Thermal management system and vehicle

Abstract

The invention provides a thermal management system and a vehicle. The thermal management system comprises an air conditioning system, a cabin system and a driving system. The air conditioning system comprises a compressor, an indirect condenser and a first cooler. A refrigerant inlet end of the indirect condenser is communicated with an outlet end of the compressor, a refrigerant outlet end of the indirect condenser is communicated with a refrigerant inlet end of the first cooler, and a refrigerant outlet end of the first cooler is communicated with an inlet end of the compressor. The cabin system includes an indirect condenser and a heater core, and the drive system includes a drive unit and a first cooler. And the heater core and the indirect condenser form a cooling liquid loop. The driving unit and the first cooler form a cooling liquid loop. Through the arrangement, high-efficiency utilization of cold and heat of the refrigerant is improved.

Description

TECHNICAL FIELD

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

[0002] With the rapid development of the vehicle industry, the popularity of various electric, hybrid and other new energy vehicles in society is also increasing. As an important part of new energy vehicles, electric drive systems are the focus of various vehicle manufacturers, and one of the main problems involved in designing efficient electric drive systems is the thermal management system. Vehicle thermal management is mainly used to cool the heat-generating components on the vehicle, such as motors, electronic controls, on-board chargers, and heated passenger compartments, so that each component works within the optimal temperature range to ensure the functional safety and service life of the vehicle.

[0003] In the prior art, many electric, hybrid and other new energy vehicles use thermal management systems with limited capacity and excessive complexity. For example, existing new energy vehicles usually use multiple independent thermal management subsystems. This design scheme results in lower utilization efficiency of internal heat and cold in thermal management due to the presence of components such as pumps, valves, radiators, water tanks, joints, and refrigerant systems in each subsystem, resulting in higher waste of energy consumption and increased burden on the vehicle. At the same time, in the vehicle thermal management system, most vehicles use high-voltage PTC heaters. However, using PTC to heat high-voltage batteries and passenger compartments in winter will reduce the range of electric vehicles by about 40%, greatly reducing the user experience of the vehicle.

[0004] Therefore, it is necessary to provide an improved thermal management system to solve some or all of the above problems. SUMMARY

[0005] The present application provides an energy-saving and efficient thermal management system and a vehicle.

[0006] The present application provides a thermal management system, comprising an air conditioning system, a cabin system and a drive system; the air conditioning system comprises a compressor, an indirect condenser and a first cooler; the refrigerant inlet end of the indirect condenser is in communication with the outlet end of the compressor, the refrigerant outlet end of the indirect condenser is in communication with the refrigerant inlet end of the first cooler, and the refrigerant outlet end of the first cooler is in communication with the inlet end of the compressor;

[0007] The cabin system comprises the indirect condenser and a heater core, and the drive system comprises a drive unit and the first cooler; the heater core and the indirect condenser form a cooling liquid circuit; the drive unit and the first cooler form a cooling liquid circuit.

[0008] Furthermore, it also includes a battery system, which includes a battery assembly and a second cooler; the air conditioning system includes a first heat exchanger and a second cooler; the first heat exchanger includes a first port and a second port; the first port is respectively connected to the refrigerant outlet of the indirect condenser and the refrigerant inlet of the second cooler, and the second port is respectively connected to the inlet and outlet of the compressor; the refrigerant outlet of the second cooler is connected to the inlet of the compressor; the battery assembly and the second cooler form a coolant circuit.

[0009] Furthermore, the battery system also includes a first water tank, a first solenoid valve, a first radiator, and a second heat exchanger; the coolant inlet and outlet of the battery assembly, the first water tank, the first solenoid valve, the second heat exchanger, and the second cooler are connected end to end in sequence; the first radiator is connected in series between the first solenoid valve and the battery assembly, and is arranged in parallel with the second heat exchanger and the second cooler.

[0010] Furthermore, the cockpit system also includes a vortex tank, a second solenoid valve, and a heater; the vortex tank, the second solenoid valve, the coolant inlet and outlet of the indirect condenser, the heater, and the heater core are connected end to end in sequence; the second solenoid valve is connected to the cockpit coolant inlet of the second heat exchanger, and the cockpit coolant outlet of the second heat exchanger is connected to the coolant inlet of the indirect condenser.

[0011] Furthermore, the drive system also includes a second water tank, a proportional valve, and a second radiator; the second water tank, the proportional valve, the second radiator, and the drive unit are connected end to end in sequence; the coolant inlet of the first cooler is connected to the proportional valve, and the coolant outlet of the first cooler is connected to the drive unit; the first cooler and the second radiator are connected in parallel; the second water tank is connected to the vortex tank, and the coolant flows unidirectionally from the second water tank to the vortex tank.

[0012] Furthermore, the drive unit includes a front drive assembly and a rear drive assembly connected in parallel; the front drive assembly includes a DC-DC converter, a battery power control module, a front inverter, and a front drive unit connected in series; the rear drive assembly includes a rear inverter and a rear drive unit connected in series.

[0013] Furthermore, the cabin system includes an autonomous heating mode; the autonomous heating mode can be activated when the battery pack is charging and the terminal sets a timer for using the battery pack and / or when the battery system coolant drops below 14°C; in the autonomous heating mode, the heater is turned on.

[0014] Furthermore, the battery system includes an active heating mode; the active heating mode is activated when the internal temperature of the battery assembly is below 14°C, and in the active heating mode, both the first solenoid valve and the second solenoid valve are connected to the second heat exchanger; the active heating mode is turned off when the internal temperature of the battery assembly reaches 17°C; when the active heating mode is activated, the autonomous heating mode is also activated.

[0015] Furthermore, the battery system includes a passive cooling mode and an active cooling mode; the passive cooling mode is activated when the internal temperature of the battery assembly is >27°C and the ambient temperature is <25°C, and in the passive cooling mode, the first solenoid valve is connected to the first radiator; the active cooling mode is activated when the internal temperature of the battery assembly is >33°C and the ambient temperature is >25°C, and in the active cooling mode, the first solenoid valve is connected to the second heat exchanger.

[0016] Furthermore, the air conditioning system also includes an evaporator, a first check valve, a second check valve, and an accumulator; the inlet end of the evaporator is connected to the refrigerant outlet end of the indirect condenser and the first port, respectively, and the outlet end of the evaporator is connected to the inlet end of the first check valve; the inlet end of the second check valve is connected to the refrigerant outlet end of the first cooler and the refrigerant outlet end of the second cooler, respectively; the outlet ends of the first check valve and the second check valve are both connected to the inlet end of the accumulator, and the outlet end of the accumulator is connected to the inlet end of the compressor.

[0017] Further, the air conditioning system includes isolation valve one, isolation valve two, isolation valve three, isolation valve four, isolation valve five, and isolation valve six; isolation valve one is connected between the outlet end of the compressor and the second port; isolation valve two is connected between the outlet end of the compressor and the refrigerant inlet end of the indirect condenser; the inlet end of isolation valve three is connected to the refrigerant outlet end of the indirect condenser, and the outlet end of isolation valve three is connected to the inlet end of isolation valve four, isolation valve five, and the refrigerant inlet end of the first cooler respectively; the inlet end of isolation valve four is connected to isolation valve five, and the outlet end of isolation valve four is connected to the inlet end of the evaporator; isolation valve five is connected between the first port and the outlet end of isolation valve three, between the first port and the refrigerant inlet end of the second cooler, and between the first port and the inlet end of isolation valve four; isolation valve six is ​​connected between the second port and the inlet end of the accumulator. 。

[0018] Furthermore, the air conditioning system includes a first heat pump mode; in the first heat pump mode, isolation valve one, isolation valve four, and isolation valve five are all closed, while isolation valve two and isolation valve three are all open; refrigerant flows sequentially from the compressor to the indirect condenser, the first cooler, and the compressor.

[0019] Furthermore, the air conditioning system also includes a second heat pump mode; in the second heat pump mode, isolation valve one and isolation valve four are both closed, while isolation valve two, isolation valve three, isolation valve five, and isolation valve six are all open; refrigerant flows sequentially from the compressor to the indirect condenser, the first heat exchanger, and the compressor. The first heat pump mode and the second heat pump mode combine to form a third heat pump mode. 。

[0020] Furthermore, the air conditioning system includes an air conditioning cooling mode; in the air conditioning cooling mode, isolation valve two, isolation valve three, and isolation valve six are all closed; the refrigerant flows through the compressor and the first heat exchanger, and then through the second cooler and / or the evaporator.

[0021] Furthermore, the air conditioning system includes a reheat mode; the reheat mode is activated in the air conditioning cooling mode, and in the reheat mode, the second isolation valve and the third isolation valve are opened, and the refrigerant also flows from the compressor through the indirect condenser and then through the evaporator or the first cooler and the evaporator.

[0022] This application also provides a vehicle including the thermal management system described above.

[0023] Compared with the prior art, the thermal management system of this application forms a coolant circuit with the heater core and the indirect condenser, and a coolant circuit with the drive unit and the first cooler. When the refrigerant flowing from the compressor flows through the indirect condenser, it transfers heat to the coolant circuit formed by the heater core and the indirect condenser to heat the heater core, thereby increasing the air temperature around the heater core and generating warm air to heat the vehicle cabin. Subsequently, when the cooled refrigerant flows through the first cooler, it absorbs heat from the coolant circuit formed by the drive unit and the first cooler to cool the drive unit, thereby improving the efficient utilization of the cold and heat of the refrigerant. At the same time, the refrigerant that has absorbed heat flows back into the compressor, reducing the pressure on the compressor to process the refrigerant and reducing energy consumption.

[0024] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0025] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this specification and, together with the description, serve to explain the principles of this specification.

[0026] Figure 1 This is a schematic diagram of the thermal management system loop of this application.

[0027] Figure 2 This is a schematic diagram of the first heat pump mode loop in the thermal management system of this application.

[0028] Figure 3 This is a schematic diagram of the second heat pump mode loop in the thermal management system of this application.

[0029] Figure 4 This is a schematic diagram of the third heat pump mode loop in the thermal management system of this application.

[0030] Figure 5 This is a schematic diagram of the first air conditioning mode loop in the thermal management system of this application.

[0031] Figure 6 This is a schematic diagram of the second air conditioning mode loop in the thermal management system of this application.

[0032] Figure 7 This is a schematic diagram of the third air conditioning mode loop in the thermal management system of this application.

[0033] Figure 8 This is a schematic diagram of the first reheat mode loop in the thermal management system of this application.

[0034] Figure 9 This is a schematic diagram of the second reheat mode loop in the thermal management system of this application.

[0035] Figure 10 This is a circuit diagram of the combination of the cockpit system, drive system, and battery system in the thermal management system of this application.

[0036] Figure 11 This is a schematic diagram of the drive unit circuit in the drive system of this application.

[0037] Reference numerals: 1-Air conditioning system; 11-Compressor; 12-Indirect condenser; 13-First cooler; 14-First heat exchanger; 141-First port; 142-Second port; 15-Evaporator; 16-First check valve; 17-Second check valve; 18-Accumulator; 19-Throttle tube; 101-Isolation valve one; 102-Isolation valve two; 103-Isolation valve three; 104-Isolation valve four; 105-Isolation valve five; 106-Isolation valve six; 110-Sensor one; 120-Sensor two; 130-Sensor three; 140-Sensor four; 150-Silencer; 2-Cockpit system; 21-Heater core; 22-Vortex canister; 23 24-Second solenoid valve; 25-Heater; 3-Cooling pump II; 3-Drive system; 31-Drive unit; 311-Front drive assembly; 3111-DC-DC converter; 3112-Battery power control module; 3113-Front inverter; 3114-Front drive unit; 312-Rear drive assembly; 3121-Rear inverter; 3122-Rear drive unit; 32-Second water tank; 33-Proportional valve; 34-Second radiator; 35-Cooling pump III; 4-Battery system; 41-Battery assembly; 42-Second cooler; 43-First water tank; 44-First solenoid valve; 45-First radiator; 46-Second heat exchanger; 47-Cooling pump I. Detailed Implementation

[0038] The technical solutions in the embodiments (or "implementations") of this application will be clearly and completely described herein with reference to the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0039] If the embodiments of this application contain terms relating to directional indications or positional relationships (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationships and movements between components in a specific posture (as shown in the attached figures); if the specific posture changes, the directional indications or positional relationships will also change accordingly. Furthermore, the terms "first" and "second" used in the embodiments of this application are only for descriptive convenience and should not be construed as indicating or implying relative importance.

[0040] like Figure 1 As shown, the thermal management system of this application includes an air conditioning system 1, a cabin system 2, a drive system 3, and a battery system 4. The air conditioning system 1 is connected to the cabin system 2, the drive system 3, and the battery system 4 respectively, and provides cooling or heating to the cabin system 2, the drive system 3, and the battery system 4 through refrigerant.

[0041] The air conditioning system 1 includes a compressor 11, an indirect condenser 12, a first cooler 13, a first heat exchanger 14, and a second cooler 42. The compressor 11 compresses the refrigerant into a high-temperature, high-pressure gas, which then flows into the thermal management system for heat exchange. The indirect condenser 12 is a heat exchanger through which the refrigerant circuit of the air conditioning system 1 exchanges heat with the coolant circuit of the cabin system 2.

[0042] Specifically, the refrigerant inlet of the indirect condenser 12 is connected to the outlet of the compressor 11, the refrigerant outlet of the indirect condenser 12 is connected to the refrigerant inlet of the first cooler 13, and the refrigerant outlet of the first cooler 13 is connected to the inlet of the compressor 11. When the refrigerant flows through the indirect condenser 12, the heat in the refrigerant is absorbed by the cabin system coolant flowing through the indirect condenser 12, thereby preventing the heat of the refrigerant from being directly dissipated into the outside air and improving the utilization efficiency of the refrigerant heat.

[0043] The first cooler 13 is also a heat exchanger. High-temperature vaporized refrigerant flows through the indirect condenser 12 and, after heat exchange, transforms into a lower-temperature liquid refrigerant, which then flows into the first cooler 13. The refrigerant circuit of the air conditioning system 1 exchanges heat with the coolant circuit of the drive system 3 through the first cooler 13. Specifically, when the lower-temperature liquid refrigerant flows through the first cooler 13, it absorbs heat from the coolant flowing through the drive system 3, thereby cooling the drive system 3. The refrigerant then flows back to the compressor 11.

[0044] The first heat exchanger 14 includes a first port 141 and a second port 142. The first port 141 is connected to the refrigerant outlet of the indirect condenser 12 and the refrigerant inlet of the second cooler 42, respectively. The second port 142 is connected to the inlet of the compressor 11 and the outlet of the compressor 11, respectively.

[0045] The refrigerant outlet of the second cooler 42 is connected to the inlet of the compressor 11. The second cooler 42 is a heat exchanger through which the refrigerant circuit of the air conditioning system 1 exchanges heat with the coolant circuit of the battery system 4. Specifically, the high-temperature, high-pressure refrigerant flowing out of the outlet of the compressor 11 enters the first heat exchanger 14 through the second port 142 for heat dissipation. Then, the low-temperature refrigerant flows into the second cooler 42 through the first port 141, thereby absorbing the heat from the coolant of the battery system flowing through the second cooler 42, thus cooling the battery system 4. The refrigerant then flows back into the compressor 11.

[0046] The air conditioning system 1 includes an evaporator 15, a first check valve 16, a second check valve 17, an accumulator 18, and a throttling pipe 19. The inlet end of the evaporator 15 is connected to both the refrigerant outlet end of the indirect condenser 12 and the first port 141. Regardless of whether the refrigerant flows into the evaporator 15 from the refrigerant outlet end of the indirect condenser 12 or from the first port 141, the refrigerant can absorb heat from the evaporator 15 to achieve the cooling purpose of the air conditioning system 1.

[0047] The outlet of evaporator 15 is connected to the inlet of the first check valve 16. The inlet of the second check valve 17 is connected to the refrigerant outlet of the first cooler 13 and the refrigerant outlet of the second cooler 42, respectively. The outlets of both the first check valve 16 and the second check valve 17 are connected to the inlet of the accumulator 18, and the outlet of the accumulator 18 is connected to the inlet of the compressor 11. The inlet of the expansion joint 19 is connected to the refrigerant outlet of the indirect condenser 12 and the first port 141, respectively, and the outlet of the expansion joint 19 is connected to the inlet of the evaporator 15.

[0048] Both the first check valve 16 and the second check valve 17 are used to prevent refrigerant backflow. The accumulator 18 is used to store and compress the refrigerant, and when needed by the air conditioning system 1, to send the refrigerant to the compressor 11 to reduce the pressure of the compressor 11 when handling refrigerant. The expansion joint 19 is used to control the flow rate and pressure of the refrigerant.

[0049] Air conditioning system 1 includes isolation valve 101, isolation valve 2 102, isolation valve 3 103, isolation valve 4 104, isolation valve 5 105, and isolation valve 6 106. Each isolation valve is used to control the on / off state of the control circuit. Isolation valve 101 is connected between the outlet end of compressor 11 and the second port 142. Isolation valve 2 102 is connected between the outlet end of compressor 11 and the refrigerant inlet end of indirect condenser 12. The inlet end of isolation valve 3 103 is connected to the refrigerant outlet end of indirect condenser 12, and the outlet end of isolation valve 3 103 is connected to the inlet end of isolation valve 4 104, isolation valve 5 105, and the refrigerant inlet end of first cooler 13, respectively.

[0050] The inlet end of isolation valve four 104 is connected to isolation valve five 105, and the outlet end of isolation valve four 104 is connected to the inlet end of evaporator 15. Isolation valve five 105 is connected between the first port 141 and the outlet end of isolation valve three 103, between the first port 141 and the refrigerant inlet end of the second cooler 42, and between the first port 141 and the inlet end of isolation valve four 104. Isolation valve six 106 is connected between the second port 142 and the inlet end of accumulator 18.

[0051] like Figures 2 to 4As shown, the air conditioning system 1 includes a first heat pump mode, a second heat pump mode, and a third heat pump mode. In the first heat pump mode, the air conditioning system 1 will perform cabin system 2 heating and drive system 3 cooling. Specifically, in the first heat pump mode, isolation valve 101, isolation valve 4 104, and isolation valve 5 105 are all closed, while isolation valve 2 102 and isolation valve 3 103 are all open. The refrigerant flows from the compressor 11 sequentially through the indirect condenser 12, the first cooler 13, the second check valve 17, the accumulator 18, and the compressor 11.

[0052] In the second heat pump mode, the air conditioning system 1 will heat the cabin system 2. Specifically, in the second heat pump mode, isolation valve 101 and isolation valve 404 are both closed, while isolation valve 2102, isolation valve 3103, isolation valve 5105, and isolation valve 6106 are all open. The refrigerant flows from the compressor 11 sequentially through the indirect condenser 12, the first heat exchanger 14, the accumulator 18, and the compressor 11.

[0053] The first heat pump mode combines with the second heat pump mode to form the third heat pump mode. When the outside temperature drops below -20°C or if the battery system 4 coolant needs heating to maintain its optimal operating temperature, the first, second, or third heat pump mode can be activated. The first, second, and third heat pump modes all increase the heat in the indirect condenser 12 and the heat transferred to the cabin system coolant, thereby minimizing battery power consumption.

[0054] like Figures 5 to 7 As shown, the air conditioning system 1 includes an air conditioning cooling mode. In the air conditioning cooling mode, isolation valves 102, 103, and 106 are all closed. The refrigerant flows through the compressor 11 and the first heat exchanger 14, and then through the second cooler 42 and / or the evaporator 15.

[0055] Specifically, the air conditioning cooling modes include a first air conditioning mode, a second air conditioning mode, and a third air conditioning mode. In the first air conditioning mode, isolation valves 102, 103, 104, and 106 are all closed, while isolation valves 101, 101, and 105 are all open. The refrigerant flows from the compressor 11 sequentially through the first heat exchanger 14, the second cooler 42, the second check valve 17, the accumulator 18, and the compressor 11.

[0056] In the second air conditioning mode, isolation valve 2 102, isolation valve 3 103, and isolation valve 6 106 are all closed, while isolation valve 1 101, isolation valve 5 105, and isolation valve 4 104 are all open. The refrigerant flows from compressor 11 sequentially through the first heat exchanger 14, expansion tube 19, evaporator 15, first check valve 16, accumulator 18, and compressor 11.

[0057] The first air conditioning mode and the second air conditioning mode are combined to form the third air conditioning mode.

[0058] like Figure 8 and Figure 9 As shown, the air conditioning system 1 includes a reheat mode, which is activated during the air conditioning cooling mode. In reheat mode, the cabin system 2 will reheat the cold air, thereby dehumidifying the cabin air. In reheat mode, isolation valve 2 102 and isolation valve 3 103 are open, and refrigerant flows from compressor 11 through indirect condenser 12, and then through evaporator 15 or first cooler 13 and evaporator 15.

[0059] Specifically, the reheat mode includes a first reheat mode and a second reheat mode. The first reheat mode is activated in the second air conditioning mode or the third air conditioning mode, and in the first reheat mode, isolation valve 2 102 and isolation valve 3 103 are opened, and the refrigerant also flows from the compressor 11 sequentially through the indirect condenser 12, the expansion tube 19, the evaporator 15, the first check valve 16, the accumulator 18 and the compressor 11.

[0060] The second reheat mode includes the first reheat mode, and in the second reheat mode, the refrigerant also flows from the indirect condenser 12 sequentially to the first cooler 13, the second check valve 17, the accumulator 18 and the compressor 11.

[0061] The air conditioning system 1 includes sensors 110, 120, 130, and 140 for detecting refrigerant temperature and pressure, and a muffler 150 for reducing noise when refrigerant flows out of the compressor 11. Sensor 110 is located between the muffler 150 and isolation valve 101, and between the muffler 150 and isolation valve 102. Sensor 120 is located between the accumulator 18 and the compressor 11. Sensor 130 is located between isolation valve 106 and the accumulator 18. Sensor 140 is located between the first cooler 13 and the second check valve 17. The muffler 150 is located at the outlet end of the compressor 11.

[0062] like Figure 10 As shown, the cockpit system 2 includes an indirect condenser 12, a heater core 21, a vortex canister 22, a second solenoid valve 23, a heater 24, and a second cooling pump 25. The heater core 21 and the indirect condenser 12 form a coolant circuit. Furthermore, the vortex canister 22, the second solenoid valve 23, the coolant inlet and outlet ends of the indirect condenser 12, the heater 24, and the heater core 21 are connected end-to-end in sequence to form the cockpit system coolant circuit.

[0063] The cabin system 2 includes a passive heating mode and an autonomous heating mode. In passive heating mode, the first heat pump mode, the second heat pump mode, or the third heat pump mode is activated. The cabin system coolant circuit exchanges heat with the refrigerant through the indirect condenser 12 to heat the vehicle cabin. At the same time, in order to fill the vehicle cabin with warm air as quickly as possible, the controller can control the coolant pump 25 to increase its speed, thereby increasing the flow rate of the cabin system coolant and allowing the cabin system coolant to exchange more heat.

[0064] The autonomous heating mode can be activated when the vehicle is charging and a timed usage period is set via the terminal, and / or when the battery system coolant temperature drops below 14°C. In autonomous heating mode, the controller activates heater 24.

[0065] The drive system 3 includes a first cooler 13, a drive unit 31, a second water tank 32, a proportional valve 33, a second radiator 34, a third cooling pump 35, a temperature sensor (not shown) located between the proportional valve 33 and the third cooling pump 35, and a temperature sensor (not shown) located at the inlet of the second water tank 32. The drive unit 31 and the first cooler 13 form a coolant circuit. Furthermore, the second water tank 32, the proportional valve 33, the second radiator 34, and the drive unit 31 are connected end-to-end in sequence to form the coolant circuit of the drive system.

[0066] Furthermore, the coolant inlet of the first cooler 13 is connected to the proportional valve 33, and the coolant outlet of the first cooler 13 is connected to the drive unit 31. The first cooler 13 and the second radiator 34 are connected in parallel. The second water tank 32 is connected to the vortex tank 22, and the coolant flows unidirectionally from the second water tank 32 to the vortex tank 22.

[0067] like Figure 11 As shown, the drive unit 31 includes a front drive assembly 311 and a rear drive assembly 312 connected in parallel. The front drive assembly 311 includes a DC-DC converter 3111, a battery power control module 3112, a front inverter 3113, and a front drive unit 3114 connected in series. The rear drive assembly 312 includes a rear inverter 3121 and a rear drive unit 3122 connected in series.

[0068] When the components of the drive system 3 reach their optimal operating temperature range, the cooling pump 35 will be activated, and the proportional valve 33 will connect to the second radiator 34. The cooling pump 35 drives the flow of coolant in the drive system to keep the components of the drive system 3 within their optimal operating temperature range. If the components of the drive system 3 continue to heat up, the speed of the cooling pump 35 will increase, and the fan in the second radiator 34 will be activated to accelerate the flow of coolant and heat dissipation.

[0069] When the first or third heat pump mode is activated, the proportional valve 33 can also be connected to the first cooler 13 to further improve the heat dissipation efficiency of the drive system coolant. The drive system 3 and the cockpit system 2 share a second water tank 32, which can reduce the overall size and cost of the thermal management system.

[0070] The battery system 4 includes a battery assembly 41, a second cooler 42, a first water tank 43, a first solenoid valve 44, a first radiator 45, a second heat exchanger 46, and a cooling pump 47. The battery assembly 41 and the second cooler 42 form a coolant circuit. Furthermore, the coolant inlet and outlet ends of the battery assembly 41, the first water tank 43, the first solenoid valve 44, the second heat exchanger 46, and the second cooler 42 are connected end-to-end to form the battery system coolant circuit.

[0071] In addition, the first radiator 45 is connected in series between the first solenoid valve 44 and the battery assembly 41, and is arranged in parallel with the second heat exchanger 46 and the second cooler 42. The second solenoid valve 23 is connected to the cabin coolant inlet of the second heat exchanger 46, and the cabin coolant outlet of the second heat exchanger 46 is connected to the coolant inlet of the indirect condenser 12.

[0072] The battery system 4 includes an active heating mode, a passive cooling mode, and an active cooling mode. The active heating mode is activated when the internal temperature of the battery assembly 41 is below 14°C, and in this mode, both the first solenoid valve 44 and the second solenoid valve 23 are connected to the second heat exchanger 46. The active heating mode is deactivated when the internal temperature of the battery assembly 41 reaches 17°C. When the active heating mode is activated, the autonomous heating mode is also activated. The cabin system coolant heated by the heater 24 in the cabin system 2 transfers heat to the battery system coolant through the second heat exchanger 46.

[0073] The self-heating mode can be activated when the battery pack 41 is being charged and the terminal is set to use the battery pack 41 at a set time, and / or when the battery system coolant drops below 14°C.

[0074] The passive cooling mode is activated when the internal temperature of the battery assembly 41 is >27°C and the ambient temperature is <25°C. In passive cooling mode, the first solenoid valve 44 is connected to the first radiator 45. The battery system coolant is cooled by the first radiator 45 driven by the cooling pump 47. The controller adjusts the speed of the cooling pump 47 according to the temperature of the battery system coolant. At the same time, when the battery system coolant temperature is too high, the controller also controls the fan of the first radiator 45 to turn on.

[0075] The active cooling mode is activated when the internal temperature of the battery assembly 41 is >33°C and the ambient temperature is >25°C. In active cooling mode, the first solenoid valve 44 is connected to the second heat exchanger 46. When the active cooling mode is activated, either the first air conditioning mode or the third air conditioning mode is also activated. The battery system coolant transfers heat to the refrigerant flowing through the second cooler 42.

[0076] Each battery assembly 41 includes multiple battery modules, and each battery module includes multiple individual cells. In this application, each battery assembly 41 includes 36 modules, and each module has 2 individual cells. Temperature sensors (not shown) are provided at both the coolant outlet and coolant inlet of the battery assembly 41.

[0077] The air conditioning system 1 includes a refrigerant circuit lubrication function and a de-icing system. When the refrigerant circuit lubrication function is activated, the compressor 11 will run at low speed to lubricate the refrigerant circuit and prepare for the next operation. The de-icing system is activated after the first reheat mode or the second reheat mode is activated and the battery assembly 41 is charging. When the air conditioning system 1 operates the de-icing system, it is used to melt the ice accumulated at the first heat exchanger 14.

[0078] The thermal management system of this application forms a coolant circuit between the heater core 21 and the indirect condenser 12, and a coolant circuit between the drive unit 31 and the first cooler 13. This allows the refrigerant flowing from the compressor 11 to transfer heat to the coolant circuit formed by the heater core 21 and the indirect condenser 12 as it flows through the indirect condenser 12, heating the heater core 21 and raising the air temperature around it to generate warm air for heating the vehicle cabin. Subsequently, the cooled refrigerant flows through the first cooler 13, absorbing heat from the coolant circuit formed by the drive unit 31 and the first cooler 13 to cool the drive unit 31, thereby improving the efficient utilization of the refrigerant's heat and cold. Simultaneously, the refrigerant that has absorbed heat flows back into the compressor 11, reducing the pressure on the compressor and lowering energy consumption.

[0079] This application, by comprehensively utilizing the heat exchange between coolant and refrigerant and adding a first heat pump mode, a second heat pump mode, and a third heat pump mode, not only provides a stable and comfortable cabin environment for the driver and passengers, but more importantly, keeps the operating temperature of the battery assembly 41 within a constant ideal operating temperature range, ensuring that the high-voltage battery operates at its best efficiency, thereby achieving the longest driving range.

[0080] Meanwhile, the cockpit system 2 and the drive system 3 share a second water tank 32, allowing the cockpit system 2 and the drive system 3 to form a single coolant circuit, effectively reducing the overall size and cost of the thermal management system. The drive system 3 and the cockpit system 2 use the same coolant, while the battery system 4 has its own independent coolant, making heat dissipation more convenient for the battery system 4. This, in turn, makes it easier to maintain the battery assembly 41 within a constant, ideal operating temperature range, ensuring that the high-voltage battery operates at optimal efficiency.

[0081] This application also provides a vehicle including the thermal management system described above.

[0082] It should be noted that the technical solutions or features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the accompanying drawings; all modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A thermal management system, characterized by, The air conditioning system comprises a compressor, an indirect condenser and a first cooler; a refrigerant inlet end of the indirect condenser is communicated with an outlet end of the compressor, and a refrigerant outlet end of the indirect condenser is communicated with a refrigerant inlet end of the first cooler; the refrigerant outlet end of the first cooler is communicated with an inlet end of the compressor; The cabin system comprises the indirect condenser and a heater core, and the driving system comprises a driving unit and the first cooler; the heater core and the indirect condenser form a cooling liquid loop; the driving unit and the first cooler form a cooling liquid loop.

2. The thermal management system of claim 1, wherein, The battery system comprises a battery assembly and a second cooler; the air conditioning system comprises a first heat exchanger and the second cooler; the first heat exchanger comprises a first port and a second port; The first port is respectively communicated with the refrigerant outlet end of the indirect condenser and the refrigerant inlet end of the second cooler, and the second port is respectively communicated with the inlet end and the outlet end of the compressor; The refrigerant outlet end of the second cooler is communicated with the inlet end of the compressor; the battery assembly and the second cooler form a cooling liquid loop.

3. The thermal management system of claim 2, wherein, The battery system further comprises a first water tank, a first electromagnetic valve, a first radiator and a second heat exchanger; the cooling liquid inlet and outlet ends of the battery assembly, the first water tank, the first electromagnetic valve, the second heat exchanger and the second cooler are sequentially communicated in a head-to-tail manner; The first radiator is connected in series between the first electromagnetic valve and the battery assembly, and is connected in parallel with the second heat exchanger and the second cooler.

4. The thermal management system of claim 3, wherein, The cabin system further comprises an eddy current tank, a second electromagnetic valve and a heater; the cooling liquid inlet and outlet ends of the eddy current tank, the second electromagnetic valve, the indirect condenser, the heater and the heater core are sequentially communicated in a head-to-tail manner; The second electromagnetic valve is communicated with the cabin cooling liquid inlet end of the second heat exchanger, and the cabin cooling liquid outlet end of the second heat exchanger is communicated with the cooling liquid inlet end of the indirect condenser.

5. The thermal management system of claim 4, wherein, The driving system further comprises a second water tank, a proportional valve and a second radiator; the second water tank, the proportional valve, the second radiator and the driving unit are sequentially communicated in a head-to-tail manner; The cooling liquid inlet end of the first cooler is communicated with the proportional valve, and the cooling liquid outlet end of the first cooler is communicated with the driving unit; the first cooler is connected in parallel with the second radiator; the second water tank is communicated with the eddy current tank, and the cooling liquid is communicated in a one-way manner from the second water tank to the eddy current tank.

6. The thermal management system of claim 1, wherein, The driving unit comprises a front driving assembly and a rear driving assembly connected in parallel; the front driving assembly comprises a direct-current-direct-current converter, a battery power control module, a front inverter and a front driving unit connected in series; the rear driving assembly comprises a rear inverter and a rear driving unit connected in series.

7. The thermal management system of claim 4, wherein, The cabin system comprises an autonomous heating mode; the autonomous heating mode is activated when the battery assembly is charging and terminal setting timing uses the battery assembly and / or the battery system cooling liquid drops below 14℃; in the autonomous heating mode, the heater is turned on.

8. The thermal management system of claim 7, wherein, The battery system comprises an active heating mode; the active heating mode is activated when the internal temperature of the battery assembly is lower than 14℃, and in the active heating mode, the first electromagnetic valve and the second electromagnetic valve are both communicated with the second heat exchanger; The active heating mode is closed when the internal temperature of the battery assembly reaches 17℃; when the active heating mode is activated, the autonomous heating mode is also activated.

9. The thermal management system of claim 3, wherein, The battery system comprises a passive cooling mode and an active cooling mode; the passive cooling mode is activated when the internal temperature of the battery assembly is >27℃ and the ambient temperature is <25℃, in the passive cooling mode, the first electromagnetic valve is communicated with the first radiator; The active cooling mode is activated when the internal temperature of the battery assembly is >33℃ and the ambient temperature is >25℃, in the active cooling mode, the first electromagnetic valve is communicated with the second heat exchanger.

10. The thermal management system of claim 2, wherein, The air conditioning system further comprises an evaporator, a first check valve, a second check valve and an accumulator; The inlet end of the evaporator is communicated with the refrigerant outlet end of the indirect condenser and the first port respectively, and the outlet end of the evaporator is communicated with the inlet end of the first check valve; The inlet end of the second check valve is communicated with the refrigerant outlet end of the first cooler and the refrigerant outlet end of the second cooler respectively; The outlet end of the first check valve and the outlet end of the second check valve are both communicated with the inlet end of the accumulator, and the outlet end of the accumulator is communicated with the inlet end of the compressor.

11. The thermal management system of claim 10, wherein, The air conditioning system comprises isolation valve one, isolation valve two, isolation valve three, isolation valve four, isolation valve five and isolation valve six; The isolation valve one is communicated between the outlet end of the compressor and the second port; The isolation valve two is communicated between the outlet end of the compressor and the refrigerant inlet end of the indirect condenser; The inlet end of the isolation valve three is communicated with the refrigerant outlet end of the indirect condenser, the outlet end of the isolation valve three is communicated with the inlet end of the isolation valve four, the isolation valve five and the refrigerant inlet end of the first cooler respectively; The inlet end of the isolation valve four is communicated with the isolation valve five, and the outlet end of the isolation valve four is communicated with the inlet end of the evaporator; The isolation valve five is communicated between the first port and the outlet end of the isolation valve three, between the first port and the refrigerant inlet end of the second cooler and between the first port and the inlet end of the isolation valve four; The isolation valve six is communicated between the second port and the inlet end of the accumulator.

12. The thermal management system of claim 11, wherein, The air conditioning system comprises a first heat pump mode; in the first heat pump mode, the isolation valve one and the isolation valve four and the isolation valve five are all closed, and the isolation valve two and the isolation valve three are both opened; Refrigerant flows from the compressor to the indirect condenser, the first cooler, and the compressor in that order.

13. The thermal management system of claim 12, wherein, The air conditioning system further comprises a second heat pump mode; in the second heat pump mode, the isolation valve one and the isolation valve four are both closed, and the isolation valve two, the isolation valve three, the isolation valve five and the isolation valve six are all opened; Refrigerant flows from the compressor to the indirect condenser, the first heat exchanger, and the compressor in that order. The first heat pump mode and the second heat pump mode combine to form a third heat pump mode.

14. The thermal management system of claim 11, wherein, The air conditioning system comprises an air conditioning cooling mode; in the air conditioning cooling mode, the isolation valve two and the isolation valve three and the isolation valve six are all closed; the refrigerant flows through the second cooler and / or the evaporator after the compressor and the first heat exchanger.

15. The thermal management system of claim 14, wherein, The air conditioning system comprises a reheating mode; the reheating mode is activated in the air conditioning cooling mode, and in the reheating mode, the isolation valve two and the isolation valve three are opened, and the refrigerant further flows through the evaporator or the first cooler and the evaporator after the compressor and the indirect condenser.

16. A vehicle characterized by comprising: A thermal management system as claimed in any one of claims 1 to 15.

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