1 Fig. 6 shows the flow direction of refrigerant and coolant when the thermal management system is in mode six; Figure 34 Fig. 7 shows the flow direction of refrigerant and coolant when the thermal management system is in mode seven; Figure 1 Fig. 8 shows the flow direction of refrigerant and coolant when the thermal management system is in mode eight.

[0019] Reference signs: 1, compressor; 2, temperature and pressure sensor; 3, first SOV valve; 4, second SOV valve; 5, third SOV valve; 6, water-cooled condenser; 7, refrigerant check valve; 8, outdoor heat exchanger; 9, pressure sensor; 10, fourth SOV valve; 11, refrigerant storage tank; 12, first expansion valve; 13, second expansion valve; 14, battery cooler; 15, third expansion valve; 16, air conditioning box evaporator; 17, temperature and pressure sensor; 18, refrigerant check valve; 19, temperature and pressure sensor; 20, refrigerant pipeline; 21, first water pump; 22, first water temperature sensor; 23, first four-way valve; 24, water pipeline check valve; 25, first electric drive system component; 26, second electric drive system component; 27, water-cooled intercooler; 28, first three-way valve; 29, first check valve; 30, second water temperature sensor; 31, battery; 32, third water temperature sensor; 33, second water pump; 34, second three-way valve; 35, electric water pump; 36, electric heater; 37, air conditioning box heating core; 38, second four-way valve; 39, water-water heat exchanger; 40, engine; 41, first expansion water tank; 42, second expansion water tank; 43, low-temperature radiator; 44, high-temperature radiator; 45, electric fan; 46, coolant pipeline; 47, second check valve; 48, water pipeline check valve.

[0020] The specific embodiments of the present application have been shown by the above drawings, and will be described in more detail hereinafter. These drawings and textual descriptions are not intended to limit the scope of the concept of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0021] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts should fall within the scope of the present application. In order to make the technical solutions and advantages of the present application clearer, the heat management system and the vehicle will be described in detail below.

[0022] First of all, it should be noted that the Figures 2 to 31 The black line in the figure represents the direction and circulation path of the refrigerant or coolant, and the light gray line represents no refrigerant or coolant flowing through.

[0023] The heat management system provided in the embodiments of the present application is applied to a vehicle, the vehicle is provided with a battery 31, a motor, an engine 40 and a passenger cabin, and the heat management system comprises a coolant circuit, a refrigerant circuit and a heat distribution assembly, the coolant circuit and the refrigerant circuit each comprise at least two heat exchange circuits; the heat distribution assembly is configured to adjust the flow of the coolant flowing through different heat exchange circuits in the coolant circuit, so as to distribute the heat delivered to the battery 31, the motor, the engine 40 and the passenger cabin; and / or, the heat distribution assembly is configured to adjust the flow of the refrigerant flowing through different heat exchange circuits in the refrigerant circuit, so as to distribute the heat delivered to the battery 31, the motor, the engine 40 and the passenger cabin.

[0024] It should be noted that all the heat exchange circuits included in the coolant circuit and the refrigerant circuit are Circulations I to XIV in the following, for details, please see the following, which will not be described here.

[0025] In the heat management system provided in the embodiments of the present application, the heat distribution assembly adjusts the flow of the coolant and / or the refrigerant in different heat exchange circuits, so as to accurately distribute the heat among the battery 31, the motor, the engine 40 and the passenger cabin. Specifically, when the system needs to provide heating or cooling for different components, the heat distribution assembly can dynamically adjust the flow of the medium flowing through each heat exchange circuit, so as to transfer heat from the surplus area to the demand area, or absorb or discharge heat by heat exchange with the environment.

[0026] It should be noted that the heat distribution assembly includes but is not limited to proportional regulating valves, multi-way valves and other flow regulating devices. By controlling the opening degree or on-off state of the inlet and outlet of these valve pieces, the heat management system can smoothly switch between multiple working modes, thereby meeting different actual needs. The working modes referred to here will be described in detail below, which will not be discussed here.

[0027] For example, in a low-temperature environment, the system can preferentially use the waste heat of the electric drive system for battery 31 heating and passenger cabin heating by adjusting the flow distribution in the cooling liquid circuit, reducing the energy consumption of the auxiliary heating device; at the same time, by adjusting the refrigerant circuit, heat is absorbed from the ambient air, further improving the energy efficiency of the system under low-temperature conditions.

[0028] Compared with the traditional thermal management system, the application distributes heat through flow regulation, avoiding the case of excessive temperature fluctuation of the system due to mode mutation, and improving the stability and reliability of the system operation. At the same time, this heat distribution method based on flow regulation enables the system to realize more refined energy management according to real-time demand, improving the overall vehicle energy utilization efficiency.

[0029] It should be further pointed out that the heat distribution assembly can act on both the cooling liquid circuit and the refrigerant circuit to realize cooperative control between the two circuits. For example, when the system needs to heat the passenger cabin and cool the battery 31 at the same time, the waste heat generated by the battery 31 can be transferred to the passenger cabin by adjusting the refrigerant circuit, and the flow distribution of the cooling liquid circuit ensures that each component is in the optimal working temperature range. This setting enables the system to fully utilize various heat generated during vehicle operation, achieving optimal energy allocation.

[0030] Of course, the heat distribution assembly can also act on the cooling liquid circuit alone or act on the refrigerant circuit alone, corresponding to different working modes, to meet the use demand under various working modes.

[0031] In addition, the thermal management system provided by the embodiment of the application can further include a control unit (which can be a processor or a processing chip in the vehicle, etc.), which can be used to calculate the optimal heat distribution strategy in real time according to the parameters such as the battery 31 temperature, the motor temperature, the ambient temperature and the passenger cabin demand, and control the operating state of the heat distribution assembly accordingly. The control unit can be optimized by algorithm, so that the system can maintain high efficiency under different working conditions, further improving the energy economy of the vehicle.

[0032] Alternatively, the control unit can also control the heat distribution assembly to execute different heat distribution strategies according to the received control signals, and different control signals can correspond to different working modes, and different working modes correspond to different demands (such as battery 31 heating, passenger cabin heating, etc.).

[0033] In an embodiment of the present application, the cooling liquid circuit can comprise a first heat exchange circuit (corresponding to cycle one described below), and the heat distribution assembly comprises a first four-way valve 23 and a first three-way valve 28; the first heat exchange circuit is sequentially provided with a low-temperature radiator 43, a first water pump 21, the first four-way valve 23 and the first three-way valve 28, the liquid inlet of the first four-way valve 23 is connected with the first water pump 21, the first liquid outlet and the second liquid outlet of the first four-way valve 23 are both connected with the liquid inlet of the first three-way valve 28, and the first liquid outlet of the first three-way valve 28 is connected with the low-temperature radiator 43, wherein the motor is arranged between the first four-way valve 23 and the first three-way valve 28; the low-temperature radiator 43 is further connected with the first expansion water tank 41 through a branch.

[0034] Specifically, the liquid inlet of the first four-way valve 23 is connected with the first water pump 21, the first liquid outlet and the second liquid outlet of the first four-way valve 23 are both connected with the liquid inlet of the first three-way valve 28, forming a confluence structure. The first liquid outlet of the first three-way valve 28 is connected with the low-temperature radiator 43, constituting a complete circulation path. The specific circulation mode will be described in detail in the summary section below regarding all working modes, and will not be described in detail here.

[0035] Such arrangement enables the first four-way valve 23 to distribute the cooling liquid from the first water pump 21 to different paths as required, and the first three-way valve 28 to redistribute the confluenced cooling liquid, so that the system can cool the motor through the low-temperature radiator 43 by coordinating the opening degrees of the first four-way valve 23 and the first three-way valve 28, thereby stably controlling the motor inlet water temperature and component temperature and enabling the motor to be in an optimal operating temperature range.

[0036] In addition, the low-temperature radiator 43 is further connected with the first expansion water tank 41 through a branch. The branch arrangement enables the first expansion water tank 41 to provide cooling liquid compensation and pressure buffering for the first heat exchange circuit, ensuring stable operation of the system under different working conditions. When the cooling liquid expands or shrinks in volume due to temperature change, the first expansion water tank 41 can effectively accommodate the volume change and maintain stable system pressure.

[0037] Optionally, the first four-way valve 23 and the first three-way valve 28 can be proportional regulating valves.

[0038] It should be noted that the motor can comprise a first electric drive system component 25 and a second electric drive system component 26. Alternatively, it can also comprise a water-cooled intercooler 27.

[0039] In an embodiment, the motor comprises a first electric drive system component 25 and a second electric drive system component 26. The water-cooled intercooler 27 is arranged between the first outlet of the first four-way valve 23 and the inlet of the first three-way valve 28, and the second outlet of the first four-way valve 23 is divided into two branches, the first branch is provided with the first electric drive system component 25, and the second branch is provided with the second electric drive system component 26. The two branches are connected to the inlet of the first three-way valve 28 after being merged, that is, the water-cooled intercooler 27, the first electric drive system component 25, and the second electric drive system component 26 can be cooled by the low-temperature radiator 43.

[0040] It should be noted that, in combination with other components in the thermal management system, the compressor 1 can also absorb heat from the motor to heat the battery 31. This part will be described in detail below, and will not be described in detail here.

[0041] In an embodiment of the present application, the cooling liquid circuit further comprises a second heat exchange circuit (equivalent to the following circulation two), and the second heat exchange circuit is sequentially provided with a high-temperature radiator 44, the engine 40, and a water-water heat exchanger 39. The first inlet of the engine 40 is connected to the outlet of the high-temperature radiator 44, the first outlet of the engine 40 is connected to the water inlet of the water-water heat exchanger 39, the outlet of the water-water heat exchanger 39 is connected to the second inlet of the engine 40, and the second outlet of the engine 40 is connected to the water inlet of the high-temperature radiator 44. The high-temperature radiator 44 is further connected to the second expansion water tank 42 through a branch.

[0042] In the thermal management system provided in the embodiment of the present application, the cooling liquid circuit can further comprise a second heat exchange circuit. Specifically, the first inlet of the engine 40 is connected to the outlet of the high-temperature radiator 44, the first outlet of the engine 40 is connected to the water inlet of the water-water heat exchanger 39, the outlet of the water-water heat exchanger 39 is connected to the second inlet of the engine 40, and the second outlet of the engine 40 is connected to the water inlet of the high-temperature radiator 44. This connection mode forms a complete circulation path, so that the engine 40 can be cooled by the high-temperature radiator 44, and when necessary, can also be cooled by the water-water heat exchanger 39, thereby realizing double cooling of the engine 40, and at the same time, solving the problem of water temperature fluctuation in the mode switching of the traditional water pump heat pump system.

[0043] In addition, the high-temperature radiator 44 is further connected to the second expansion water tank 42 through a branch. This arrangement enables the second expansion water tank 42 to provide independent cooling liquid compensation and pressure regulation functions for the second heat exchange circuit, ensuring the operation stability of the high-temperature circuit under the large load working condition of the engine 40. The principle is the same as that of the first expansion water tank 41, and will not be described in detail here.

[0044] In an embodiment of the present application, the refrigerant circuit comprises a third heat exchange circuit (corresponding to cycle three described below), and the third heat exchange circuit is sequentially provided with the outdoor heat exchanger 8, the refrigerant storage tank 11 and the air conditioning box evaporator 16. The liquid outlet of the refrigerant storage tank 11 is connected with the air conditioning box evaporator 16.

[0045] In the heat management system provided by the embodiment of the present application, the refrigerant circuit comprises a third heat exchange circuit, and the third heat exchange circuit mainly undertakes the refrigeration function of the passenger cabin. Specifically, the liquid outlet of the refrigerant storage tank 11 is directly connected with the air conditioning box evaporator 16. This arrangement enables the liquid refrigerant flowing out of the refrigerant storage tank 11 to directly enter the air conditioning box evaporator 16 for evaporation and heat absorption. The outdoor heat exchanger 8, as a key heat exchange component in the circuit, can perform the functions of a condenser or an evaporator according to system requirements, so as to realize heat exchange with the external environment. In addition, the third heat exchange circuit further comprises an electronic expansion valve arranged between the refrigerant storage tank 11 and the air conditioning box evaporator 16. The electronic expansion valve is used to throttle and depressurize the refrigerant flowing out of the refrigerant storage tank 11, so that the refrigerant is converted into a low-temperature and low-pressure gas-liquid mixed state before entering the air conditioning box evaporator 16, thereby ensuring that the evaporator can efficiently perform heat absorption and refrigeration, and further realizing the air conditioning refrigeration function.

[0046] It should be noted that this arrangement enables the third heat exchange circuit to independently operate to realize the single refrigeration function of the passenger cabin, and also enables the third heat exchange circuit to work cooperatively with other heat exchange circuits to maintain efficient and stable operation in complex system modes.

[0047] In an embodiment of the present application, the refrigerant circuit further comprises a fourth heat exchange circuit (corresponding to cycle four described below), and the fourth heat exchange circuit is sequentially provided with the outdoor heat exchanger 8, the water-cooled condenser 6 and the refrigerant storage tank 11. The liquid outlet of the refrigerant storage tank 11 is connected with the liquid inlet of the outdoor heat exchanger. The liquid inlet of the first passage in the water-cooled condenser 6 is connected with the outdoor heat exchanger 8, and the liquid outlet of the first passage is connected with the refrigerant storage tank 11. The cooling liquid circuit further comprises a fifth heat exchange circuit (corresponding to cycle five described below), and the heat distribution assembly further comprises a second four-way valve 38. The fifth heat exchange circuit is sequentially provided with the air conditioning box heating core 37, the water-cooled condenser 6, the second four-way valve 38, the water-water heat exchanger 39 and the electric heater 36. The liquid inlet of the second passage in the water-cooled condenser 6 is connected with the air conditioning box heating core 37, the liquid outlet of the second passage is connected with the liquid inlet of the second four-way valve 38, the first liquid outlet of the second four-way valve 38 is connected with the electric heater 36 through the water-water heat exchanger 39, and the second liquid outlet of the second four-way valve 38 is connected with the electric heater 36.

[0048] In the heat management system provided in the embodiments of the present application, a fourth heat exchange loop and a fifth heat exchange loop are further included, and both can be used for heating the passenger cabin, and the fifth heat exchange loop can absorb heat of the battery 31 to heat the passenger cabin when the battery 31 is refrigerated.

[0049] It should be noted that the second four-way valve 38 provides a flexible flow distribution scheme. The first outlet is connected with the water-water heat exchanger 39 and the electric heater 36, and the second outlet is directly connected with the electric heater 36. This configuration enables the coolant to selectively flow through the water-water heat exchanger 39 or directly to the electric heater 36, thereby realizing controllable selection of the heat transfer path.

[0050] When the system operates in the heat pump mode, the refrigerant circulates in the fourth heat exchange loop and releases heat through the first passage of the water-cooled condenser 6; at the same time, the coolant circulates in the fifth heat exchange loop, absorbs heat through the second passage of the water-cooled condenser 6, and delivers the heat to the heater core to heat the passenger cabin. At this time, the second four-way valve 38 can adjust the flow direction according to the system requirements. If higher temperature heating is required, the electric heater 36 can be started to assist heating.

[0051] It should be noted that, Figure 1 The first four-way valve 23 in the first four-way valve 23 has four small marks, the first outlet corresponds to the number 3, the second outlet corresponds to the number 4, and the third outlet corresponds to the number 2. The second four-way valve 38 has four small marks, the first outlet corresponds to the number 3, the second outlet corresponds to the number 4, and the third outlet corresponds to the number 2.

[0052] It should be further noted that the first four-way valve 23 and the second four-way valve 38 described above each include one inlet and three outlets. Taking the inlet as 1 and the outlets as 2, 3 and 4 as an example, both the two four-way valves can realize the following modes: (1) Water enters the inlet 1, and water exits the outlet 2, and the outlets 3 and 4 are closed.

[0053] (2) Water enters the inlet 1, and water exits the outlets 2 and 3 in inverse proportion of the cross section, and the outlet 4 is closed.

[0054] (3) Water enters the inlet 1, and water exits the outlet 3, and the outlets 2 and 4 are closed.

[0055] (4) Water enters the inlet 1, and water exits the outlets 3 and 4 in inverse proportion of the cross section, and the outlet 2 is closed.

[0056] (5) Water enters the inlet 1, and water exits the outlet 4, and the outlets 2 and 3 are closed.

[0057] (6) Water enters the inlet 1, and water exits the outlets 4 and 2 in inverse proportion of the cross section, and the outlet 3 is closed.

[0058] (7) Water enters the inlet 1, and water exits the outlets 2, 3 and 4.

[0059] That is, among the three liquid outlets of the four-way valve, between each adjacent two, the water can be outputted in inverse proportion, where the inverse proportion refers to when the flow of the liquid inlet is 100%, the sum of the proportion of the two liquid outlets is equal to 100%, for example, one is 20% and the other is 80%.

[0060] Due to the provision of the above two four-way valves, the flow of each liquid outlet can be finely allocated, and the heat delivered to each component (such as the battery, motor, engine and passenger cabin) can be more finely allocated in different working modes, so that the temperature change at the place where heating or cooling is needed tends to be more linear, and the temperature change is more stable, thereby avoiding the case that the temperature fluctuation is too large in the related art.

[0061] Figure 1 The first three-way valve in the first three-way valve has three small marks, and the number corresponding to the first liquid outlet is 3, and the number corresponding to the second liquid outlet is 2. The second three-way valve has three small marks, and the number corresponding to the first liquid outlet is 2, and the number corresponding to the second liquid outlet is 3.

[0062] It should be further pointed out that, Figure 1 The refrigerant circuit 20, the cooling liquid circuit 46 and the electronic fan 45 are also included in the refrigerant circuit 20, and the specific arrangement mode is described in detail in the refrigerant circuit 20, and will not be described in detail here. Figure 1

[0063] In an embodiment of the present application, the refrigerant circuit further comprises a sixth heat exchange circuit (equivalent to the following cycle seven), and the refrigerant storage tank 11, the battery cooler 14 and the water-cooled condenser 6 are sequentially arranged on the sixth heat exchange circuit; the battery cooler 14 is also in communication with the second liquid outlet of the first three-way valve 28 and the liquid inlet of the first four-way valve 23, respectively.

[0064] In an embodiment of the present application, the refrigerant circuit further comprises a sixth heat exchange circuit, and the refrigerant storage tank 11, the battery cooler 14 and the water-cooled condenser 6 are sequentially arranged on the sixth heat exchange circuit, which can cooperate with the first to fifth heat exchange circuits described above to realize the effect of air source heat pump and / or water source heat pump to heat and dehumidify the passenger cabin. Among them, the air source heat pump refers to absorbing heat from the air, and the water source heat pump refers to absorbing heat from the cooling liquid of the battery 31 and / or the motor.

[0065] Such arrangement makes the thermal management of the battery 31 no longer an independent functional module, but is integrated with the thermal management system of the whole vehicle. The heat generated by the battery 31 can be effectively dissipated, and can also be recycled when needed.

[0066] ​For example, in winter low temperature environment, the waste heat of the battery 31 is used for heating the passenger cabin, which significantly improves the energy utilization efficiency of the whole vehicle. That is, the sixth heat exchange circuit cooperates with the aforementioned heat exchange circuits to form a complete and efficient thermal management network.

[0067] In an embodiment of the present application, the cooling liquid circuit further comprises a seventh heat exchange circuit (corresponding to the tenth cycle described below), and the heat distribution assembly further comprises a second three-way valve 34; the seventh heat exchange circuit is sequentially provided with the battery cooler 14, the first one-way valve 29, the second one-way valve 47, the battery 31, the second water pump 33, and the second three-way valve 34, the liquid inlet of the second three-way valve 34 is connected with the second water pump 33, and the first liquid outlet of the second three-way valve 34 is connected with the battery cooler 14.

[0068] In the thermal management system provided by the embodiment of the present application, the cooling liquid circuit further comprises a seventh heat exchange circuit, which can cooperate with the first to sixth heat exchange circuits to cool the battery 31 by using the low temperature radiator 43 and other components. Moreover, the arrangement of the first one-way valve 29 and the second one-way valve 47 ensures the one-way flow of the cooling liquid in the seventh heat exchange circuit, preventing the temperature unevenness caused by the reverse flow of the cooling liquid.

[0069] It should be noted that the arrangement of the second three-way valve 34 provides a flexible flow distribution scheme. By adjusting the opening ratio of the second three-way valve 34, the system can accurately control the flow rate of the cooling liquid flowing through the battery cooler 14. When the battery 31 needs to be rapidly cooled, the flow rate through the battery cooler 14 can be increased.

[0070] In an embodiment of the present application, the cooling liquid circuit further comprises an eighth heat exchange circuit, the eighth heat exchange circuit is sequentially provided with the second three-way valve 34, the second one-way valve 47, and the battery 31; the second liquid outlet of the second three-way valve 34 is connected with the liquid inlet of the second one-way valve 47. The eighth heat exchange circuit can be operated independently to realize the temperature equalization of the battery 31, that is, to keep the battery 31 at a certain temperature. Alternatively, the eighth heat exchange circuit can also be connected with other heat exchange circuits to realize the refrigeration or heating of the battery 31.

[0071] For example, when the battery 31 needs to be rapidly cooled, the seventh heat exchange circuit cooperates with the refrigerant circuit to realize powerful cooling; when the battery 31 only needs to maintain the temperature or slowly cool, the eighth heat exchange circuit realizes the basic circulation, which can meet the heat dissipation demand and reduce the system energy consumption.

[0072] In an embodiment of the present application, the third liquid outlet of the first four-way valve 23 is connected between the water-cooled condenser 6 and the liquid inlet of the second four-way valve 38; the third liquid outlet of the second four-way valve 38 is connected between the liquid outlet of the second one-way valve 47 and the battery 31.

[0073] It should be noted that the setting of these two key connection points breaks the relatively independent working mode of each loop in the traditional thermal management system, and establishes a heat exchange channel between the motor, battery 31 and the crew compartment. By coordinating the working status of the first four-way valve 23 and the second four-way valve 38, the system can intelligently distribute the waste heat of the motor to the battery 31 for heating, the crew compartment for heating, or discharge it to the environment through the low-temperature radiator 43, according to real-time needs.

[0074] The working modes that the thermal management system provided in this application embodiment can perform will be described in detail below.

[0075] Figure 1 The thermal management system shown can implement 16 modes, and the requirements for each mode are detailed below:

[0076] Mode 1: like Figure 2 As shown, in this mode, the engine 40 achieves heat dissipation through the high-temperature radiator 44; the water-cooled intercooler 27, the first electric drive system component 25, and the second electric drive system component 26 are cooled through the low-temperature radiator 43. Specifically, Cycle 1: Low-temperature radiator 43 → First water pump 21 → First water temperature sensor 22 → First four-way valve 23 → (Water-cooled intercooler 27, first electric drive system component 25 and second electric drive system component 26) → First three-way valve 28 → Low-temperature radiator 43.

[0077] Cycle 2: High-temperature radiator 44 → Engine 40 → Water-to-water heat exchanger 39 → Engine 40 → High-temperature radiator 44.

[0078] Mode 2: such as Figure 3 As shown, in this mode, the refrigerant is cooled by the outdoor heat exchanger 8 and then flows through the evaporator 16 of the air conditioning unit for cooling. Specifically, The sequence is Loop 1 + Loop 2 + Loop 3. Loop 1 and Loop 2 are the same as in Pattern 1, so they will not be repeated here.

[0079] Cycle 3: Outdoor heat exchanger 8 → Pressure sensor 9 → Fourth SOV valve 10 → Refrigerant receiver 11 → Third expansion valve 15 → Air conditioner evaporator 16 → Temperature and pressure sensor 17 → Refrigerant check valve 18 → Temperature and pressure sensor 19 → Compressor 1 → Temperature and pressure sensor 2 → Second SOV valve 4 → Outdoor heat exchanger 8.

[0080] Mode 3: In this mode, the heat management system absorbs heat from the air through the outdoor heat exchanger 8, and the heat is transferred to the cooling liquid through the water-cooled condenser 6, and the cooling liquid is transferred to the passenger cabin through the air conditioning heater core. At the same time, waste heat recovery can be achieved by absorbing heat from the motor through the battery cooler 14.

[0081] Mode three can be subdivided into three working states.

[0082] (1) Air source heat pump circuit As shown in the figure, cycle one + cycle two + cycle four + cycle five, cycle one and cycle two are the same as in mode one, which will not be repeated here. Figure 4

[0083] Cycle four: outdoor heat exchanger 8 -> third SOV valve 5 -> temperature and pressure sensor 19 -> compressor 1 -> temperature and pressure sensor 2 -> first SOV valve 3 -> water-cooled condenser 6 -> refrigerant storage tank 11 -> first expansion valve 12 -> outdoor heat exchanger 8.

[0084] Cycle five: air conditioning heater core 37 -> water-cooled condenser 6 -> water one-way valve 48 -> electric water pump 35 -> second four-way valve 38 -> water-water heat exchanger 39 -> electric heater 36 -> air conditioning heater core 37.

[0085] At this time, the electric heater 36 can not be started.

[0086] (2) Air source heat pump + water source heat pump circuit As shown in the figure, cycle one + cycle two + cycle four + cycle five + cycle six, cycles one, two, four, and five are the same as described above. Figure 5 Cycle six: battery cooler 14 -> first water pump 21 -> first four-way valve 23 -> motor -> first three-way valve 28 -> battery cooler 14.

[0087] It should be noted that the motor can include a first electric drive system component 25 and a second electric drive system component 26. Alternatively, it can also include a water-cooled intercooler 27.

[0088] (3) Water source heat pump circuit

[0089] As shown in the figure, cycle one + cycle two + cycle five + cycle six + cycle seven, cycles one, two, five, and six are the same as described above. Figure 6 Cycle seven: battery cooler 14 -> temperature and pressure sensor 19 -> compressor 1 -> temperature and pressure sensor 2 -> first SOV valve 3 -> water-cooled condenser 6 -> refrigerant one-way valve 7 -> refrigerant storage tank 11 -> second expansion valve 13 -> battery cooler 14.

[0090] It should be noted that the motor can include a first electric drive system component 25 and a second electric drive system component 26. Alternatively, it can also include a water-cooled intercooler 27. ​​

[0091] Mode four: As Figure 7 shown, this mode is used to heat and dehumidify the passenger cabin.

[0092] It should be noted that the thermal management system can work like an air conditioner, first dehumidify (remove moisture) the air entering the vehicle cabin with the evaporator, and then heat the dry air in any way to achieve the effect of both warm and not humid.

[0093] This mode includes cycle one + cycle two + cycle three + cycle five + cycle six + cycle seven + cycle eight, and the same cycles as described above are not described here.

[0094] Cycle eight: air conditioning box evaporator 16 -> temperature and pressure sensor 17 -> refrigerant one-way valve 18 -> temperature and pressure sensor 19 -> compressor 1 -> temperature and pressure sensor 2 -> first SOV valve 3 -> water-cooled condenser 6 -> refrigerant one-way valve 7 -> refrigerant storage tank 11 -> air conditioning box evaporator 16.

[0095] Mode five: This mode uses the battery 31 to refrigerate, and the passenger cabin, motor and engine 40 do not need to refrigerate or heat.

[0096] Mode five can be subdivided into three working states: (1) The outdoor heat exchanger 8 cools the refrigerant circuit, and the compressor 1 operates to refrigerate the battery 31.

[0097] As Figure 8 shown, this state includes cycle one + cycle two + cycle nine + cycle ten.

[0098] Cycle nine: outdoor heat exchanger 8 -> pressure sensor 9 -> fourth SOV valve 10 -> refrigerant storage tank 11 -> second expansion valve 13 -> battery cooler 14 -> temperature and pressure sensor -> compressor 1 -> temperature and pressure sensor 2 -> second SOV valve 4 -> outdoor heat exchanger 8.

[0099] Cycle ten: battery 31 -> third water temperature sensor 32 -> second water pump 33 -> second three-way valve 34 -> battery cooler 14 -> first one-way valve 29 -> second one-way valve 47 -> second water temperature sensor 30 -> battery 31.

[0100] (2) The low-temperature radiator 43 cools the refrigerant circuit, and the compressor 1 operates to refrigerate the battery 31.

[0101] As Figure 9 shown, this state includes cycle one + cycle two + cycle five + cycle seven + cycle eleven Cycle 11: Low-temperature radiator 43 → First water pump 21 → First four-way valve 23 → Electric water pump 35 → Second four-way valve 38 → Electric heater 36 → Air conditioning unit heating core 37 → Water-cooled condenser 6 → Water circuit check valve 24 → First three-way valve 28.

[0102] (3) The low-temperature radiator 43 cools the circuit of battery 31.

[0103] like Figure 10 As shown, this state includes loop 1 + loop 2 + loop 5 + loop 7 + loop 10 + loop 12 Cycle 12: Low-temperature radiator 43 → First water pump 21 → First water temperature sensor 22 → First four-way valve 23 → First three-way valve 28 → Second three-way valve 34 → Battery cooler 14 → First water pump 21. Mode Six: like Figure 11 As shown, in this mode, both battery 31 and the crew cabin require cooling.

[0104] This pattern includes loop one, loop two, loop three, loop nine, and loop ten. These loops are the same as those described above and will not be elaborated on further here.

[0105] Pattern Seven: In this mode, the crew compartment is heated, while battery 31 is cooled. The battery 31 is cooled, and its heat is absorbed to heat the crew compartment. Simultaneously, the heat from electric heater 36 and engine 40 can be selectively used.

[0106] This mode can be further divided into two working states.

[0107] (1) Air source heat pumps can be used selectively.

[0108] like Figure 12 As shown, this state includes cycle one + cycle two + cycle five + cycle seven + cycle ten. These cycles are the same as those described above, and will not be elaborated on further here.

[0109] (2) The low-temperature radiator 43 cools the battery 31 and uses the electric heater 36 or the heat from the engine 40 to heat the crew compartment.

[0110] like Figure 13 As shown, this pattern includes loop one + loop two + loop five + loop ten + loop twelve. These loops are the same as those described above, and will not be elaborated on further here.

[0111] Mode 8: This mode can be further divided into two working states.

[0112] (1) The crew cabin is heated by the condensation heat of the compressor 1, and the heat from the electric heater 36 and the engine 40 can be used selectively. The battery 31 is cooled by the low-temperature radiator 43.

[0113] like Figure 14 As shown, this state includes cycle one + cycle two + cycle five + cycle eight + cycle ten + cycle twelve. These cycles are the same as those described above, and will not be elaborated on further here.

[0114] (2) Compressor 1 absorbs heat from battery 31 to cool battery 31, and at the same time transfers heat from battery 31 to the crew cabin for heating.

[0115] like Figure 15 As shown, this state includes cycle one + cycle two + cycle five + cycle seven + cycle eight + cycle ten. These cycles are the same as those described above, and will not be elaborated on further here.

[0116] Mode Nine: like Figure 16 As shown, in this mode, the crew cabin does not require heating or cooling, the battery 31 needs to be kept at a constant temperature, and the motor needs to be cooled.

[0117] This pattern includes loop one, loop two, and loop thirteen. Loop one and loop two are the same as in pattern one, and will not be described in detail here.

[0118] Cycle 13: Battery 31 → Third water temperature sensor 32 → Second three-way valve 34 → Second one-way valve 47 → Second water temperature sensor 30 → Battery 31.

[0119] Pattern 10: like Figure 17 As shown, in this mode, the air conditioning (i.e., the passenger compartment) needs to be cooled, the battery 31 needs to be kept at a constant temperature, and the motor needs to be cooled.

[0120] This pattern includes loop one, loop two, loop three, and loop thirteen. These loops are the same as those described above and will not be elaborated on further here.

[0121] Mode 11: In this mode, the air conditioning (i.e., the passenger compartment) needs to heat up, the battery 31 needs to maintain a constant temperature, and the motor needs to dissipate heat.

[0122] This mode can be further divided into two working states.

[0123] (1) An air source heat pump uses an outdoor heat exchanger 8 to absorb heat from the air to heat the crew cabin. The electric heater 36 and the engine 40 are optional heat sources.

[0124] like Figure 18As shown, this state includes cycle one, cycle two, cycle four, cycle five, and cycle thirteen. These cycles are the same as those described above and will not be elaborated on further here.

[0125] (2) A water source heat pump absorbs waste heat from the motor or utilizes the temperature difference between the coolant and the environment to exchange heat through a low-temperature radiator 43, thereby heating the crew compartment. The electric heater 36 and the engine 40 heat source can be used selectively.

[0126] like Figure 19 As shown, this state includes cycle one + cycle two + cycle five + cycle six + cycle seven. These cycles are the same as those described above, and will not be elaborated on further here.

[0127] Pattern Twelve: In this mode, the air conditioning (i.e., the passenger compartment) provides heating and dehumidification, the battery 31 needs to maintain a uniform temperature, and the motor needs to dissipate heat.

[0128] This mode can be further divided into two working states.

[0129] (1) Water source heat pump for heating and dehumidifying the crew cabin.

[0130] like Figure 20 As shown, the pattern includes loop 1 + loop 2 + loop 5 + loop 6 + loop 7 + loop 8 + loop 13. These loops are the same as those described above, and will not be elaborated on further here.

[0131] (2) Air source heat pump for heating and dehumidifying the crew cabin.

[0132] like Figure 21 As shown, this pattern includes loop one + loop two + loop four + loop five + loop eight + loop thirteen. These loops are the same as those described above, and will not be elaborated on further here.

[0133] Pattern Thirteen: In this mode, the air conditioning (i.e., the passenger compartment) is not required or needs ventilation, the battery 31 needs to generate heat, and the motor needs to dissipate heat.

[0134] This mode can be further divided into three working states.

[0135] (1) An air source heat pump heats the battery 31, and the heat from the electric heater 36 and the engine 40 can be used selectively.

[0136] like Figure 22 As shown, this state includes loop 1 + loop 2 + loop 5 + loop 8 + loop 13 + loop 14.

[0137] Cycle 14: Battery 31 → Third water temperature sensor 32 → Second water pump 33 → Second three-way valve 34 → Water-cooled condenser 6 → Water circuit check valve → Electric water pump 35 → Second four-way valve 38 → Second water temperature sensor 30 → Battery 31.

[0138] (2) A water source heat pump heats the battery 31. The heat from the electric heater 36 and the engine 40 can be used selectively. The battery 31 is heated by absorbing the waste heat of the motor or by using the temperature difference between the coolant and the ambient temperature through the low-temperature radiator 43.

[0139] like Figure 23 As shown, this state includes cycle 1 + cycle 2 + cycle 5 + cycle 6 + cycle 7 + cycle 14.

[0140] (3) Use the waste heat of the motor to heat the battery 31.

[0141] like Figure 24 As shown, this pattern includes loop two + loop six + loop ten. These loops are the same as those described above, and will not be elaborated on further here.

[0142] Pattern Fourteen: This mode is used to heat the crew compartment and the battery 31.

[0143] This mode can be further divided into four working states.

[0144] (1) The motor heats the battery 31, and the air conditioner (i.e. the crew cabin) uses the compressor 1 and the environment for heat exchange and cooling.

[0145] like Figure 25 As shown, this state includes cycle two, cycle three, cycle six, and cycle ten. These cycles are the same as those described above and will not be elaborated on further here.

[0146] (2) A water source heat pump uses the compressor 1 to absorb heat from the motor to heat the battery 31.

[0147] like Figure 26 As shown, this state includes cycle two, cycle six, cycle seven, cycle eight, cycle thirteen, and cycle fourteen. These cycles are the same as those described above and will not be elaborated on further here.

[0148] (3) Air source heat pump, which uses outdoor heat exchanger 8 to absorb heat from the air.

[0149] like Figure 27 As shown, this state includes loop one, loop two, loop eight, loop thirteen, and loop fourteen. These loops are the same as those described above and will not be elaborated on further here.

[0150] (4) Use the electric heater 36 or the heat from the engine 40 to heat the battery 31.

[0151] As Figure 28 shown, the state includes cycle one + cycle two + cycle three + cycle five + cycle fourteen, and these cycles are the same as the foregoing description, and will not be described in detail here.

[0152] Mode fifteen: In this mode, the air conditioner (i.e. the passenger cabin) needs to be heated, and the battery 31 needs to be heated.

[0153] This mode can be subdivided into three working states.

[0154] (1) Use the outdoor heat exchanger 8 to absorb heat from the air. The electric heater 36 heat and the engine 40 heat can be selected.

[0155] As Figure 29 shown, the state includes cycle one + cycle two + cycle three + cycle five + cycle fourteen, and these cycles are the same as the foregoing description, and will not be described in detail here.

[0156] (2) Water source heat pump, use the temperature difference between the low temperature radiator 43 and the environment to absorb heat, and use the motor waste heat to heat the passenger cabin and the battery 31, and the electric heater 36 and the engine 40 heat can be selectively used.

[0157] As Figure 30 shown, the state includes cycle one + cycle two + cycle three + cycle five + cycle fourteen, and these cycles are the same as the foregoing description, and will not be described in detail here.

[0158] (3) The motor heats the battery 31, and the electric heater 36 or the engine 40 heats the passenger cabin.

[0159] As Figure 31 shown, the state includes cycle two + cycle six + cycle eight + cycle ten, and these cycles are the same as the foregoing description, and will not be described in detail here.

[0160] Mode sixteen: In this mode, the air conditioner (i.e. the passenger cabin) needs to be heated and dehumidified, and the battery 31 needs to be heated.

[0161] This mode can be subdivided into three working states.

[0162] (1) Use the compressor 1 waste heat to heat the passenger cabin, use the evaporator to dehumidify the passenger cabin, and the electric heater 36, engine 40 heat can be selectively used. Use the motor waste heat to heat the battery 31.

[0163] As Figure 32 shown, the state includes cycle two + cycle five + cycle six + cycle eight + cycle ten, and these cycles are the same as the foregoing description, and will not be described in detail here.

[0164] (2) Air source heat pump, using outdoor heat exchanger 8 to absorb heat from the air, heating the battery 31 and the passenger cabin. Using the evaporator to dehumidify the passenger cabin.

[0165] As shown in Figure 33 , the state includes cycle one + cycle two + cycle five + cycle eight + cycle thirteen + cycle fourteen, and these cycles are the same as previously described, and will not be described in detail here.

[0166] (3) Water source heat pump, using the temperature difference between the low temperature radiator 43 and the environment to absorb heat, motor waste heat, heating the passenger cabin and the battery 31, and the electric heater 36 and the engine 40 heat can be selectively used. Using the evaporator to dehumidify the passenger cabin.

[0167] As shown in Figure 34 , the state includes cycle one + cycle two + cycle five + cycle six + cycle seven + cycle eight + cycle thirteen + cycle fourteen, and these cycles are the same as previously described, and will not be described in detail here.

[0168] In summary, the heat management system provided by the embodiment of the application can realize three heat pump modes: 1. Directly and indirectly absorbing heat from the air through the refrigerant and coolant circulation; 2. Absorbing waste heat from the motor and battery through the refrigerant and coolant circulation; 3. Directly absorbing heat from the air and indirectly absorbing heat from the motor through the refrigerant and coolant circulation. The system can realize motor waste heat heating the battery, electric heater heating the battery, and engine hot water heat exchange heating the battery; the system can realize electric heater heating the passenger cabin, heating and hot water heat exchange heating the passenger cabin; the system can realize using the compressor to refrigerate the passenger cabin, and using the heat generated by the compressor to heat the passenger cabin.

[0169] Specifically, above 0°C, the water source heat pump (recycling motor and battery waste heat or absorbing environmental heat through the motor radiator) can effectively prevent the radiator from frosting.

[0170] Below 0°C, air source and water source heat pumps can be used, that is, evaporation heat exchange is performed through the outdoor condenser, and at the same time, the motor and battery waste heat is absorbed through the water-cooled condenser.

[0171] Below 0°C, a water source indirect heat pump scheme can also be used, first cooling the coolant, and then using the temperature difference between the coolant and the ambient temperature to perform heat exchange through the low temperature radiator to realize the heat pump function.

[0172] The thermal management system in the embodiments of the present application can improve the pure electric cruising range of the vehicle in a low temperature scenario, while ensuring the motor inlet water temperature and component temperature, and avoiding over-temperature. The water source heat pump function is realized by controlling the cooling liquid loop direction, flow and water temperature, and the influence of the water temperature on the mode switching of the traditional water pump heat pump system can be solved. The air source heat pump can be realized to absorb heat from the air, and the water source heat pump can be realized to absorb and utilize waste heat from the motor and the battery. In addition, the air source heat pump and the high temperature refrigeration share one condenser, reducing the number of condensers. The motor inlet water temperature and component temperature can be stably controlled, so that the motor is in the optimal operating temperature range.

[0173] The embodiments of the present application also provide a vehicle, which can include the thermal management system in any of the above embodiments.

[0174] In the present application, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance. The term "a plurality of" refers to two or more, unless otherwise explicitly limited.

[0175] Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. The present application is intended to cover any variations, uses or adaptive changes of this application following the general principles thereof and including those expressly stated or implied herein. The specification and examples are only considered as illustrative.

[0176] It should be understood that the present application is not limited to the precise structures described and shown in the drawings, and various modifications and changes can be made without departing from the scope thereof. The scope of the present application is only limited by the appended claims.

Claims

1. A thermal management system applied to a vehicle, in which a battery (31), an electric motor, an engine (40) and a passenger compartment are provided, characterized in that, The heat management system comprises a cooling liquid circuit and a refrigerant circuit, both of which comprise at least two heat exchange circuits; The heat distribution assembly is used to adjust the flow of cooling liquid flowing through different heat exchange circuits in the cooling liquid circuit to distribute the heat delivered to the battery (31), the motor, the engine (40) and the passenger cabin; and / or, The heat distribution assembly is used to adjust the flow of refrigerant flowing through different heat exchange circuits in the refrigerant circuit to distribute the heat delivered to the battery (31), the motor, the engine (40) and the passenger cabin.

2. The thermal management system of claim 1, wherein, The cooling liquid circuit comprises a first heat exchange circuit, and the heat distribution assembly comprises a first four-way valve (23) and a first three-way valve (28); The first heat exchange circuit is sequentially provided with a low-temperature radiator (43), a first water pump (21), a first four-way valve (23) and a first three-way valve (28), the liquid inlet of the first four-way valve (23) is connected with the first water pump (21), the first liquid outlet and the second liquid outlet of the first four-way valve (23) are both connected with the liquid inlet of the first three-way valve (28), and the first liquid outlet of the first three-way valve (28) is connected with the low-temperature radiator (43), wherein the motor is arranged between the first four-way valve (23) and the first three-way valve (28). The low-temperature radiator (43) is further connected with a first expansion water tank (41) through a branch.

3. The thermal management system of claim 2, wherein, The cooling liquid circuit further comprises a second heat exchange circuit, and the second heat exchange circuit is sequentially provided with a high-temperature radiator (44), the engine (40) and a water-water heat exchanger (39); The first liquid inlet of the engine (40) is connected with the liquid outlet of the high-temperature radiator (44), the first liquid outlet of the engine (40) is connected with the water inlet of the water-water heat exchanger (39), the liquid outlet of the water-water heat exchanger (39) is connected with the second liquid inlet of the engine (40), and the second liquid outlet of the engine (40) is connected with the water inlet of the high-temperature radiator (44); The high-temperature radiator (44) is further connected with a second expansion water tank (42) through a branch.

4. The thermal management system of claim 3, wherein, The refrigerant circuit comprises a third heat exchange circuit, and the third heat exchange circuit is sequentially provided with an outdoor heat exchanger (8), a refrigerant storage tank (11) and an air conditioner box evaporator (16), and the liquid outlet of the refrigerant storage tank (11) is connected with the air conditioner box evaporator (16).

5. The thermal management system of claim 4, wherein, The refrigerant circuit further comprises a fourth heat exchange circuit, and the fourth heat exchange circuit is sequentially provided with the outdoor heat exchanger (8), a water-cooled condenser (6) and the refrigerant storage tank (11), the liquid outlet of the refrigerant storage tank (11) is connected with the liquid inlet of the outdoor heat exchanger (8), the liquid inlet of a first passage in the water-cooled condenser (6) is connected with the outdoor heat exchanger (8), and the liquid outlet of the first passage is connected with the refrigerant storage tank (11); The cooling liquid circuit further comprises a fifth heat exchange circuit, the heat distribution assembly further comprises a second four-way valve (38), the fifth heat exchange circuit is sequentially provided with an air conditioning box heating core (37), the water-cooled condenser (6), the second four-way valve (38), a water-water heat exchanger (39) and an electric heater (36), a liquid inlet of a second passage in the water-cooled condenser (6) is connected with the air conditioning box heating core (37), a liquid outlet of the second passage is connected with a liquid inlet of the second four-way valve (38), a first liquid outlet of the second four-way valve (38) is connected with the electric heater (36) through the water-water heat exchanger (39), and a second liquid outlet of the second four-way valve (38) is connected with the electric heater (36).

6. The thermal management system of claim 4, wherein, The refrigerant circuit further comprises a sixth heat exchange circuit, the sixth heat exchange circuit is sequentially provided with the refrigerant storage tank (11), a battery cooler (14) and the water-cooled condenser (6); The battery cooler (14) is further communicated with a second liquid outlet of the first three-way valve (28) and a liquid inlet of the first four-way valve (23) respectively.

7. The thermal management system of claim 6, wherein, The cooling liquid circuit further comprises a seventh heat exchange circuit, the heat distribution assembly further comprises a second three-way valve (34); The seventh heat exchange circuit is sequentially provided with the battery cooler (14), a first one-way valve (29), a second one-way valve (47), the battery (31), a second water pump (33) and the second three-way valve (34), a liquid inlet of the second three-way valve (34) is connected with the second water pump (33), and a first liquid outlet of the second three-way valve (34) is connected with the battery cooler (14).

8. The thermal management system of claim 7, wherein, The cooling liquid circuit further comprises an eighth heat exchange circuit, the eighth heat exchange circuit is sequentially provided with the second three-way valve (34), the second one-way valve (47) and the battery (31); A second liquid outlet of the second three-way valve (34) is connected with a liquid inlet of the second one-way valve (47).

9. The thermal management system of claim 8, wherein, A third liquid outlet of the first four-way valve (23) is connected between the water-cooled condenser (6) and a liquid inlet of the second four-way valve (38); A third liquid outlet of the second four-way valve (38) is connected between a liquid outlet of the second one-way valve (47) and the battery (31).

10. A vehicle characterized by comprising: The vehicle comprises the thermal management system according to any one of claims 1 to 9.

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