Thermal management system and vehicle

Abstract

The invention discloses a heat management system and a vehicle, the heat management system comprises a compressor and a heat exchange assembly, the compressor communicates with the heat exchange assembly to form a refrigerant circulation loop, the refrigerant circulation loop is suitable for flowing a refrigerant, and the heat exchange assembly is suitable for heat exchange with at least part of a driving assembly. According to the heat management system, more heat can be conducted out more quickly, and therefore the heat management system can meet the requirement for the large cooling capacity of an ultra-fast charging and kilovolt high-voltage platform.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a thermal management system and a vehicle. Background Technology

[0002] In related technologies, the drive system (including drive motor, motor controller, etc.) of new energy vehicles is sensitive to temperature, which directly affects the overall vehicle performance. Currently, drive systems are typically cooled by coolant, which results in a slow response time and hinders the improvement of overall vehicle performance. Summary of the Invention

[0003] This application provides a thermal management system and a vehicle to at least partially solve the above-mentioned problems.

[0004] A first aspect of this application provides a thermal management system including a compressor and a heat exchange assembly, wherein the compressor and the heat exchange assembly are connected to form a refrigerant circulation loop, the refrigerant circulation loop being adapted to flow refrigerant; and the heat exchange assembly being adapted to exchange heat with at least a portion of a drive assembly.

[0005] In some examples, the drive assembly includes an electric drive component, and the heat exchange component includes a first heat exchanger adapted to exchange heat with at least a portion of the electric drive component.

[0006] In some examples, the drive assembly includes an electronic control component, and the heat exchange component includes a second heat exchanger adapted to exchange heat with at least a portion of the electronic control component.

[0007] In some examples, the first heat exchanger is an electrically driven cold plate; and / or, the second heat exchanger is an electrically controlled cold plate.

[0008] In some examples, the thermal management system further includes: a first heat exchanger connected between the exhaust port of the compressor and the heat exchange assembly, the heat exchange assembly being connected to the intake port of the compressor.

[0009] In some examples, the drive assembly includes an electric drive component and an electronic control component; the heat exchange component includes: a first heat exchanger and a second heat exchanger, the first heat exchanger being adapted to exchange heat with at least a portion of the electric drive component; the second heat exchanger being adapted to exchange heat with at least a portion of the electronic control component; both the first heat exchanger and the second heat exchanger are connected between the first heat exchanger and the intake port of the compressor.

[0010] In some examples, the first heat exchanger and the second heat exchanger are connected in parallel between the first heat exchanger and the intake port of the compressor.

[0011] In some examples, it also includes: a first expansion valve, which is connected between the first heat exchanger and the first heat exchanger and is arranged in parallel with the second heat exchanger, wherein the first expansion valve is a double needle valve expansion valve.

[0012] In some examples, a second expansion valve is also included, which is connected between the second heat exchanger and the first heat exchanger and is arranged in parallel with the first heat exchanger, wherein the second expansion valve is a double needle valve expansion valve.

[0013] In some examples, it also includes: a first throttle valve, which is connected between the first heat exchanger and the suction port of the compressor, and is arranged in parallel with the second heat exchanger.

[0014] In some examples, a second throttle valve is also included, which is connected between the second heat exchanger and the suction port of the compressor and is arranged in parallel with the first heat exchanger.

[0015] In some examples, a first gas-liquid separator is also included, which includes a first inlet, a first gas outlet, and a first liquid outlet. The first inlet is connected to the first expansion valve, the first liquid outlet is connected to the inlet of the first heat exchanger, and the first gas outlet is connected to the outlet of the first heat exchanger.

[0016] In some examples, a second gas-liquid separator is also included, which includes a second inlet, a second gas outlet and a second liquid outlet. The second inlet is connected to the second expansion valve, the second liquid outlet is connected to the inlet of the second heat exchanger, and the second gas outlet is connected to the outlet of the second heat exchanger.

[0017] In some examples, a first cold accumulator is also included, which is connected in parallel with the first heat exchanger between the outlet of the first expansion valve and the inlet of the first throttle valve.

[0018] In some examples, a second accumulator is also included, which is connected in parallel with the second heat exchanger between the outlet of the second expansion valve and the inlet of the second throttle valve.

[0019] In some examples, a first refrigerant pump is also included, which is adapted to be connected to the first accumulator and the first heat exchanger, and is configured to drive refrigerant to circulate between the first accumulator and the first heat exchanger.

[0020] In some examples, a second refrigerant pump is also included, which is adapted to be connected to the second accumulator and the second heat exchanger, and is configured to drive the refrigerant to circulate between the second accumulator and the second heat exchanger.

[0021] In some examples, a battery heat exchanger is also included, with a first end connected to the first heat exchanger and a second end adapted to be selectively connected to the intake port or the exhaust port of the compressor.

[0022] In some examples, a second heat exchanger is also included, which is adapted to be connected to the exhaust port of the compressor; and / or, a third heat exchanger is also included, which is adapted to be connected between the first heat exchanger and the intake port of the compressor.

[0023] In some examples, a third expansion valve is also included, which is connected between the compressor's exhaust port and the first heat exchanger.

[0024] A second aspect of this application provides a vehicle including a thermal management system as described in the first aspect.

[0025] The thermal management system of this application directly connects the heat exchange components used for heat exchange with the drive assembly into the refrigerant circulation loop. This allows for direct heat exchange between the refrigerant and the drive assembly within the heat exchange components, resulting in stronger heat exchange capacity and faster heat removal. This enables the thermal management system to meet the high cooling requirements of ultra-fast charging and kilovolt high-voltage platforms.

[0026] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0029] Figure 1 This is a schematic diagram of a thermal management system provided in an embodiment of this disclosure;

[0030] Figure 2 This is a schematic diagram of a thermal management system provided in another embodiment of this disclosure;

[0031] Figure 3 This is a schematic diagram of a thermal management system provided in another embodiment of this disclosure;

[0032] Figure 4 This is a schematic diagram of a thermal management system provided in another embodiment of this disclosure;

[0033] Figure 5 This is a schematic diagram of a thermal management system provided in another embodiment of this disclosure.

[0034] Explanation of reference numerals in the attached figures:

[0035] 1. Thermal management system;

[0036] 101. Compressor; 102. Third Expansion Valve; 103. First Heat Exchanger; 104. Liquid Receiver; 105. Fourth Expansion Valve; 106. Battery Heat Exchanger; 107. Fifth Expansion Valve; 108. Second Heat Exchanger; 109. Seventh Expansion Valve; 110. Third Throttling Valve; 111. First Expansion Valve; 112. First Heat Exchanger; 113. First Throttling Valve; 114. Second Expansion Valve; 115. Second Heat Exchanger; 116. Second Throttling Valve; 117. Sixth Expansion Valve; 118. Third Heat Exchanger; 119. Third Gas-Liquid Separator; 120. Check Valve; 122. First Gas-Liquid Separator; 1221. 1221 First Inlet; 1222 First Gas Outlet; 1223 First Liquid Outlet; 123 Second Gas-Liquid Separator; 1231 Second Inlet; 1232 Second Gas Outlet; 1233 Second Liquid Outlet; 124 First Cold Accumulator; 125 Second Cold Accumulator; 126 First Fluorine Pump; 127 Second Fluorine Pump; 130 First Solenoid Valve; 131 Second Solenoid Valve; 132 Third Solenoid Valve; 133 Fourth Solenoid Valve; 134 Fifth Solenoid Valve; 135 Sixth Solenoid Valve; 136 Seventh Solenoid Valve; 137 Eighth Solenoid Valve; 138 Ninth Solenoid Valve; 139 Tenth Solenoid Valve. Detailed Implementation

[0037] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0038] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0039] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0040] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "connected" and "linked" should be interpreted broadly, for example, as a fixed connection, a detachable connection, or an integral connection. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. Furthermore, when describing pipelines, the terms "connected" and "linked" as used in this application have the meaning of establishing electrical connection. The specific meaning needs to be understood in conjunction with the context.

[0041] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0042] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0043] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0044] This application provides a vehicle. The vehicle can be a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid electric vehicle, a range-extended electric vehicle, or a gasoline-powered vehicle. The vehicle can also be a sedan, truck, bus, lorry, trailer, etc. The vehicle includes a body and wheels. The body can form a passenger space for occupants. The wheels are mounted under the body to support the body and are able to roll on the road surface to propel the vehicle.

[0045] The vehicle may further include a battery pack and a drive assembly, both mounted on the vehicle body. The battery pack is electrically connected to the drive assembly to provide electrical power. The drive assembly includes an electric drive component and an electronic control component. The electric drive component converts electrical energy into mechanical energy and transfers this mechanical energy to the wheels to drive the vehicle's wheels and enable it to move. The electronic control component is electrically connected to the electric drive component and controls its operating state. The electric drive component includes a drive motor, a reducer, or a differential, etc. The electronic control component includes a motor controller (MCU), a vehicle control unit (VCU), etc., but this embodiment does not limit the specific components.

[0046] For example, the electrical control component is a motor controller, the electric drive component is a drive motor, the motor controller is electrically connected to the drive motor, and the motor controller is used to adjust the current, voltage and frequency of the motor to realize the motor's start, stop, speed adjustment and torque control.

[0047] The drive assembly can be located in the front compartment of the vehicle to drive the front wheels, or in the rear compartment to drive the rear wheels. Alternatively, the drive assembly can be located in both the front and rear compartments to drive the front and rear wheels simultaneously or selectively.

[0048] The vehicle may also include a thermal management system 1, which can control the temperature of the passenger compartment to improve the driving comfort of the vehicle, and can also be thermally connected to the battery pack to cool or heat the battery pack to improve the service life of the battery components.

[0049] In addition, in some embodiments, the thermal management system 1 can also cool lubricating oil, pressurized air, fuel, electronic devices, and exhaust gas recirculation to ensure that vehicle components operate within their optimal operating temperature range, thereby optimizing overall vehicle performance and extending component life.

[0050] Please see Figures 1-5 These are schematic diagrams illustrating the working principle of a thermal management system 1 provided in the embodiments of this application. In some embodiments, such as... Figure 1 As shown, the thermal management system 1 may include a compressor 101 and a heat exchange assembly. The compressor 101 is connected to the heat exchange assembly to form a refrigerant circulation loop, which is suitable for the flow of refrigerant.

[0051] The compressor 101 may include an intake port and an exhaust port. The compressor 101 compresses the low-temperature, low-pressure gaseous refrigerant drawn in from the intake port into a high-temperature, high-pressure gaseous refrigerant, which can be discharged from the exhaust port.

[0052] Optionally, the compressor 101 can be an electric compressor 101. Electric compressors 101 offer advantages such as high efficiency, energy saving, and low noise, thus meeting the automotive industry's requirements for high efficiency, energy saving, and low noise. Optionally, the compressor 101 can also be a scroll compressor 101, thereby ensuring stable operation and low noise of the thermal management system 1. Optionally, the compressor 101 can also be a reciprocating compressor 101; this application does not limit the choice.

[0053] In addition, the refrigerant circulation loop is suitable for the flow of refrigerant. Optionally, the refrigerant can be a Freon (halogenated hydrocarbon) refrigerant, such as chlorofluorocarbons, hydrofluorocarbons, hydrochlorofluorocarbons, or hydrofluoroolefins, etc., which is not limited in the embodiments of this application.

[0054] Furthermore, the heat exchange assembly is adapted to exchange heat with at least a portion of the drive assembly. This heat exchange can include heat conduction and heat convection. Heat conduction is the transfer of heat from a hotter part of an object to a cooler part along the object, and can include direct contact heat conduction and indirect contact heat conduction. Heat convection refers to the transfer of heat between the heat exchange assembly and the drive assembly via the flow of liquid or gas.

[0055] In this way, the heat exchange components used for heat exchange with the drive assembly are directly connected to the refrigerant circulation loop. Thus, the refrigerant does not need to undergo indirect heat exchange via refrigerant-intermediate medium (such as coolant)-drive assembly; it can directly exchange heat with the drive assembly within the heat exchange components. When the drive assembly heats up, the refrigerant absorbs heat directly within the heat exchange component channels through phase change (e.g., liquid to gas), absorbing a larger amount of heat while avoiding thermal resistance losses through intermediate mediums. This results in a shorter heat transfer path and lower thermal resistance. Furthermore, when the drive assembly is under high load, compared to indirect heat exchange (e.g., refrigerant-coolant-drive assembly), this application can dissipate more heat faster, preventing localized overheating and reducing heat loss. Therefore, the thermal management system 1 of this application can adapt to the high cooling capacity requirements of ultra-fast charging and kilovolt high-voltage platforms.

[0056] Furthermore, this embodiment of the application eliminates the intermediate medium loop required for indirect heat exchange by directly connecting the heat exchange component that exchanges heat with the drive assembly into the refrigerant circulation loop of the compressor 101, thereby reducing the number of components in the thermal management system 1 and making the refrigerant circulation loop more compact, which is especially suitable for scenarios with limited installation space.

[0057] In some embodiments of this application, such as Figure 1As shown, the drive assembly includes an electric drive component, and the heat exchange component includes a first heat exchanger 112, which is adapted to exchange heat with at least a portion of the electric drive component. The first heat exchanger 112 can be directly attached to the electric drive component; for example, it can be attached to a heat-generating component of the electric drive component (e.g., motor windings, IGBT modules, inductors, etc.).

[0058] In this way, when the electric drive assembly generates heat during operation, the refrigerant in the first heat exchanger 112 can directly and quickly absorb the local heat, preventing heat from accumulating around the heat-generating components of the electric drive assembly and preventing the local temperature from exceeding the safety threshold.

[0059] In one possible structural design, the first heat exchanger 112 can be an electric drive cooling plate. The electric drive cooling plate can adopt a flat plate structure, with the flow channels for the refrigerant embedded within the plate and completely in close contact with the heat-generating components of the electric drive assembly. In this way, the electric drive cooling plate can make surface contact with the electric drive assembly, ensuring a large contact area with the heat-generating parts and avoiding localized heat conduction blind spots caused by point or line contact. This allows the refrigerant to quickly transfer heat to the core of the heat source through the metal plate when absorbing heat within the cooling plate's flow channels, thereby efficiently removing heat from the electric drive assembly and preventing localized temperatures from exceeding the safety threshold.

[0060] In some embodiments of this application, such as Figure 1 As shown, the drive assembly includes an electronic control component, and the heat exchange component includes a second heat exchanger 115, which is adapted to exchange heat with at least a portion of the electronic control component. The heat-generating core of the electronic control component is concentrated in power semiconductor elements (e.g., IGBTs, SiC chips) and energy storage elements (e.g., electrolytic capacitors). These elements are small in size, have high heat density, and are prone to breakdown, aging, or parameter drift due to prolonged exposure to high temperatures. In this embodiment, the second heat exchanger 115 is configured to conform to the heat dissipation interface (e.g., IGBT substrate, capacitor casing, chip heat sink) of these heat-generating core elements.

[0061] In this way, the second heat exchanger 115 can directly act on the source of heat (such as IGBT substrate, capacitor casing or chip heat sink, etc.), and quickly absorb the heat generated when the chip is working through the internal refrigerant, so as to avoid heat accumulation between the chip and the substrate and prevent the temperature from exceeding the safe tolerance limit of the component.

[0062] In one possible structural design, the second heat exchanger 115 is an electrically controlled cold plate. The electrically controlled cold plate can also adopt a flat, embedded flow channel design, which is fitted to the core heat-generating element of the electrical control assembly.

[0063] In this way, the electronically controlled cold plate can make direct contact with the core heat-generating components of the electronic control assembly, thereby maximizing the heat conduction area. This allows the cooling energy of the refrigerant to be directly transferred to the surface of the heat-generating components through the metal substrate of the cold plate, quickly removing localized heat from the core heat-generating components and preventing heat buildup inside the components that could exceed safety thresholds. Furthermore, for multiple components arranged within the electronic control assembly, the electronically controlled cold plate can utilize a zoned flow channel design (e.g., setting independent flow channels for different components) to specifically allocate refrigerant flow, ensuring uniform heat dissipation for each component and preventing temperature differences where some components overheat while others remain too cold.

[0064] In some embodiments of this application, such as Figure 1 As shown, the thermal management system 1 also includes a first heat exchanger 103, which is connected between the exhaust port of the compressor 101 and the heat exchange assembly, and the heat exchange assembly is connected to the intake port of the compressor 101. The first heat exchanger 103 can be an external heat exchanger.

[0065] In one possible structural design, when the refrigerant is a gas-liquid interconversion refrigerant, the first heat exchanger 103 can be a condenser. The condenser is used to condense the high-temperature, high-pressure gaseous refrigerant discharged from the compressor 101 into a medium-temperature, high-pressure liquid refrigerant. The working principle of the condenser is based on thermodynamic principles, that is, when a gas or vapor passes through the condenser, it releases heat and transforms into a liquid state. To improve condensation efficiency, a blower (or fan) is used to accelerate air convection and carry away the heat.

[0066] In another possible structural design, when the refrigerant is a gaseous refrigerant, for example, it could be a CO2-type gaseous refrigerant, such as R744 refrigerant. The first heat exchanger 103 can be a gas cooler, also known as a gas-to-gas cooler, a device used to lower the temperature of a gas. It works by bringing high-temperature gas into contact with a cooling medium through thermodynamic principles, allowing the gas to transfer heat and thus achieving cooling. The working principle of the gas cooler is based on fundamental thermodynamic laws. Inside the gas cooler, high-temperature gas exchanges heat with the cooling medium (such as water, liquid nitrogen, or other cryogenic liquids or gases). During this process, the gas releases heat to the cooling medium, thereby lowering its own temperature. The cooling medium then carries away the absorbed heat, completing the entire cooling cycle.

[0067] In this way, the high-temperature, high-pressure gaseous refrigerant output by compressor 101 can first enter the external heat exchanger, release heat through heat exchange with the outside air (or airflow), and condense into a medium-temperature, high-pressure liquid refrigerant. After being cooled and depressurized, the refrigerant is then transported to the heat exchange components (such as the electric drive cold plate and the electric control cold plate). At this time, the refrigerant can more efficiently absorb the heat from the drive components and the electric control components, avoiding a decrease in the heat absorption efficiency of the cold plate due to excessively high refrigerant temperature. In addition, in high-temperature environments (such as summer), the external heat exchanger can act as a condenser for efficient heat dissipation, that is, the heat of the refrigerant is transferred to the outside of the vehicle through the airflow generated by the vehicle's movement, avoiding a decrease in the cooling capacity of the thermal management system 1 due to poor heat dissipation.

[0068] In some embodiments of this application, such as Figure 1 As shown, the drive assembly includes an electric drive component and an electronic control component; the heat exchange component includes a first heat exchanger 112 and a second heat exchanger 115. The first heat exchanger 112 is adapted to exchange heat with at least a portion of the electric drive component; the second heat exchanger 115 is adapted to exchange heat with at least a portion of the electronic control component; both the first heat exchanger 112 and the second heat exchanger 115 are connected between the first heat exchanger 103 and the suction port of the compressor 101. That is, both the first heat exchanger 112 and the second heat exchanger 115 are connected between the outlet of the first heat exchanger 103 and the suction port of the compressor 101. In this cycle, the heat dissipation of the electric drive component and the electronic control component is completed through the same refrigerant circulation loop, eliminating the need to design independent refrigerant loops for both and avoiding the piping redundancy problem of independent loops.

[0069] In some embodiments of the application, such as Figure 1 As shown, the first heat exchanger 112 and the second heat exchanger 115 can be connected in parallel between the first heat exchanger 103 and the suction port of the compressor 101. Thus, after the first heat exchanger 103 condenses the high-temperature, high-pressure refrigerant output from the compressor 101 into a medium-temperature, high-pressure liquid refrigerant, the refrigerant simultaneously enters the refrigerant branches of the two heat exchangers (i.e., the first heat exchanger 112 and the second heat exchanger 115). One refrigerant branch absorbs heat from the electric drive components in the electric drive cold plate, while the other branch absorbs heat from the electronic control components in the electronic control cold plate. Afterward, both refrigerants undergo a phase change due to heat absorption, becoming low-temperature, low-pressure gaseous refrigerant, and ultimately flow back to the input end of the compressor 101. In this way, the refrigerant entering the first heat exchanger 112 and the second heat exchanger 115 can be throttled and depressurized according to the heat dissipation requirements of the electric drive components and the electronic control components, thereby achieving more efficient cooling of the electric drive components and the electronic control components.

[0070] In some embodiments of this application, such as Figure 1As shown, the thermal management system 1 also includes a first expansion valve 111, which is connected between the first heat exchanger 112 and the first heat exchanger 103, and is arranged in parallel with the second heat exchanger 115. It can be understood that the first expansion valve 111 is used to throttle and depressurize the refrigerant entering the first heat exchanger 112, so that it becomes a low-temperature, low-pressure liquid refrigerant, thereby better absorbing heat from the electric drive components.

[0071] Optionally, the first expansion valve 111 is a dual-needle expansion valve. This dual-needle expansion valve uses two independent valve needles of different diameters (e.g., a main valve needle + an auxiliary valve needle), driven by a stepper motor, to precisely adjust the flow rate of the refrigerant as it transitions from a high-pressure liquid state to a low-pressure gas-liquid mixture, based on the real-time load of the refrigeration system. This achieves both wide load coverage and high-precision flow control. For example, the controller can drive the stepper motor to adjust the opening of the dual valve needles according to the load. When the thermal management system 1 is under low load (e.g., when a car's air conditioning is running at low speed and the cabin temperature is close to the set value), only the main valve needle is open, and the opening is small. Fine-tuning of the flow rate is achieved through the small-diameter valve needle, avoiding sudden temperature fluctuations caused by flow fluctuations. Under medium load conditions (e.g., when the cabin temperature needs to be slowly reduced): the main valve needle opening increases, and the auxiliary valve needle opens slightly; the combined flow rates meet the increased load requirements. Under high-load conditions (such as starting the air conditioner after being exposed to the sun in summer, or high-speed driving with high heat dissipation requirements): the main valve needle is fully open, the auxiliary valve needle is fully open, and both valve needles output maximum flow, quickly reducing the evaporator temperature and improving cooling efficiency. Thus, the dual-valve needle expansion valve, through the independent structure of the main and auxiliary valve needles, can achieve tiered flow control for the wide range of heat fluctuations in the electric drive components from low speed and low load to high speed and high load. This avoids excessive cooling of the electric drive due to excessive refrigerant and also avoids the response lag when the single valve needle is fully open.

[0072] Optionally, the first expansion valve 111 can be an electronic expansion valve, which mainly consists of a stepper motor, a driver, and a valve body. It achieves rapid adjustment of the refrigerant flow rate through precise control of the valve body. This adjustment method, based on an electronic control system, can quickly respond to system demands and adjust the refrigerant flow rate to achieve optimal cooling performance.

[0073] Optionally, the first expansion valve 111 can also be a thermal expansion valve, a capillary expansion valve, etc., and this application does not limit it.

[0074] Thus, the first expansion valve 111 can precisely control the flow and state of the refrigerant entering the electric drive cold plate by adjusting its own opening. For example, when the load is high, the valve is opened wider to allow more low-temperature refrigerant that has been throttled and depressurized to enter the electric drive cold plate, thereby enhancing heat absorption. When the load is low, the valve is closed to reduce refrigerant waste and avoid excessive cooling of the electric drive components.

[0075] In some embodiments of this application, such as Figure 1 As shown, the thermal management system 1 further includes: a second expansion valve 114, which is connected between the second heat exchanger 115 and the first heat exchanger 103 and is arranged in parallel with the first heat exchanger 112; the second expansion valve 114 is a double needle valve expansion valve.

[0076] The second expansion valve 114 can be referred to in the description of the first expansion valve 111 above, and will not be described in detail in this embodiment.

[0077] Thus, the second expansion valve 114 can precisely control the flow and state of the refrigerant entering the electronically controlled cold plate by adjusting its own opening. For example, when the load is high, the valve can be opened wider to allow more low-temperature refrigerant that has been throttled and depressurized to enter the electronically controlled cold plate, thereby enhancing heat absorption. When the load is low, the valve can be closed to reduce refrigerant waste and avoid excessive cooling of the electronically controlled components.

[0078] In some embodiments of this application, such as Figure 1 As shown, the thermal management system 1 further includes a first throttle valve 113, which is connected between the first heat exchanger 112 and the suction port of the compressor 101, and is arranged in parallel with the second heat exchanger 115. Optionally, the first throttle valve 113 can be a variable-diameter throttle valve. A variable-diameter throttle valve is a flow control device that can automatically adjust the flow area according to changes in fluid flow rate, thereby achieving precise control of fluid flow rate. The variable-diameter throttle valve achieves automatic adjustment of the throttle orifice diameter through a high-precision differential pressure sensor and advanced programmable control technology. Its working principle is based on real-time monitoring and feedback control of differential pressure and flow rate by differential pressure sensors and displacement sensors, combined with electronic control technology to achieve automatic flow rate adjustment. Simply put, it continuously detects changes in flow rate through electronic sensors connected to the external environment and automatically controls the size of the throttle orifice to achieve the purpose of automatically adjusting the fluid flow rate.

[0079] Thus, in cooling mode, the refrigerant in the first heat exchanger 112 absorbs heat from the electric drive assembly and becomes a medium-temperature, low-pressure gaseous refrigerant. If it flows directly into the compressor 101, the pressure may be too high, increasing the compression load on the compressor 101. In this embodiment, the refrigerant pressure is reduced through the throttling orifice in the first throttling valve 113, adjusting it to the suction pressure range suitable for the compressor 101, while stabilizing the refrigerant flow rate to avoid high-pressure impacts that could increase the operating noise or shorten the lifespan of the compressor 101. On the other hand, the thermal management system 1 may also control the temperature of the passenger compartment, for example, through... Figure 1When the third heat exchanger 118 cools the crew compartment, the target temperature requirement of the crew compartment is inconsistent with the target temperature requirement of the electric drive components. This will result in a large difference between the refrigerant pressure in the first heat exchanger 112 and the refrigerant pressure in the third heat exchanger 118. In other words, the refrigerant pressure flowing out of the first heat exchanger 112 is significantly different from the refrigerant pressure flowing out of the third heat exchanger 118. At this time, the pressure can be regulated by the first throttle valve 113 to make the refrigerant pressure of each refrigerant branch flowing into the inlet of the compressor 101 consistent, thereby enabling the thermal management system 1 to operate reliably and normally.

[0080] In some embodiments of this application, such as Figure 1 As shown, the thermal management system 1 also includes a second throttle valve 116, which is connected between the second heat exchanger 115 and the suction port of the compressor 101, and is arranged in parallel with the first heat exchanger 112.

[0081] The second throttle valve 116 can be referred to the description of the first throttle valve 113 above, and will not be described in detail in this embodiment.

[0082] In some embodiments of this application, such as Figure 2 As shown, it also includes a first gas-liquid separator 122, which includes a first inlet 1221, a first gas outlet 1222 and a first liquid outlet 1223. The first inlet 1221 is connected to the first expansion valve 111, the first liquid outlet 1223 is connected to the inlet of the first heat exchanger 112, and the first gas outlet 1222 is connected to the outlet of the first heat exchanger 103.

[0083] The first gas-liquid separator 122 can separate gaseous and liquid refrigerant in the refrigerant. By connecting the first inlet 1221 to the first expansion valve 111, the first liquid outlet 1223 to the inlet of the first heat exchanger 112, and the first liquid outlet 1223 to the outlet of the first heat exchanger 112, the first gas-liquid separator 122 can separate the refrigerant after it is throttled by the first expansion valve 111 into gas and liquid. Then, the liquid refrigerant enters the first heat exchanger 112 through the inlet of the first heat exchanger 112. After exchanging heat with the electric drive component, the liquid refrigerant flows out from the outlet of the first heat exchanger 112. The gaseous refrigerant comes out from the first gas outlet 1222 and bypasses the first heat exchanger 112, directly merging with the previous refrigerant at the outlet of the first heat exchanger 112. In this way, the dryness of the refrigerant entering the first heat exchanger 112 can be reduced, thereby improving the heat exchange efficiency between the first heat exchanger 112 and the electric drive component.

[0084] It is understandable that the first gas outlet 1222 is connected between the outlet of the first heat exchanger 112 and the inlet of the first throttle valve 113. In this way, under high-temperature multi-operation conditions including air conditioning cooling (e.g., electric drive cooling + air conditioning cooling), after the two refrigerants merge, the pressure of the merged refrigerant can be reduced to the same as the outlet pressure of the air conditioning evaporator (i.e., the third heat exchanger 118) after being throttled by the first throttle valve 113. This can reduce the impact on the cooling effect of the passenger compartment.

[0085] In some embodiments of this application, a first solenoid valve 130 may be provided on the flow channel between the first gas outlet 1222 and the outlet of the first heat exchanger 112 to facilitate control of the flow of gaseous refrigerant.

[0086] In some embodiments of this application, such as Figure 3 As shown, it also includes a second gas-liquid separator 123, which includes a second inlet 1231, a second gas outlet 1232 and a second liquid outlet 1233. The second inlet 1231 is connected to the second expansion valve 114, the second liquid outlet 1233 is connected to the inlet of the second heat exchanger 115, and the second gas outlet 1232 is connected to the outlet of the second heat exchanger 115.

[0087] The second gas-liquid separator 123 can be referred to the description of the first gas-liquid separator 122 above, and will not be described in detail in this embodiment.

[0088] By configuring the second gas-liquid separator 123, the dryness of the refrigerant entering the second heat exchanger 115 can be reduced, thereby improving the heat exchange efficiency between the second heat exchanger 115 and the electronic control components. It is understood that the second gas outlet 1232 is connected between the outlet of the second heat exchanger 115 and the inlet of the second throttle valve 116. A second solenoid valve 131 can be installed on the flow path between the second gas outlet 1232 and the outlet of the second heat exchanger 115 to facilitate control of the flow of gaseous refrigerant.

[0089] In some embodiments of this application, such as Figure 4 As shown, it also includes a first cold storage unit 124, which is connected in parallel with the first heat exchanger 112 between the outlet of the first expansion valve 111 and the inlet of the first throttle valve 113.

[0090] It is understandable that the cold accumulator can be a regenerative heat exchanger, a type of heat exchanger that achieves heat exchange through periodic alternating flow. It is also understandable that the first cold accumulator 124 can store cold energy during system operation and release it after the compressor 101 stops, maintaining cooling capacity. Thus, under conditions where the cooling demand of the electric drive components is low, or when the vehicle is idling and off, refrigerant can circulate in the cooling circuit of the first cold accumulator 124 and the first heat exchanger 112 (electric drive cold plate) to cool the electric drive components. This makes the thermal management system 1 more energy-efficient.

[0091] In some embodiments of this application, such as Figure 5 As shown, it also includes a second cold storage unit 125, which is connected in parallel with the second heat exchanger 115 between the outlet of the second expansion valve 114 and the inlet of the second throttle valve 116.

[0092] The second cold accumulator 125 can be described with reference to the first cold accumulator 124 described above, and will not be repeated here in this embodiment. By setting the second cold accumulator 125, under conditions such as low cooling demand of the electronic control components and vehicle idling stop, the refrigerant can circulate in the cooling circuit of the second cold accumulator 125 and the second heat exchanger 115 (electronic control cold plate) to cool the electronic control components. In this way, the thermal management system 1 becomes more energy-efficient.

[0093] In some embodiments of this application, such as Figure 4 As shown, it also includes a first fluorine pump 126, which is adapted to be connected to the first accumulator 124 and the first heat exchanger 112. The first fluorine pump 126 is configured to drive the refrigerant to circulate between the first accumulator 124 and the first heat exchanger 112.

[0094] By setting up the first refrigerant pump 126, the circulation of refrigerant in the first cold storage 124 and the first heat exchanger 112 can be made smoother.

[0095] It is understandable that a third solenoid valve 132 can be installed upstream of the first cold storage 124, and a fourth solenoid valve 133 downstream of the first cold storage 124. When the refrigerant circulates between the first cold storage 124 and the first heat exchanger 112, both the third and fourth solenoid valves 132 and 133 are open. When the first cold storage 124 is not working, both solenoid valves 132 and 133 are closed. This prevents refrigerant from flowing into the first cold storage 124 and causing heat loss. Alternatively, solenoid valves (a fifth solenoid valve 134 and a sixth solenoid valve 135) can be installed at both ends of the first heat exchanger 112. In this way, when the first heat exchanger 112 has no cooling requirement but the first cold storage 124 has a cold storage requirement, the fifth and sixth solenoid valves 134 and 135 can be closed. The refrigerant, after being throttled by the first expansion valve 111, stores the cold energy in the first cold storage 124.

[0096] In some embodiments of this application, such as Figure 5 As shown, it also includes a second fluorine pump 127, which is adapted to be connected to the second accumulator 125 and the second heat exchanger 115. The second fluorine pump 127 is configured to drive the refrigerant to circulate between the second accumulator 125 and the second heat exchanger 115.

[0097] By setting up a second refrigerant pump 127, the circulation of refrigerant in the second cold storage unit 125 and the second heat exchanger 115 can be made smoother.

[0098] It is understandable that a seventh solenoid valve 136 can be installed upstream of the second cold storage 125, and an eighth solenoid valve 137 can be installed downstream of the first cold storage 124. Solenoid valves (a ninth solenoid valve 138 and a tenth solenoid valve 139) can also be installed at both ends of the second heat exchanger 115. In this way, when the second heat exchanger 115 has no cooling requirement but the second cold storage 125 has a cold storage requirement, the ninth solenoid valve 138 and the tenth solenoid valve 139 can be closed. Then, the refrigerant will be throttled by the second expansion valve 114 and the cold energy will be stored in the second cold storage 125.

[0099] In some embodiments of this application, such as Figure 1 As shown, the thermal management system 1 further includes a battery heat exchanger 106, the first end of which is connected to the first heat exchanger 103, and the second end of which is adapted to be selectively connected to the suction port or the exhaust port of the compressor 101.

[0100] The battery heat exchanger 106 is adapted to exchange heat with the battery pack. Specifically, the battery heat exchanger 106 can be fitted into the battery pack to achieve heat exchange between the two. For example, the battery heat exchanger 106 can be a battery cooling plate. A battery cooling plate is a thermal management element designed to effectively dissipate the heat generated by the battery pack through heat conduction and / or heat convection, maintaining a suitable operating temperature for the battery pack.

[0101] For example, the battery heat exchanger 106 can be a liquid-cooled plate, which uses the refrigerant in the refrigerant circulation loop as the cooling medium to absorb the heat generated by the battery pack. For example, the battery heat exchanger 106 can also be an air-cooled plate, and this application does not limit it to this.

[0102] In one possible structural design, one battery heat exchanger 106 is provided. In another possible structural design, multiple battery heat exchangers 106 can be provided. For example, two battery heat exchangers 106 can be provided, connected in parallel. Both battery heat exchangers 106 can exchange heat with the battery pack. In this way, one or more battery heat exchangers 106 can be selected to participate in heat exchange with the battery pack according to the vehicle's operating mode.

[0103] The battery heat exchanger 106 is connected to the first heat exchanger 103 at its first end. Under high-temperature conditions, the refrigerant, after being cooled by the external heat exchanger, can cool the battery pack through the battery heat exchanger 106. Then, the second end of the battery heat exchanger 106 is connected to the suction port of the compressor 101, completing the refrigerant circulation loop. It can be understood that a fourth electronic expansion valve is provided between the first end of the battery heat exchanger 106 and the first heat exchanger 103 to throttle the refrigerant after the external heat exchanger. A third throttling valve 110 is provided between the battery heat exchanger 106 and the suction port of the compressor 101. The third throttling valve 110 is used to adjust the pressure of the refrigerant flowing out of the battery heat exchanger 106 to ensure pressure balance at the convergence of multiple refrigerant streams. Under low-temperature conditions… When the battery pack needs to be heated, the second end of the battery heat exchanger 106 is connected to the exhaust port of the compressor 101. The high-temperature and high-pressure refrigerant discharged from the exhaust port of the compressor 101 can then heat the battery pack through the battery heat exchanger 106. It is understood that a seventh expansion valve 109 can be provided between the exhaust port of the compressor 101 and the second end of the battery heat exchanger 106. The seventh expansion valve 109 can throttle and regulate the high-temperature and high-pressure refrigerant discharged from the compressor 101 to adjust the temperature of the refrigerant entering the battery heat exchanger 106, so that the battery pack temperature can be better adjusted to a reasonable operating range. This can significantly improve the working efficiency of the battery pack, reduce the energy loss caused by high temperature, and extend the service life of the battery pack.

[0104] In some embodiments of this application, such as Figure 1 As shown, it also includes a second heat exchanger 108, which is adapted to be connected to the exhaust port of the compressor 101. It is understood that the second heat exchanger 108 is adapted to be installed inside the vehicle. When the passenger compartment needs heating, the high-temperature and high-pressure refrigerant discharged from the compressor 101 can flow to the second heat exchanger 108 and heat the passenger compartment through the second heat exchanger 108. It is understood that the refrigerant flowing out of the second heat exchanger 108 will be throttled by the fifth expansion valve 107, and after absorbing heat through the heat exchangers in the system (such as the first heat exchanger 112 and the second heat exchanger 115, etc.), it will enter the suction port of the compressor 101, thereby completing the refrigerant circulation loop.

[0105] In some embodiments of this application, such as Figure 1 As shown, it also includes a third heat exchanger 118, which is adapted to be connected between the first heat exchanger 103 and the suction port of the compressor 101. It is understood that the third heat exchanger 118 is adapted to be located inside the vehicle. When the passenger compartment needs cooling, the refrigerant discharged from the compressor 101, after being cooled in the first heat exchanger 103, is then cooled and de-temperatured in the passenger compartment via the third heat exchanger 118 before returning to the suction port of the compressor 101. It is understood that a sixth expansion valve 117 is provided between the first heat exchanger 103 and the third heat exchanger 118 to throttle and reduce the pressure of the flowing refrigerant. Furthermore, a third gas-liquid separator 119 is provided between the third heat exchanger 118 and the suction port of the compressor 101 to separate the refrigerant into gas and liquid phases, preventing liquid refrigerant from entering the compressor 101 and causing liquid slugging.

[0106] In some embodiments of this application, such as Figure 1 As shown, it also includes a third expansion valve 102, which is connected between the exhaust port of the compressor 101 and the first heat exchanger 103.

[0107] By setting a third expansion valve 102 between the exhaust port of the compressor 101 and the first heat exchanger 103, under certain multi-operation conditions (such as crew cabin heating + electric drive component cooling mode, battery heating + electric drive component cooling mode, etc.), if the heating demand is less than the cooling demand, a portion of the refrigerant can be dissipated through the first heat exchanger 103 via the third expansion valve 102, thereby enabling the thermal management system 1 to more accurately match the heat dissipation or cooling requirements of each component.

[0108] The thermal management system 1 of this application can realize various operating conditions such as air conditioning cooling, air conditioning heating, air conditioning heating dehumidification, battery cooling, battery heating, electric drive component cooling, electric control component cooling, air conditioning cooling + battery cooling, air conditioning cooling + electric drive component cooling, air conditioning cooling + electric control component cooling, air conditioning cooling + battery cooling + electric drive component cooling, air conditioning cooling + battery cooling + electric control component cooling, air conditioning cooling + battery cooling + electric drive component cooling + electric control component cooling, air conditioning heating + battery cooling + electric drive component cooling + electric control component cooling, air conditioning heating + battery heating + electric drive component cooling + electric control component cooling, air conditioning heating dehumidification + battery cooling + electric drive component cooling + electric control component cooling, and air conditioning heating dehumidification + battery heating + electric drive component cooling + electric control component cooling.

[0109] This application provides a detailed explanation using the following main multi-client modes as examples.

[0110] 1. Air conditioning cooling + electric drive component cooling + electronic control component cooling mode;

[0111] Among them, the third expansion valve 102, the first expansion valve 111, the second expansion valve 114, the first throttle valve 113, the second throttle valve 116, and the sixth expansion valve 117 are open, while the remaining valves are closed.

[0112] The compressor 101 compresses and discharges high-temperature, high-pressure gaseous refrigerant, which then passes through the third expansion valve 102 to the first heat exchanger 103 for heat dissipation. After passing through the receiver 104 and the one-way valve 120, it splits into three branches. In one branch, the refrigerant flows into the first heat exchanger 112 after being throttled and depressurized by the first expansion valve 111. At this time, the refrigerant in the first heat exchanger 112 absorbs heat from the electric drive assembly to cool it. Afterward, the refrigerant pressure is adjusted by the first throttle valve 113. In another branch, the refrigerant flows into the first heat exchanger 112 after being throttled and depressurized by the second expansion valve 114. The second heat exchanger 115, at this time, the refrigerant in the second heat exchanger 115 can absorb the heat of the electronic control components and cool the electronic control components. Afterwards, the refrigerant pressure is adjusted by the second throttle valve 116. One branch flows into the third heat exchanger 118 after being throttled and depressurized by the sixth expansion valve 117. The refrigerant in the third heat exchanger 118 can absorb the heat of the crew compartment and cool the crew compartment. Then the refrigerant from the three branches merges and returns to the suction port of the compressor 101 after passing through the third gas-liquid separator 119, thus forming a cycle.

[0113] 2. Battery cooling + electric drive component cooling + electronic control component cooling mode;

[0114] Among them, the third expansion valve 102, the first expansion valve 111, the second expansion valve 114, the first throttle valve 113, the second throttle valve 116, the fourth expansion valve 105, and the third throttle valve 110 are open, and the remaining valves are closed.

[0115] The compressor 101 compresses and discharges high-temperature, high-pressure gaseous refrigerant, which then passes through the third expansion valve 102 to the first heat exchanger 103 for heat dissipation. After passing through the receiver 104 and the one-way valve 120, it splits into three branches. One branch flows into the first heat exchanger 112 after being throttled and depressurized by the first expansion valve 111. At this time, the refrigerant in the first heat exchanger 112 absorbs heat from the electric drive assembly, cooling the electric drive assembly. Afterward, the refrigerant pressure is adjusted by the first throttle valve 113. Another branch flows into the second heat exchanger 115 after being throttled and depressurized by the second expansion valve 114. At this time, the refrigerant in the first heat exchanger 103 absorbs heat from the electric drive assembly, cooling the electric drive assembly. Then, the refrigerant pressure is adjusted by the first throttle valve 113. The refrigerant in the second heat exchanger 115 can absorb the heat of the electronic control components and cool them. Afterwards, the refrigerant pressure is adjusted by the second throttle valve 116. One branch flows into the battery heat exchanger 106 after being throttled and depressurized by the fourth expansion valve 105. The refrigerant in the battery heat exchanger 106 can absorb the heat of the battery pack and dissipate heat from it. Afterwards, the refrigerant pressure is adjusted by the third throttle valve 110. Finally, the refrigerants from the three branches merge and return to the suction port of the compressor 101 after passing through the third gas-liquid separator 119, thus forming a cycle.

[0116] 3. Air conditioning cooling + battery cooling + electric drive component cooling + electronic control component cooling mode;

[0117] Among them, the third expansion valve 102, the first expansion valve 111, the second expansion valve 114, the first throttle valve 113, the second throttle valve 116, the sixth expansion valve 117, the fourth expansion valve 105, and the third throttle valve 110 are open, and the remaining valves are closed.

[0118] The compressor 101 compresses and discharges high-temperature, high-pressure gaseous refrigerant, which then passes through the third expansion valve 102 to the first heat exchanger 103 for heat dissipation. After passing through the receiver 104 and the one-way valve 120, it splits into four branches. One branch flows into the first heat exchanger 112 after being throttled and depressurized by the first expansion valve 111. At this point, the refrigerant in the first heat exchanger 112 absorbs heat from the electric drive components to cool them. Afterward, the refrigerant pressure is adjusted by the first throttle valve 113. Another branch flows into the second heat exchanger 115 after being throttled and depressurized by the second expansion valve 114. At this point, the refrigerant in the second heat exchanger 115 absorbs heat from the electronic control components to cool them. The refrigerant is cooled first, then its pressure is adjusted by the second throttle valve 116; one branch flows into the battery heat exchanger 106 after being throttled and depressurized by the fourth expansion valve 105. The refrigerant in the battery heat exchanger 106 can absorb the heat of the battery pack to dissipate heat from the battery pack, and then its pressure is adjusted by the third throttle valve 110; another branch flows into the third heat exchanger 118 after being throttled and depressurized by the sixth expansion valve 117. The refrigerant in the third heat exchanger 118 can absorb the heat of the passenger compartment to cool the passenger compartment. Finally, the refrigerant from the four branches merges and returns to the suction port of the compressor 101 after passing through the third gas-liquid separator 119, thus forming a cycle.

[0119] 4. Air conditioning heating + electric drive component cooling + electronic control component cooling mode;

[0120] Based on cooling and heating needs, the circulation loops are divided into the following two types:

[0121] The first scenario is when the heating demand of the air conditioning system is greater than or equal to the cooling demand of the electric drive components plus the cooling demand of the electric control components. In this case, the fifth expansion valve 107, the first expansion valve 111, the second expansion valve 114, the first throttle valve 113, and the second throttle valve 116 are open, while the remaining valves are closed.

[0122] The refrigerant flows through the thermal management system 1 as follows: the compressor 101 compresses and discharges high-temperature, high-pressure gaseous refrigerant, which enters the second heat exchanger 108 to heat the passenger compartment. After passing through the fifth expansion valve 107, it splits into two branches. The refrigerant in one branch flows into the first heat exchanger 112 after being throttled and depressurized by the first expansion valve 111. At this time, the refrigerant in the first heat exchanger 112 absorbs the heat from the electric drive components to cool them. Afterward, the refrigerant pressure is adjusted by the first throttle valve 113. The refrigerant in the other branch flows into the second heat exchanger 115 after being throttled and depressurized by the second expansion valve 114. At this time, the refrigerant in the second heat exchanger 115 absorbs the heat from the electronic control components to cool them. Afterward, the refrigerant pressure is adjusted by the second throttle valve 116. Finally, the refrigerant from the two branches merges and returns to the suction port of the compressor 101 after passing through the third gas-liquid separator 119, thus forming a cycle.

[0123] The second scenario: The heating demand of the air conditioning is less than the sum of the cooling demand of the electric drive components and the cooling demand of the electric control components. In this case, the fifth expansion valve 107, the third expansion valve 102, the first expansion valve 111, the second expansion valve 114, the first throttle valve 113, and the second throttle valve 116 are open, and the remaining valves are closed.

[0124] The refrigerant flow in the thermal management system 1 is as follows: The compressor 101 compresses and discharges high-temperature, high-pressure gaseous refrigerant. This gaseous refrigerant is divided into two branches. The first branch flows through the second heat exchanger 108 and the fifth expansion valve 107. The second branch flows through the third expansion valve 102 and then dissipates heat to the outside of the vehicle in the first heat exchanger 103. After passing through the liquid receiver 104 and the check valve 120, it merges with the refrigerant from the first branch and is then divided into two cooling branches again. The refrigerant from one branch flows into the first heat exchanger 112 after being throttled and depressurized by the first expansion valve 111. At this point, the first heat exchanger... The refrigerant in the heat exchanger 112 absorbs heat from the electric drive assembly to cool it. Afterward, the refrigerant pressure is adjusted by the first throttle valve 113. One branch flows into the second heat exchanger 115 after being throttled and depressurized by the second expansion valve 114. At this time, the refrigerant in the second heat exchanger 115 can absorb heat from the electronic control assembly to cool it. Afterward, the refrigerant pressure is adjusted by the second throttle valve 116. Finally, the refrigerants from the two branches merge and return to the suction port of the compressor 101 after passing through the third gas-liquid separator 119, thus forming a cycle.

[0125] In the above-mentioned circulation loop, the amount of heat dissipation through the first heat exchanger and the second heat exchanger can be adjusted by adjusting the opening degree of the third expansion valve 102 and the fifth expansion valve 107.

[0126] 5. Battery heating + electric drive component cooling + electronic control component cooling mode;

[0127] Based on cooling and heating requirements, the circulation loops are divided into the following two types:

[0128] The first scenario is when the battery heating demand is greater than or equal to the sum of the electric drive component cooling demand and the electronic control component cooling demand. In this case, the seventh expansion valve 109, the fourth expansion valve 105, the first expansion valve 111, the second expansion valve 114, the first throttle valve 113, and the second throttle valve 116 are open, while the remaining valves are closed.

[0129] The refrigerant flows through the thermal management system 1 as follows: the compressor 101 compresses and discharges high-temperature, high-pressure gaseous refrigerant, which then enters the battery heat exchanger 106 through the seventh expansion valve 109 to heat the battery pack. After passing through the fourth expansion valve 105, it splits into two branches. The refrigerant in one branch flows into the first heat exchanger 112 after being throttled and depressurized by the first expansion valve 111. At this time, the refrigerant in the first heat exchanger 112 absorbs the heat from the electric drive components to cool them. Afterward, the refrigerant pressure is adjusted by the first throttle valve 113. The refrigerant in the other branch flows into the second heat exchanger 115 after being throttled and depressurized by the second expansion valve 114. At this time, the refrigerant in the second heat exchanger 115 absorbs the heat from the electronic control components to cool them. Afterward, the refrigerant pressure is adjusted by the second throttle valve 116. Finally, the refrigerant from the two branches merges and returns to the suction port of the compressor 101 after passing through the third gas-liquid separator 119, thus forming a cycle.

[0130] The second scenario: Battery heating demand < the sum of electric drive component cooling demand + electronic control component cooling demand. In this case, the seventh expansion valve 109, the fourth expansion valve 105, the third expansion valve 102, the first expansion valve 111, the second expansion valve 114, the first throttle valve 113, and the second throttle valve 116 are opened, while the remaining valves are closed.

[0131] The refrigerant flows in the thermal management system 1 as follows: The compressor 101 compresses and discharges high-temperature, high-pressure gaseous refrigerant, which is then divided into two branches. The first branch flows through the seventh expansion valve 109 into the battery heat exchanger 106 to heat the battery pack, and then through the fourth expansion valve 105. The second branch flows through the third expansion valve 102 and dissipates heat to the outside of the vehicle in the first heat exchanger 103. After passing through the reservoir 104 and the one-way valve 120, it merges with the refrigerant from the first branch and then splits into two cooling branches again. The refrigerant from one branch is throttled and depressurized by the first expansion valve 111 before flowing into the first heat exchanger 103. In the first heat exchanger 112, the refrigerant absorbs heat from the electric drive assembly to cool it. Afterward, the refrigerant pressure is adjusted by the first throttle valve 113. One branch flows into the second heat exchanger 115 after being throttled and depressurized by the second expansion valve 114. At this time, the refrigerant in the second heat exchanger 115 can absorb heat from the electronic control assembly to cool it. Afterward, the refrigerant pressure is adjusted by the second throttle valve 116. Finally, the refrigerants from the two branches merge and return to the suction port of the compressor 101 after passing through the third gas-liquid separator 119, thus forming a cycle.

[0132] In the above-mentioned circulation loop, the amount of heat dissipation through the first heat exchanger 103 and the battery heat exchanger 106 can be adjusted by adjusting the opening degree of the third expansion valve 102 and the fifth and seventh expansion valves 109.

[0133] 6. Air conditioning heating + battery heating + electric drive component cooling + electronic control component cooling mode;

[0134] Among them, the fifth expansion valve 107, the seventh expansion valve 109, the fourth expansion valve 105, the first expansion valve 111, the second expansion valve 114, the first throttle valve 113, and the second throttle valve 116 are open, and the remaining valves are closed.

[0135] The refrigerant flow in the thermal management system 1 is as follows: Compressor 101 discharges high-temperature, high-pressure gaseous refrigerant. This gaseous refrigerant is divided into two branches. The first branch flows through the second heat exchanger 108 to heat the passenger compartment, then through the fifth expansion valve 107. The second branch flows through the seventh expansion valve 109 into the battery heat exchanger 106 to heat the battery pack, then through the fourth expansion valve 105. After the refrigerant from the two branches merges, it is further divided into two cooling branches. The refrigerant from one branch flows through the first expansion valve 111 for throttling and pressure reduction before flowing into the first heat exchanger 112. The refrigerant in the first heat exchanger 112 absorbs heat from the electric drive assembly to cool it, and then its pressure is adjusted by the first throttle valve 113. Another branch flows into the second heat exchanger 115 after being throttled and depressurized by the second expansion valve 114. Here, the refrigerant in the second heat exchanger 115 absorbs heat from the electronic control assembly to cool it, and its pressure is adjusted by the second throttle valve 116. Finally, the refrigerant from the two branches merges and returns to the suction port of the compressor 101 after passing through the third gas-liquid separator 119, thus forming a cycle. The refrigerant flow rate into the second heat exchanger 108 and the battery heat exchanger 106 is adjusted by regulating the openings of the seventh expansion valve 109, the fifth expansion valve 107, and the fourth expansion valve 105.

[0136] 7. Air conditioning heating + battery cooling + electric drive component cooling + electronic control component cooling mode;

[0137] Among them, the fifth expansion valve 107, the fourth expansion valve 105, the third throttle valve 110, the first expansion valve 111, the second expansion valve 114, the first throttle valve 113, and the second throttle valve 116 are open, and the remaining valves are closed.

[0138] The refrigerant flows through the thermal management system 1 as follows: The compressor 101 compresses and discharges high-temperature, high-pressure gaseous refrigerant, which flows into the second heat exchanger 108 to heat the passenger compartment. Afterward, it passes through the fifth expansion valve 107, dividing into three cooling branches. One branch flows through the fourth expansion valve 105 for throttling and pressure reduction before flowing into the battery heat exchanger 106. The refrigerant in the battery heat exchanger 106 absorbs heat from the battery pack to dissipate heat. Then, it passes through the third throttling valve 110 for refrigerant pressure adjustment. The refrigerant in another branch flows through the first expansion valve 111 for throttling and pressure reduction before flowing into the first heat exchanger 112. At this time, the refrigerant in the first heat exchanger 112 absorbs the heat from the electric drive assembly to cool the electric drive assembly. Afterwards, the refrigerant pressure is adjusted by the first throttle valve 113. One branch flows into the second heat exchanger 115 after being throttled and depressurized by the second expansion valve 114. At this time, the refrigerant in the second heat exchanger 115 can absorb the heat from the electronic control assembly to cool the electronic control assembly. Afterwards, the refrigerant pressure is adjusted by the second throttle valve 116. Finally, the refrigerants from the three branches merge and return to the suction port of the compressor 101 after passing through the third gas-liquid separator 119, thus forming a cycle.

[0139] 8. Air conditioning heating and dehumidification + electric drive component cooling + electronic control component cooling mode;

[0140] Among them, the fifth expansion valve 107, the first expansion valve 111, the second expansion valve 114, the first throttle valve 113, the second throttle valve 116, and the sixth expansion valve 117 are open, while the remaining valves are closed.

[0141] The refrigerant flow in the thermal management system 1 is as follows: The compressor 101 compresses and discharges high-temperature, high-pressure gaseous refrigerant, which flows into the second heat exchanger 108 to heat the passenger compartment. Afterward, it passes through the fifth expansion valve 107 and is divided into three cooling branches. In one branch, the refrigerant is throttled and depressurized by the first expansion valve 111 before flowing into the first heat exchanger 112. At this point, the refrigerant in the first heat exchanger 112 absorbs heat from the electric drive components to cool them. Afterward, the refrigerant pressure is adjusted by the first throttle valve 113. In another branch, the refrigerant passes through the second expansion valve 107... After being throttled and depressurized, the refrigerant flows into the second heat exchanger 115. At this time, the refrigerant in the second heat exchanger 115 can absorb the heat of the electronic control components and cool them. Then, the refrigerant pressure is adjusted by the second throttle valve 116. The refrigerant in one branch flows into the third heat exchanger 118 after being throttled and depressurized by the sixth expansion valve 117. The refrigerant in the third heat exchanger 118 can dehumidify the passenger compartment. Finally, the refrigerant from the three branches merges and returns to the suction port of the compressor 101 after passing through the third gas-liquid separator 119, thus forming a cycle.

[0142] Understandably, when heating demand is greater than or equal to dehumidification demand plus electric drive component cooling demand plus electronic control component cooling demand, a wind-heated PTC can be used as an auxiliary heat source to supplement the heating demand of the passenger compartment. When heating demand is less than dehumidification demand plus electric drive component cooling demand plus electronic control component cooling demand, the electronic expansion valve 102 can be opened to transfer some heat to the outside of the vehicle through the first heat exchanger 103. That is, the gaseous refrigerant after being compressed by the compressor 101 is divided into two branches. The first branch enters the second heat exchanger 108 to meet the air conditioning heating demand, and then passes through the fifth expansion valve 107. The refrigerant in the other branch flows through the third expansion valve 102, the first heat exchanger 103, the liquid receiver 104, and the one-way valve 120, and then merges with the refrigerant in the first branch, and is then divided into the three cooling circuits mentioned above. At this time, the heat dissipation through the first heat exchanger 103 and the second heat exchanger 108 can be adjusted by adjusting the opening of the third expansion valve 102 and the fifth expansion valve 107.

[0143] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0144] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0145] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A thermal management system, characterized by, Comprise: A compressor and a heat exchange assembly, the compressor being in communication with the heat exchange assembly to form a refrigerant circulation loop, the refrigerant circulation loop being adapted to flow refrigerant; the heat exchange assembly being adapted to exchange heat with at least part of a drive assembly.

2. The thermal management system of claim 1, wherein, The drive assembly comprises an electric drive assembly, and the heat exchange assembly comprises a first heat exchange member adapted to exchange heat with at least part of the electric drive assembly; and / or, The drive assembly comprises an electric control assembly, and the heat exchange assembly comprises a second heat exchange member adapted to exchange heat with at least part of the electric control assembly. The first heat exchange member is an electric drive cold plate; and / or, the second heat exchange member is an electric control cold plate.

3. The thermal management system of claim 2, wherein, The thermal management system further comprises:

4. The thermal management system of any of claims 1-3, wherein, A first heat exchanger connected between an exhaust port of the compressor and the heat exchange assembly, and the heat exchange assembly being connected to a suction port of the compressor. The drive assembly comprises an electric drive assembly and an electric control assembly; the heat exchange assembly comprises: a first heat exchange member adapted to exchange heat with at least part of the electric drive assembly; and a second heat exchange member adapted to exchange heat with at least part of the electric control assembly; the first heat exchange member and the second heat exchange member are both connected between the first heat exchanger and the suction port of the compressor.

5. The thermal management system of claim 4, wherein, The first heat exchange member and the second heat exchange member are connected in parallel between the first heat exchanger and the suction port of the compressor. Further comprise:

6. The thermal management system of claim 5, wherein, A first expansion valve connected between the first heat exchange member and the first heat exchanger, and arranged in parallel with the second heat exchange member, wherein the first expansion valve is a double-valve needle expansion valve; and / or, 7. The thermal management system of claim 6, wherein, Further comprise: a second expansion valve connected between the second heat exchange member and the first heat exchanger, and arranged in parallel with the first heat exchange member, wherein the second expansion valve is a double-valve needle expansion valve. Further comprise: A first throttling valve connected between the first heat exchange member and the suction port of the compressor, and arranged in parallel with the second heat exchange member; and / or, 8. The thermal management system of claim 7, wherein, Further comprise: a second throttling valve connected between the second heat exchange member and the suction port of the compressor, and arranged in parallel with the first heat exchange member. Further comprise a first gas-liquid separator, the first gas-liquid separator comprising a first inlet, a first gas outlet and a first liquid outlet, the first inlet being connected to the first expansion valve, the first liquid outlet being connected to an inlet of the first heat exchange member, and the first gas outlet being connected to an outlet of the first heat exchange member; and / or, Further comprise a second gas-liquid separator, the second gas-liquid separator comprising a second inlet, a second gas outlet and a second liquid outlet, the second inlet being connected to the second expansion valve, the second liquid outlet being connected to an inlet of the second heat exchange member, and the second gas outlet being connected to an outlet of the second heat exchange member.

9. The thermal management system of claim 7, wherein, Further comprise a first cold accumulator connected in parallel with the first heat exchange member between an outlet of the first expansion valve and an inlet of the first throttling valve; and / or, ​ 10. The thermal management system of claim 8, wherein, ​ A second cold accumulator is further included, which is connected in parallel with the second heat exchange element between the outlet of the second expansion valve and the inlet of the second throttling valve.

11. The thermal management system of claim 10, wherein, A first fluorine pump is further included, which is adapted to be connected with the first cold accumulator and the first heat exchange element, and is configured to drive the refrigerant to circulate between the first cold accumulator and the first heat exchange element; and / or, A second fluorine pump is further included, which is adapted to be connected with the second cold accumulator and the second heat exchange element, and is configured to drive the refrigerant to circulate between the second cold accumulator and the second heat exchange element.

12. The thermal management system of any of claims 4-11, wherein, A battery heat exchange element is further included, a first end of which is connected with the first heat exchanger, and a second end of which is adapted to be selectively connected with the suction port of the compressor or the exhaust port of the compressor.

13. The thermal management system of any of claims 4-11, wherein, A second heat exchanger is further included, which is adapted to be connected with the exhaust port of the compressor; and / or, a third heat exchanger is further included, which is adapted to be connected between the first heat exchanger and the suction port of the compressor.

14. The thermal management system of any of claims 4-11, wherein, A third expansion valve is further included, which is connected between the exhaust port of the compressor and the first heat exchanger.

15. A vehicle characterized by comprising: The thermal management system according to any one of claims 1-14 is included.

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