Thermal management system and vehicle

Abstract

The invention provides a heat management system and a vehicle. The heat management system comprises an environment heat management module and a waterway heat management module, and the environment heat management module comprises a first heat exchanger and a second heat exchanger; the waterway heat management module comprises a hot water management module and a cold water management module, the cold water management module is connected with the environment heat management module through a first heat exchanger, heat exchange is carried out in the first heat exchanger, and therefore water in the cold water management module is cooled; the hot water management module is connected with the environment heat management module through the second heat exchanger, heat exchange is conducted in the second heat exchanger, and therefore water in the hot water management module is heated. According to the heat management system, heat exchange between the hot water management module and the environment heat management module and between the cold water management module and the environment heat management module is achieved through the heat exchanger, heat in the environment heat management module is recycled to meet the temperature requirement of domestic water, and efficient recycling and optimal distribution of heat energy resources are achieved.

Description

Technical Field

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

[0002] In the field of vehicle engineering, the thermal management system is a crucial component ensuring vehicle power performance, range, ride comfort, and the reliability of core components. Whether it's a traditional gasoline vehicle, a hybrid vehicle, or a pure electric vehicle, multiple subsystems, including the powertrain (engine, motor, battery), cabin air conditioning, and braking system, all have specific temperature control requirements. For RVs, the domestic water circuits (such as onboard toilets, kitchens, and seat heating / cooling auxiliary circuits) are an important branch of the vehicle's thermal management system, and their temperature stability and resource utilization efficiency directly affect the overall vehicle performance and user experience. With the popularization of new energy vehicles and the diversification of onboard living scenarios, how to achieve efficient recovery and optimized allocation of thermal energy resources while ensuring the temperature requirements of each subsystem has become a core issue that urgently needs to be addressed. Summary of the Invention

[0003] This application provides a thermal management system and a vehicle. The thermal management system can recover heat from the environmental thermal management module for use in meeting the temperature requirements of domestic water, thereby achieving efficient recovery and optimized allocation of thermal energy resources.

[0004] The first technical solution adopted in this application is: providing a thermal management system, the thermal management system comprising: An environmental thermal management module, comprising a first heat exchanger and a second heat exchanger; The water circuit thermal management module includes a hot water management module and a cold water management module. The cold water management module is connected to the ambient thermal management module through a first heat exchanger, where heat exchange occurs to cool the water in the cold water management module. The hot water management module is connected to the ambient thermal management module through a second heat exchanger, where heat exchange occurs to heat the water in the hot water management module.

[0005] The second technical solution adopted in this application is to provide a vehicle that includes any of the above-mentioned thermal management systems.

[0006] The beneficial effects of this application are as follows: Unlike existing technologies, this application provides a thermal management system and a vehicle. The thermal management system provided by this application includes an environmental thermal management module and a water thermal management module. The environmental thermal management module includes a first heat exchanger and a second heat exchanger. The water thermal management module includes a hot water management module and a cold water management module. The cold water management module is connected to the environmental thermal management module through the first heat exchanger, where heat exchange occurs to cool the water in the cold water management module. The hot water management module is connected to the environmental thermal management module through the second heat exchanger, where heat exchange occurs to heat the water in the hot water management module. This thermal management system utilizes heat exchangers to achieve heat exchange between the hot water management module, the cold water management module, and the environmental thermal management module, recovering heat from the environmental thermal management module for use in meeting the temperature requirements of domestic water, thus achieving efficient recovery and optimized allocation of thermal energy resources. Attached Figure Description

[0007] 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 accompanying 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.

[0008] Figure 1 A schematic diagram of a structural embodiment of the thermal management system provided in this application; Figure 2 A schematic diagram of an embodiment of the thermal management system provided in this application for cooling the crew cabin; Figure 3 A schematic diagram of an embodiment of the thermal management system provided in this application for implementing crew cabin cooling and motor cooling. Figure 4 A schematic diagram of a structure of an embodiment of the thermal management system provided in this application for realizing crew cabin cooling, motor cooling and chilled water management module cooling; Figure 5 A schematic diagram of an embodiment of the thermal management system provided in this application for realizing crew cabin cooling, motor cooling, chilled water management module cooling and battery cooling; Figure 6 A schematic diagram of an embodiment of the thermal management system provided in this application for heating the crew compartment; Figure 7 A schematic diagram of the structure of the first embodiment of the thermal management system for crew compartment heating and hot water management module heating provided in this application; Figure 8 A schematic diagram of the structure of the second embodiment of the thermal management system for crew compartment heating and hot water management module heating provided in this application; Figure 9 A schematic diagram of a structure of an embodiment of the thermal management system provided in this application for realizing crew cabin heating, battery heating and hot water management module heating; Figure 10 A schematic diagram of an embodiment of the thermal management system provided in this application for realizing crew cabin heating, hot water management module heating, and motor and battery cooling; Figure 11 A schematic diagram of a structure of an embodiment of the thermal management system provided in this application for realizing crew cabin heating, hot water management module heating, and battery cooling; Figure 12 This is a structural schematic diagram of one embodiment of the vehicle described in this application. Detailed Implementation

[0009] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0010] In the following description, specific details such as particular system architectures, interfaces, and technologies are presented for illustrative purposes rather than for limiting purposes, in order to provide a thorough understanding of this application.

[0011] In this article, the term "and / or" simply describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. Additionally, the character " / " generally indicates that the preceding and following related objects have an "or" relationship. Furthermore, "more" in this article means two or more objects.

[0012] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0013] Before providing a further detailed description of the embodiments of this application, the nouns and terms involved in the embodiments of this application will be explained, and the nouns and terms involved in the embodiments of this application shall be interpreted as follows.

[0014] To enable those skilled in the art to better understand the technical solutions of this application, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0015] like Figure 1 As shown, Figure 1This is a schematic diagram of an embodiment of the thermal management system of this application. The thermal management system 100 provided in this application includes: an environmental thermal management module 70 and a water thermal management module 60. The environmental thermal management module 70 includes a first heat exchanger 33 and a second heat exchanger 12. The water thermal management module 60 includes a hot water management module 601 and a cold water management module 602. The cold water management module 602 is connected to the environmental thermal management module 70 through the first heat exchanger 33, and heat exchange occurs within the first heat exchanger 33, thereby cooling the water in the cold water management module 602. The hot water management module 601 is connected to the environmental thermal management module 70 through the second heat exchanger 12, and heat exchange occurs within the second heat exchanger 12, thereby heating the water in the hot water management module 601.

[0016] In some embodiments, the first heat exchanger 33 is a plate heat exchanger. When the cold water management module 602 cools the water, heat exchange occurs between the refrigerant in the ambient thermal management module 70 and the water in the cold water management module 602 in the first heat exchanger 33. For example, the refrigerant absorbs heat from the water and releases heat to the water, thus lowering the water temperature. The second heat exchanger 12 is a water-to-water heat exchanger. When the hot water management module 601 heats the water, heat exchange occurs between the coolant in the ambient thermal management module 70 and the water in the hot water management module 601 in the second heat exchanger 12. For example, the water absorbs heat from the coolant and heats the water, thus raising the water temperature.

[0017] Understandably, in the above embodiments, when cooling water, after the refrigerant in the first heat exchanger 33 absorbs heat from the water, the heat-absorbing refrigerant can also be used in the environmental thermal management module 70, for example, for environmental heating. Understandably, if the thermal management system 100 of this application is applied to a vehicle, the heat-absorbing refrigerant can also be used for passenger compartment heating, etc. When heating water, after the water in the second heat exchanger 12 absorbs heat from the coolant, it can cool the coolant, and the cooled coolant can also be used in the environmental thermal management module 70, for example, for passenger compartment cooling, thus achieving energy recovery and energy recycling.

[0018] In some embodiments, the thermal management system 100 of this application utilizes a heat exchanger to realize heat exchange between the hot water management module 601 and the cold water management module 602 and the environmental thermal management module 70, recovering the heat in the environmental thermal management module 70 for the temperature requirements of domestic water, realizing efficient recovery and optimized allocation of thermal energy resources, and reducing costs to a certain extent.

[0019] In one embodiment, the environmental thermal management module 70 includes a first electronic expansion valve 40 connected to a first heat exchanger 33; the cold water management module 602 includes a first water storage tank 26, a first water pump 27, and a first temperature sensor 58. The first temperature sensor 58 is used to detect the water temperature in the first water storage tank 26. In response to the water temperature being greater than a first preset temperature, it controls the first electronic expansion valve 40 and the first water pump 27 to open, thereby exchanging heat in the first heat exchanger 33 to cool the water, and storing the cooled water in the first water storage tank 26.

[0020] In some embodiments, the first electronic expansion valve 40 is used to block the flow of refrigerant or reduce the flow area of ​​refrigerant to achieve throttling.

[0021] In one specific embodiment, the cold water management module 602 includes, in series: a first water storage tank 26, a first water pump 27, a first heat exchanger 33, a first filter 30, a first temperature sensor 58, a first shut-off valve 29, and a cold water user terminal 28. The first water storage tank 26 in the cold water management module 602 can be a cold water purification tank with heat preservation function, used to store cooled or filtered water and maintain a stable water temperature. The first water pump 27 is used to regulate the water flow rate in the cold water management module 602; the first filter 30 is used to filter impurities and harmful substances in the water; the first temperature sensor 58 is used to detect the water temperature in the first water storage tank 26 in real time; and the first shut-off valve 29 is connected to the cold water user terminal 28 to control the flow of water.

[0022] In one specific embodiment, when the water temperature exceeds a first preset temperature, it indicates that the water temperature in the cold water management module 602 is too high. The first electronic expansion valve 40 can then be opened, allowing the refrigerant in the ambient thermal management module 70 and the water in the first water storage tank 26 to exchange heat within the first heat exchanger 33, thereby cooling the water in the first water storage tank 26. For example, when the first temperature sensor 58 detects that the water temperature in the cold water management module 602 is higher than 15 degrees Celsius and / or does not meet the user's cold water requirements, the control logic is triggered, opening the first electronic expansion valve 40. The refrigerant absorbs heat from the water in the first heat exchanger 33 to cool the water, and the cooled water is then stored in the first water storage tank 26 via the first filter 30.

[0023] In one embodiment, the hot water management module 601 includes: a second water storage tank 8, a second water pump 57, and a second temperature sensor 56. The second temperature sensor 56 is used to detect the water temperature of the second water storage tank 8. In response to the water temperature of the second water storage tank 8 being lower than a second preset temperature, the second water pump 57 is controlled to start, thereby exchanging heat in the second heat exchanger 12.

[0024] In some embodiments, the hot water management module 601 includes a second water storage tank 8, a second water pump 57, a second heat exchanger 12, a second filter 11, a second temperature sensor 56, a second shut-off valve 9, and a hot water user terminal 10 connected in series. In one specific embodiment, the second water storage tank 8 in the hot water management module 601 is a device for storing and keeping purified water warm, such as a hot water purification tank. The second temperature sensor 56 is used to monitor the water temperature in the second water storage tank 8 in real time. When the detected water temperature is lower than a second preset temperature (e.g., 45 degrees Celsius), the system starts the second water pump 57, causing the water in the hot water management module 601 to flow through the second heat exchanger 12 for heat exchange, thereby increasing the water temperature.

[0025] It should be noted that the first preset temperature is lower than the second preset temperature. The specific temperatures mentioned above are only for example. In other embodiments, the first preset temperature and the second preset temperature may also be other values.

[0026] In one embodiment, the hot water management module 601 further includes a first three-way valve 13 and a heating component 14. The first three-way valve 13 includes a first port A1, a second port C1, and a third port B1. The first port A1 of the first three-way valve 13 is connected to a second heat exchanger 12, and the second port C1 of the first three-way valve 13 is connected to a second water storage tank 8. The third port B1 of the first three-way valve 13 is connected to the heating component 14, and the heating component 14 is connected to the second water storage tank 8. In a first operating state, the first port A1 and the second port C1 of the first three-way valve 13 are connected, and heat exchange occurs within the second heat exchanger 12 for heating. In a second operating state, the first port A1 and the third port B1 of the first three-way valve 13 are connected, and heat exchange occurs within the second heat exchanger 12, with heating also performed using the heating component 14.

[0027] In one embodiment, if the water temperature requirement is not high, the first three-way valve 13 can be controlled to be in a first working state, with the first port A1 and the second port C1 of the first three-way valve 13 connected, allowing heat exchange within the second heat exchanger 12 and recovering heat from the environmental thermal management module 70 for heating. If the water temperature requirement is high, the first three-way valve 13 can be controlled to be in a second working state, with the first port A1 and the third port B1 of the first three-way valve 13 connected, allowing heat exchange within the second heat exchanger 12 and heating using the heating component 14. In this case, in addition to recovering heat from the environmental thermal management module 70 for heating, heating is also performed simultaneously using the heating component 14.

[0028] In some embodiments, the heated water passes through the second filter 11 to filter out impurities and harmful substances and eliminate odors before being stored in the second water tank 8. The second water pump 57 is turned off when the second temperature sensor 56 detects that the water has reached the second preset temperature. It should be noted that timed heating can be set; even if the user does not require hot water, the second water pump 57 will still turn on to heat the water in the second water tank 8 when the timed heating period is triggered, and will turn off when the water reaches the second preset temperature.

[0029] In one embodiment, the environmental thermal management module 70 includes: a motor cooling circuit D1 (e.g., Figure 1 (As shown by the thick solid line) The motor cooling circuit D1 is connected to the second heat exchanger 12. The hot water management module 601 exchanges heat with the motor cooling circuit D1 within the second heat exchanger 12, thereby heating the water in the hot water management module 601. It should be noted that the motor cooling circuit D1 is a coolant circulation path, therefore, the coolant needs to exchange heat with the water within the second heat exchanger 12. Thus, the second heat exchanger 12 can be designed as a water-to-water heat exchanger.

[0030] Understandably, motors generate a large amount of heat during operation. The motor cooling circuit D1 cools the motor by removing this heat through the coolant, causing the coolant to continuously heat up. This application connects the motor cooling circuit D1 to the second heat exchanger 12. Water in the hot water management module 601 exchanges heat with the coolant in the motor cooling circuit D1 through the second heat exchanger 12, transferring the heat from the coolant in the motor cooling circuit D1 to the water in the hot water management module 601, thereby heating domestic water. This achieves both heat recovery from the motor and cooling of the motor cooling circuit D1, enabling efficient recovery and optimized allocation of thermal energy resources.

[0031] It should be noted that during vehicle operation, the motor generates heat, and the coolant temperature in the motor cooling circuit D1 rises. The heat is then transferred to the water in the hot water management module 601 in the second heat exchanger 12, so that the water temperature reaches the preset temperature to meet the user's hot water needs. At the same time, there is no need to start additional heating equipment, which can reduce costs.

[0032] In one embodiment, the environmental thermal management module 70 includes: a multi-way valve 600, a third heat exchanger 34, and a crew compartment cooling circuit C0 (e.g., Figure 1(As shown by the dashed line), refrigerant circuit 7. The first connection terminal D11 of the motor cooling circuit D1 is connected to the first connection port 1 of the multi-way valve 600, and the second connection terminal D12 of the motor cooling circuit D1 is connected to the second connection port 2 of the multi-way valve 600. The passenger compartment cooling circuit C0 is connected to the third heat exchanger 34, and the first connection terminal C01 of the passenger compartment cooling circuit C0 is connected to the third connection port 3 of the multi-way valve 600, and the second connection terminal C02 of the passenger compartment cooling circuit C0 is connected to the fourth connection port 4 of the multi-way valve 600. The passenger compartment cooling circuit C0 is also connected to the heating unit 31 of the air conditioning unit. Refrigerant circuit 7 is connected to the third heat exchanger 34; and refrigerant circuit 7 is also connected to the cooling unit 32 of the air conditioning unit. It is understood that the cooling unit 32 and the heating unit 31 are located within the air conditioning unit. The heating unit 31 can be, for example, a heater core. The refrigerant circuit 7 connected to the cooling unit 32 of the air conditioning unit can be, for example, an evaporator.

[0033] The crew compartment cooling circuit C0 exchanges heat with the refrigerant circuit 7 in the third heat exchanger 34, thereby cooling or heating the crew compartment.

[0034] It should be noted that when the first connection port 1 and the second connection port 2 of the multi-way valve are connected, the motor cooling circuit D1 is formed. When the third connection port 3 and the fourth connection port 4 of the multi-way valve are connected, the crew compartment cooling circuit C0 is formed.

[0035] In one specific embodiment, the multi-way valve 600 can adopt a six-way valve structure (the six-way valve is referred to in all embodiments of this application, but may be other multi-way valves in other embodiments). Its first connection port 1 is connected to the inlet end of the motor cooling circuit D1 (i.e., the first connection end D11 of the motor cooling circuit D1), the second connection port 2 is connected to the outlet end of the motor cooling circuit D1 (i.e., the second connection end D12 of the motor cooling circuit D1), the third connection port 3 is connected to the inlet end of the passenger compartment cooling circuit C0 (i.e., the first connection end C01 of the passenger compartment cooling circuit C0), and the fourth connection port 4 is connected to the outlet end of the passenger compartment cooling circuit C0 (i.e., the second connection end C02 of the passenger compartment cooling circuit C0). The third heat exchanger 34 is, for example, a plate heat exchanger, used to exchange heat between the coolant in the passenger compartment cooling circuit C0 and the refrigerant in the refrigerant circuit 7. In the third heat exchanger 34, the coolant in the passenger compartment cooling circuit C0 exchanges heat with the refrigerant, thereby realizing the cooling or heating function of the passenger compartment.

[0036] In some embodiments, the environmental thermal management module 70 further includes: a fourth heat exchanger 42, wherein the motor cooling circuit D1 and the refrigerant circuit 7 are connected to the fourth heat exchanger 42; when the passenger compartment is heated, the motor cooling circuit D1 and the refrigerant circuit 7 exchange heat in the fourth heat exchanger 42, thereby using the heat from the motor for passenger compartment heating.

[0037] In one embodiment, the refrigerant circuit 7 includes a first refrigerant passage T1, a second refrigerant passage T2, and a third refrigerant passage T3. The first refrigerant passage T1 connects to the cooling unit 32 of the air conditioning unit and the third heat exchanger 34; during cabin cooling, the first refrigerant passage T1 exchanges heat with the cabin cooling circuit C0 in the third heat exchanger 34. The second refrigerant passage T2 connects to the first heat exchanger 33 and, through the first heat exchanger 33, connects to the chilled water management module 602; during chilled water management module 602 cooling, the second refrigerant passage T2 exchanges heat with the chilled water management module 602 in the first heat exchanger 33. The third refrigerant passage T3 connects to the third heat exchanger 34 and the fourth heat exchanger 42; during cabin heating, the third refrigerant passage T3 exchanges heat with the cabin cooling circuit C0 in the third heat exchanger 34 and the fourth heat exchanger 42.

[0038] In one embodiment, the refrigerant circuit 7 includes: a main refrigerant circuit Z0 (e.g., Figure 1 (As shown by the red line in the middle), the first refrigerant branch Z1 (as shown by the red line in the middle) Figure 1 (as shown by the pink line in the middle), the second refrigerant branch Z2 (as shown by the pink line in the middle) Figure 1 (as shown by the green line in the middle), the third refrigerant branch Z3 (as shown in the middle green line) Figure 1 (as shown by the blue line) and the fourth refrigerant branch Z4 (as shown by the blue line) Figure 1 (As shown by the purple line); the main refrigerant path Z0, the first refrigerant branch Z1, and the second refrigerant branch Z2 are connected in sequence to form the first refrigerant passage T1; wherein, the first refrigerant branch Z1 includes an outdoor condenser assembly 44; the main refrigerant path Z0, the first refrigerant branch Z1, and the third refrigerant branch Z3 are connected in sequence to form the second refrigerant passage T2; the main refrigerant path Z0 and the fourth refrigerant branch Z4 are connected to form the third refrigerant passage T3.

[0039] In some embodiments, the refrigerant main line Z0 includes a gas-liquid separator 52, a second pressure and temperature sensor 53, a compressor 49, a third temperature sensor 37, a third heat exchanger 34, and a first pressure and temperature sensor 36 connected in series; the first refrigerant branch Z1 includes an outdoor condenser assembly 44, a first node N1, and a second node N2 connected in series; the second refrigerant branch Z2 includes a second electronic expansion valve 38, a cooling unit 32 of the air conditioning unit, and a first check valve 55 connected in series; the third refrigerant branch Z3 includes a first electronic expansion valve 40, a first heat exchanger 33, and a first check valve 55 connected in series; and the fourth refrigerant branch Z4 includes a third electronic expansion valve 39, a fourth heat exchanger 42, a fifth temperature sensor 50, and a second check valve 51 connected in series.

[0040] It should be noted that the first pressure and temperature sensor 36 is used to monitor the temperature and pressure of the refrigerant at this time, the cooling unit 32 of the air conditioning unit can be an evaporator, and the one-way valve is used to ensure the one-way flow of the refrigerant.

[0041] like Figure 2 As shown, Figure 2 This is a schematic diagram of an embodiment of the thermal management system provided in this application for refrigerating the crew compartment. During the crew compartment refrigeration process, the first refrigerant passage T1 and the crew compartment cooling circuit C0 exchange heat in the third heat exchanger 34. At this time, the refrigerant circulation path is the first refrigerant passage T1, specifically including: a gas-liquid separator 52. Second pressure and temperature sensor 53 Compressor 49 Third temperature sensor 37 Third heat exchanger 34 First pressure and temperature sensor 36 Third shut-off valve 35 Outdoor condensing unit 44 Second electronic expansion valve 38 Cooling unit 32 of the air conditioning unit First check valve 55 Gas-liquid separator 52. The coolant circulation path is the crew compartment cooling circuit C0, specifically including: fourth water pump 22. Third three-way valve 23 Third heat exchanger 34 Electric heating component 25 Heating unit 31 of the air conditioning unit Multi-way valve 600 Fourth water pump 22. It should be noted that the heating unit 31 of the air conditioning unit is in the off state at this time. The multi-way valve 600 is connected from the third connection port 3 to the fourth connection port 4.

[0042] In some embodiments, the compressor 49 compresses the low-temperature, low-pressure gaseous refrigerant from the gas-liquid separator 52 into a high-temperature, high-pressure gaseous refrigerant. At this time, the third shut-off valve 35 is open, and the high-temperature, high-pressure gaseous refrigerant releases heat in the outdoor condenser assembly 44, causing the refrigerant to become a medium-temperature, high-pressure liquid refrigerant after passing through the outdoor condenser assembly 44. The second electronic expansion valve 38 opens, allowing the medium-temperature, high-pressure liquid refrigerant to enter the cooling unit 32 of the air conditioning unit, where it evaporates and absorbs heat, becoming a low-temperature, low-pressure gaseous refrigerant, thus achieving cabin cooling.

[0043] It should be noted that in the first refrigerant passage T1, after the refrigerant flows through the first one-way valve 55, it enters the gas-liquid separator 52. In the gas-liquid separator 52, part of the refrigerant is recovered to ensure that the refrigerant entering the compressor is in a gaseous state, thus preventing liquid slugging of the compressor.

[0044] In one embodiment, an outdoor condenser assembly 44 is disposed in a front-end cooling module 80. In addition to the outdoor condenser assembly 44, the front-end cooling module 80 also includes a heat dissipation assembly 45 and a cooling fan 46. The outdoor condenser assembly 44 is connected to a first refrigerant passage, the heat dissipation assembly 45 is connected to a motor cooling circuit, and the cooling fan 46 is positioned close to the heat dissipation assembly 45. When the coolant enters the front-end cooling module 80, it can come into contact with the environment to dissipate or absorb heat.

[0045] In some embodiments, when the vehicle speed is 0 km / h (i.e., the vehicle is stationary), the cooling fan 46 releases heat to the refrigerant passing through the outdoor condenser assembly 44, so that the refrigerant becomes a medium-temperature, high-pressure liquid refrigerant after passing through the outdoor condenser assembly 44. When the vehicle speed is greater than 0 km / h, the oncoming airflow and the cooling fan 46 release heat to the refrigerant passing through the outdoor condenser assembly 44.

[0046] In some embodiments, the motor generates a significant amount of heat during operation, necessitating motor cooling. Therefore, the motor needs to be cooled simultaneously during the passenger compartment cooling process. See also Figure 3 , Figure 3 This is a schematic diagram of an embodiment of the thermal management system provided in this application that implements passenger compartment cooling and motor cooling. This embodiment is similar to the one described above. Figure 2 The difference shown is that the coolant circulation path in this embodiment further includes a motor cooling circuit D1. In one embodiment, the motor cooling circuit D1 includes a second three-way valve 47 and a heat dissipation assembly 45; the first port A2 of the second three-way valve 47 is connected to the fourth heat exchanger 42, the second port C2 of the second three-way valve 47 is connected to the outlet of the heat dissipation assembly 45, and the third port B2 of the second three-way valve is connected to the inlet of the heat dissipation assembly 45; the second three-way valve 47 is in a first working state, with the first port A2 of the second three-way valve 47 connected to the second port C2 of the second three-way valve 47; the second three-way valve 47 is in a second working state, with the first port A2 of the second three-way valve 47 connected to the third port B2 of the second three-way valve 47.

[0047] In one specific embodiment, the motor cooling circuit D1 participating in the coolant circulation path is specifically: the third water pump 18 Fourth temperature sensor 17 Second heat exchanger 12 Control Unit 16 Motor 15 Multi-way valve 600 Fourth heat exchanger 42 Second three-way valve 47 (interface connection is A2 to B2) Heat dissipation component 45 Cooling fan 46. In this embodiment, the multi-way valve 600 is connected as follows: first connection port 1 is connected to second connection port 2, and third connection port 3 is connected to fourth connection port 4.

[0048] In some embodiments, the fourth heat exchanger 42 serves only as a flow channel for the coolant and does not exchange heat with the refrigerant. To cool the motor cooling circuit D1, the first port A2 of the second three-way valve 47 is connected to the third port B2 of the second three-way valve 47, allowing the coolant in the motor cooling circuit D1 to flow through the heat dissipation assembly 45 and be cooled by the heat dissipation assembly 45 and the cooling fan 46, thereby achieving the cooling effect of the motor cooling circuit D1. It is understood that if the coolant temperature in the motor cooling circuit D1 is too high, the cooling fan 46 is turned on, utilizing the heat dissipation assembly 45 and the cooling fan 46 for cooling; if the coolant temperature in the motor cooling circuit D1 is not particularly high, the cooling fan 46 can be turned off, and only the heat dissipation assembly 45 is used for cooling.

[0049] In some embodiments, the third water pump 18 in the motor cooling circuit D1 is used to control the flow rate of the coolant. The coolant releases heat and cools down in the heat dissipation component 45, and then flows into the control unit 16 and the motor 15 that need to be cooled, thereby achieving the cooling effect of the motor cooling circuit D1.

[0050] In some embodiments, combined with Figure 4 , Figure 4 This is a schematic diagram of an embodiment of the thermal management system provided in this application, which implements cooling of the passenger compartment, motors, and the chilled water management module. (Compared to the above...) Figure 3 The difference in the illustrated embodiment is that this embodiment also requires the cooling water management module 602 to perform refrigeration. To achieve this, the refrigerant circulation path in this embodiment further includes a second refrigerant path T2, specifically: a gas-liquid separator 52. Second pressure and temperature sensor 53 Compressor 49 Third temperature sensor 37 Third heat exchanger 34 First pressure and temperature sensor 36 Third shut-off valve 35 Outdoor condensing unit 44 First electronic expansion valve 40 First heat exchanger 33 First check valve 55 Gas-liquid separator 52.

[0051] During the refrigeration of the passenger compartment and the motor, when the first temperature sensor 58 in the cold water management module 602 detects that the water temperature is higher than the first preset temperature, the first electronic expansion valve 40 is opened. At this time, the low-temperature and low-pressure liquid refrigerant enters the first heat exchanger 33 to exchange heat with the water in the cold water management module 602, absorbs the heat of the water and cools the water, thereby achieving the refrigeration effect of the cold water management module 602.

[0052] In some embodiments, combined with Figure 5 , Figure 5 This is a schematic diagram of an embodiment of the thermal management system provided in this application, which implements passenger compartment cooling, motor cooling, chilled water management module cooling, and battery cooling. (Compared to the above...) Figure 4 The difference in the illustrated embodiment is that battery cooling is also required in this embodiment, and to achieve battery cooling, the refrigerant circulation path further includes a fourth refrigerant path T4. In some embodiments, the environmental thermal management module 70 further includes a fifth heat exchanger 48 and a battery cooling circuit D0 (e.g., Figure 1 (As shown by the thick dashed line), the battery cooling circuit D0 and the fourth refrigerant passage T4 are connected to the fifth heat exchanger 48, and the first connection end D01 of the battery cooling circuit D0 is connected to the fifth connection port 5 of the multi-way valve 600, and the second connection end D02 of the battery cooling circuit D0 is connected to the sixth connection port 6 of the multi-way valve 600.

[0053] In this embodiment, the multi-way valve 600 is connected as follows: the first connection port 1 is connected to the second connection port 2, the third connection port 3 is connected to the fourth connection port 4, and the fifth connection port 5 is connected to the sixth connection port 6.

[0054] In one embodiment, a first node N1 and a second node N2 are provided on the first refrigerant branch Z1, and the second refrigerant branch Z2 and the third refrigerant branch Z3 are connected to the second node N2; the refrigerant circulation loop further includes: a fifth refrigerant branch Z5 (e.g., Figure 1 (As shown by the orange line), the fifth refrigerant branch Z5 connects to the first node N1, thus forming the fourth refrigerant passage T4.

[0055] In some embodiments, the fifth refrigerant branch Z5 includes a fourth electronic expansion valve 54, a fifth heat exchanger 48, a fifth temperature sensor 50, and a second check valve 51 connected in series. A first node N1 connects the first refrigerant branch Z1 and the fifth refrigerant branch Z5, and a second node N2 connects the first refrigerant branch Z1, the second refrigerant branch Z2, and the third refrigerant branch Z3. The fifth connection port 5 of the multi-way valve 600 is connected to the inlet end of the battery cooling circuit D0 (i.e., the first connection end D01 of the battery cooling circuit), and the sixth connection port 6 is connected to the outlet end of the battery cooling circuit D0 (i.e., the second connection end D02 of the battery cooling circuit D0). The fifth heat exchanger 48 can be, for example, a plate heat exchanger, used for heat exchange between the battery cooling circuit D0 and the fourth refrigerant passage T4.

[0056] In this embodiment, the refrigerant circulation path further includes a fourth refrigerant path T4, specifically: a gas-liquid separator 52. Second pressure and temperature sensor 53 Compressor 49 Third temperature sensor 37 Third heat exchanger 34 First pressure and temperature sensor 36 Third shut-off valve 35 Outdoor condensing unit 44 Fourth electronic expansion valve 54 Fifth heat exchanger 48 Fifth temperature sensor 50 Second check valve 51 Gas-liquid separator 52.

[0057] Meanwhile, the coolant circulation path in this embodiment further includes a battery cooling circuit D0, specifically: a fifth water pump 43. Fifth heat exchanger 48 Sixth temperature sensor 20 Battery 19 Seventh temperature sensor 21 Multi-way valve 600.

[0058] During the refrigeration of the crew cabin and the motor, in response to the battery temperature being higher than the third preset temperature, the fifth connection port 5 of the multi-way valve 600 is connected to the sixth connection port 6 of the multi-way valve 600, and the third connection port 3 of the multi-way valve 600 is connected to the fourth connection port 4 of the multi-way valve 600. The battery cooling circuit exchanges heat with the fourth refrigerant passage T4 in the fifth heat exchanger 48, thereby cooling the battery. In some embodiments, when the battery temperature exceeds a third preset temperature, the battery needs to be cooled. The fifth connection port 5 of the multi-way valve 600 is connected to the sixth connection port 6 of the multi-way valve 600, and the third connection port 3 of the multi-way valve 600 is connected to the fourth connection port 4 of the multi-way valve 600. The crew cabin cooling circuit C0 is cooled. At this time, the refrigerant flowing out from the third heat exchanger 34 is the refrigerant after absorbing heat. After passing through the outdoor condenser 44, it becomes a low-temperature and low-pressure liquid refrigerant. Then it enters the fifth heat exchanger 48 to exchange heat with the battery cooling circuit D0 and absorbs the heat of the coolant in the motor cooling circuit D1 to achieve battery cooling.

[0059] It should be noted that during the cooling process described in the above embodiment, if the second temperature sensor 56 in the hot water management module 601 detects that the water temperature has not reached the preset value, the second water pump 57 is turned on to exchange heat with the motor cooling circuit D1 in the second heat exchanger 12. When the motor is not cooled down, the temperature of the coolant in the motor cooling circuit D1 is high, and the heat of the coolant can be recovered for water heating in the hot water management module 601.

[0060] In some embodiments, if the water temperature in the hot water management module 601 reaches the required temperature, but the temperature of the coolant in the motor cooling circuit D1 has not yet dropped to the target temperature, the second three-way valve 47 can be controlled to be in a second working state, so that the first channel port A2 of the second three-way valve 47 is connected to the second channel port B2 of the second three-way valve 47, and the heat dissipation component 45 and / or cooling fan 46 are used to cool the motor cooling circuit D1.

[0061] In some embodiments, if the water temperature in the hot water management module 601 does not meet the requirements, in order to ensure that the temperature of the coolant in the motor cooling circuit D1 is not lost and that there is sufficient temperature for water heating, the second three-way valve 47 can be controlled to be in the first working state, so that the first channel port A2 of the second three-way valve 47 is connected to the second channel port C2 of the second three-way valve 47, and the coolant does not pass through the heat dissipation component, but exchanges heat in the second heat exchanger 12, thereby achieving the heating function of the hot water management module 601.

[0062] When the ambient temperature is low or the vehicle has just started and the motor temperature is not high, the first three-way valve 13 in the hot water management module is in the second working state, connecting the first channel port A1 of the first three-way valve and the third channel port B1 of the first three-way valve. At this time, heat exchange occurs in the second heat exchanger, and heating is carried out by the heating component 14. The heating component 14 can make up for the insufficient heat.

[0063] like Figure 6 As shown, Figure 6 This is a schematic diagram of an embodiment of the thermal management system provided in this application for heating the crew compartment. During the crew compartment heating process, the third refrigerant passage T3 and the crew compartment cooling circuit C0 exchange heat in the third heat exchanger 34. At this time, the refrigerant circulation path is: the third refrigerant passage T3, which specifically includes: a gas-liquid separator 52. Second pressure and temperature sensor 53 Compressor 49 Third temperature sensor 37 Third heat exchanger 34 First pressure and temperature sensor 36 Third electronic expansion valve 39 Fourth heat exchanger 42 Fifth temperature sensor 50 Second check valve 51 Gas-liquid separator 52. The coolant circulation path is the crew compartment cooling circuit C0, as described above. Figure 2 As shown, and will not be repeated here, the heating unit 31 of the air conditioning unit is turned on at this time.

[0064] It should be noted that when the refrigerant circulation path is the third refrigerant path T3, the third shut-off valve 35 is closed.

[0065] In some embodiments, the refrigerant in the third refrigerant passage T3 exchanges heat with the coolant in the crew compartment cooling circuit within the third heat exchanger 34. The high-temperature, high-pressure gaseous refrigerant transfers heat to the low-temperature coolant within the third heat exchanger 34, causing the coolant to heat up and thus heating the crew compartment. At this time, the high-temperature, high-pressure gaseous refrigerant becomes a medium-temperature, high-pressure gaseous refrigerant.

[0066] Since the motor generates heat during operation, this embodiment of the application can further recover the heat generated during motor operation for heating the passenger compartment. Therefore, the coolant circulation path during passenger compartment heating also includes a motor cooling circuit D1. In some embodiments, the motor cooling circuit D1 and the third refrigerant passage T3 exchange heat in the fourth heat exchanger 42. When the motor cooling circuit D1 and the third refrigerant passage T3 exchange heat in the fourth heat exchanger 42, the refrigerant in the third refrigerant passage T3 absorbs heat from the coolant in the motor cooling circuit D1 and exchanges the heat to the coolant in the passenger compartment cooling circuit C0 in the third heat exchanger 34, thereby realizing the recovery of motor heat for heating the passenger compartment.

[0067] In some embodiments, the medium-temperature, high-pressure gaseous refrigerant is throttled in the third electronic expansion valve 39 to become a low-temperature, low-pressure gas-liquid mixture. In the fourth heat exchanger 42, it exchanges heat with the coolant in the motor cooling circuit D1, absorbing the coolant's heat and becoming high-temperature again for use in heating the passenger compartment. It then flows through the second one-way valve 51 into the gas-liquid separator 52, ensuring that the refrigerant entering the compressor is gaseous and preventing liquid slugging in the compressor.

[0068] In some embodiments, in one embodiment, the environmental thermal management module 70 further includes: a third three-way valve 23 and a photovoltaic module 24, wherein the first port A3 of the third three-way valve 23 is connected to the first connection end of the passenger compartment cooling circuit C0, the second port C3 of the third three-way valve 23 is connected to the photovoltaic module 24, the third port B3 of the third three-way valve 23 is connected to the third heat exchanger 34, and the third heat exchanger 34 is connected to the photovoltaic module 24.

[0069] In response to the third three-way valve 23 being in the first working state, the first port A3 of the third three-way valve 23 is connected to the second port C3 of the third three-way valve 23, and the photovoltaic module 24 is used to heat the coolant in the crew cabin cooling circuit C0; in response to the third three-way valve 23 being in the second working state, the first port A3 of the third three-way valve 23 is connected to the third port B3 of the third three-way valve 23, and the crew cabin cooling circuit C0 exchanges heat with the refrigerant circuit 7 in the third heat exchanger 34.

[0070] In one specific embodiment, the third three-way valve 23 in the environmental thermal management module 70 is used to switch the heat source path, and the photovoltaic module 24 is used to absorb solar energy to heat the coolant in the crew cabin cooling circuit C0, providing a heat source for the crew cabin heating. The first port A3 of the third three-way valve 23 is connected to the fourth water pump 22 in the crew cabin cooling circuit, the second port C3 is connected to the photovoltaic module 24, and the third port B3 is connected to the third heat exchanger 34, and the third heat exchanger 34 is connected to the photovoltaic module 24.

[0071] In one embodiment, when the heating demand is high, the third three-way valve 23 can be in the first working state, with its first channel port A3 connected to the second channel port C3. The photovoltaic module 24 absorbs solar energy to heat the coolant in the passenger compartment cooling circuit C0, providing a heat source for heating. When the heating demand is low, the third three-way valve 23 is in the second working state, with its first channel port A3 connected to the third channel port B3. The passenger compartment cooling circuit C0 exchanges heat with the refrigerant circuit 7 in the third heat exchanger 34 to achieve the cooling or heat pump heating function.

[0072] In one embodiment, if the weather is sunny and the heat demand is high, the photovoltaic module 24 can absorb solar energy and heat the coolant by adjusting the valve core of the third three-way valve 23. When the ambient temperature is very low, the heat source is insufficient, and the environment is harsh, the electric heating module 25 can be turned on to make up for the lack of heat source by electric heating.

[0073] like Figure 7 As shown, Figure 7 This is a schematic diagram of the first embodiment of the thermal management system for crew compartment heating and hot water management module heating provided in this application. In some embodiments, when the second temperature sensor 56 in the hot water management module 601 detects that the temperature has not reached the second preset temperature, the second water pump 57 is turned on. The hot water management module 601 exchanges heat with the motor cooling circuit D1 through the second heat exchanger 12, utilizing the large amount of heat generated by the motor during operation to meet the heating requirements of the hot water management module 601. If the water temperature requirement is high and the motor's residual heat is insufficient, heating can also be achieved using the heating component 14.

[0074] It should be noted that when the crew cabin is heated (including heating using the heat from the motor) and the hot water management module is heated (including heating using the heat from the motor), the first connection port 1 of the multi-way valve 600 is connected to the second connection port 2 of the multi-way valve 600, and the third connection port 3 of the multi-way valve 600 is connected to the fourth connection port 4 of the multi-way valve 600.

[0075] In some embodiments, combined with Figure 8As shown, in one embodiment, when the ambient temperature is high, such as in spring and autumn, the crew cabin does not require much heat, but there is a need for hot water. When the hot water terminal is turned on, the third connection port 3 of the multi-way valve 600 and the second connection port 2 of the multi-way valve 600 are connected, and the first connection port 1 of the multi-way valve 600 and the fourth connection port 4 of the multi-way valve 600 are connected, thus connecting the motor cooling circuit D1 with the crew cabin cooling circuit C0. At this time, the high-temperature coolant in the motor cooling circuit D1 enters the passenger compartment cooling circuit C0 through the multi-way valve 600, flows through the third heat exchanger 34 and the heating unit 31 of the air conditioning unit, and delivers warm air into the vehicle. It then flows through the fourth heat exchanger 42 and enters the second three-way valve 47. The valve core position of the second three-way valve 47 is determined by the water temperature at the outlet of the heating unit of the air conditioning unit. If the temperature is lower than the preset temperature, the valve core connects the first channel port A2 and the second channel port C2. At this time, the cooling fan 46 does not turn on to avoid carrying away heat. The remaining heat enters the second heat exchanger 12, exchanges heat with the hot water circuit, and then enters the motor. It should be noted that the compressor 49 does not start in this cycle, and the third heat exchanger 34 and the fourth heat exchanger 42 only serve as channels in this cycle and do not exchange heat with other components.

[0076] like Figure 9 As shown, Figure 9 This is a schematic diagram of an embodiment of the thermal management system provided in this application, which enables heating of the passenger compartment, battery, and hot water management module. In this embodiment, the coolant circulation path further includes a battery cooling circuit D0. In some embodiments, when the average battery temperature is lower than a set value, it is necessary to heat the battery.

[0077] In one specific embodiment, in response to the battery temperature being lower than a fourth preset temperature, the third connection port 3 of the multi-way valve 600 is connected to the sixth connection port 6 of the multi-way valve 600, and the fourth connection port 4 of the multi-way valve 600 is connected to the fifth connection port 5 of the multi-way valve 600, connecting the battery cooling circuit D0 to the passenger compartment cooling circuit C0, thereby heating the battery. In some embodiments, when the battery temperature is lower than the fourth preset temperature value, it indicates that the battery temperature is too low and heating is required. By controlling the third connection port 3 of the multi-way valve 600 to connect to the sixth connection port 6, and the fourth connection port 4 to the fifth connection port 5, the battery cooling circuit D0 is connected to the passenger compartment cooling circuit C0, utilizing the heat from the passenger compartment cooling circuit to heat the battery. It should be noted that the fourth preset temperature is lower than the third preset temperature.

[0078] In some embodiments, during the crew compartment heating process, the coolant in the crew compartment cooling circuit C0 becomes high-temperature after passing through the third heat exchanger 34. At this time, since the battery cooling circuit D0 is connected to the crew compartment cooling circuit C0, the high-temperature coolant further flows through the battery cooling circuit via the fifth heat exchanger 48 to achieve battery heating. During this time, the refrigerant circulation path is the third refrigerant path T3, and the refrigerant does not pass through the fifth heat exchanger 48. The fifth heat exchanger 48 only serves as a cooling flow channel and does not perform heat exchange.

[0079] In some embodiments, turning on the fourth water pump 22 allows coolant to enter the third heat exchanger 34 and exchange heat with the crew compartment cooling circuit C0, enabling simultaneous heating of the crew compartment and the battery. When the ambient temperature is very low, the heat source is insufficient, and the environment is harsh, the electric heating component 25 can be turned on to compensate for the lack of heat source.

[0080] like Figure 10 As shown, Figure 10 This is a schematic diagram of an embodiment of the thermal management system provided in this application, which implements passenger compartment heating, hot water management module heating, and motor and battery cooling. This embodiment is similar to the one described above. Figure 7 The difference in the illustrated embodiment is that the motor and battery are cooled simultaneously while the crew compartment is heated and the hot water management module 601 is heating. Based on this, the refrigerant circulation path in this embodiment is a fourth refrigerant path T4, and the coolant circulation path further includes a motor cooling circuit D1 and a battery cooling circuit D0.

[0081] In some embodiments, during the crew cabin heating process, heat is exchanged with the fourth refrigerant passage in the third heat exchanger 34. The refrigerant, now at a lower temperature after heat exchange, passes through the third shut-off valve 35 and enters the outdoor condenser assembly 44 to exchange heat with the environment. It then enters the fourth electronic expansion valve 54 for throttling and exchanges heat with the coolant in the battery cooling circuit D0 in the fifth heat exchanger 48 to cool the battery. Afterwards, it returns to the compressor after passing through the second one-way valve 51 and the gas-liquid separator 52.

[0082] It should be noted that in order to achieve battery cooling, the temperature of the refrigerant entering the fifth heat exchanger 48 cannot be too high. However, the refrigerant also needs to enter the outdoor condenser assembly 44 to exchange heat with the environment. In order to ensure that the refrigerant temperature is kept low, this method is generally suitable for situations where the ambient temperature is low, such as spring and autumn.

[0083] When the motor is being cooled, the coolant flows into the fourth heat exchanger 42 in the motor cooling circuit D1. At this time, the fourth heat exchanger 42 is regarded as a channel and does not perform heat exchange. Then it passes through the second three-way valve 47. At this time, the second three-way valve is controlled to be in the second working state. The first channel port A2 and the third channel port B2 are connected, and the heat dissipation component 45 is used for heat dissipation and cooling. In this cycle mode, the cooling fan 46 is in the normally open state.

[0084] In some embodiments, if the motor temperature is high and the water temperature in the hot water management module 601 meets the requirements, the second three-way valve 47 is controlled to be in a second operating state, with the first channel port A2 and the third channel port B2 connected, and the heat dissipation component 45 is used for cooling. If the hot water management module 601 has a high demand and the motor's heat generation is insufficient, the second three-way valve 47 is controlled to be in a first operating state, with the interface connecting the first channel port A2 and the second channel port C2. In this case, the coolant in the motor cooling circuit D1 does not pass through the heat dissipation component, avoiding heat loss.

[0085] like Figure 11 As shown, Figure 11 This is a schematic diagram of an embodiment of the thermal management system provided in this application, which implements passenger compartment heating, hot water management module heating, and battery cooling. During charging, the battery generates a significant amount of heat, necessitating battery cooling. In some embodiments, this embodiment is similar to the one described above. Figure 7 The difference in the illustrated embodiment is that the battery is cooled while the crew compartment is heated and the hot water management module 601 is heated.

[0086] In this embodiment, since the battery generates a lot of heat during charging, the heat from the battery can be used for heating the passenger compartment and the hot water management module 601 in order to achieve heat recovery. In some embodiments, the fifth connection port 5 of the multi-way valve 600 is connected to the second connection port 2 of the multi-way valve 600, and the first connection port 1 of the multi-way valve 600 is connected to the sixth connection port 6 of the multi-way valve 600, connecting the motor cooling circuit D1 and the battery cooling circuit D0, so that the battery cooling circuit D0 and the refrigerant circuit 7 exchange heat in the fourth heat exchanger 42, thereby using the heat from the battery for heating the passenger compartment and the hot water management module 601.

[0087] If, during the vehicle's stationary charging process, the temperature sensor detects that the temperature of the battery cooling circuit D0 is higher than the ambient temperature and reaches the heating requirement threshold, the fifth connection port 5 of the multi-way valve 600 is connected to the second connection port 2 of the multi-way valve 600, and the first connection port 1 of the multi-way valve 600 is connected to the sixth connection port 6 of the multi-way valve 600, thereby connecting the motor cooling circuit D1 with the battery cooling circuit D0.

[0088] In this embodiment, the refrigerant circulation path is the third refrigerant path T3. The refrigerant in the third refrigerant path T3 exchanges heat with the crew cabin cooling circuit C0 in the third heat exchanger 34 to meet the heating requirements of the crew cabin.

[0089] In some embodiments, the refrigerant in the third refrigerant passage T3 exchanges heat with the motor cooling circuit D1 in the fourth heat exchanger 42. Since the motor cooling circuit D1 is connected to the battery cooling circuit D0, the heat of the coolant in the motor cooling circuit D1 and the battery cooling circuit D0 comes from the battery (the battery generates heat when it is charging). The refrigerant in the third refrigerant passage T3 absorbs the heat of the coolant in the motor cooling circuit D1, thereby achieving battery cooling. Furthermore, it exchanges heat with the passenger compartment cooling circuit C0 in the third heat exchanger 34, transferring the heat to the coolant in the passenger compartment cooling circuit C0 to meet the heating requirements of the passenger compartment.

[0090] It should be noted that during the crew cabin heating process, when the heat source is insufficient, the electric heating component 25 can be turned on or the working state of the third three-way valve 23 can be switched so that the solar heat source can participate in the circulation.

[0091] In some embodiments, if the temperature of the coolant at the outlet of the fourth heat exchanger 42 is detected to be lower than the ambient temperature during the cooling process of the battery cooling circuit D0, it indicates that the battery temperature is too low. At this time, the second three-way valve 47 is switched to the second working state, the first channel port A2 and the third channel port B2 are connected, and the cooling fan 46 is turned on so that the coolant enters the heat dissipation component 45 and can absorb the heat from the ambient temperature, thereby ensuring that the battery is at a normal temperature.

[0092] If charging is performed at higher temperatures, such as during spring and autumn, and the user has a need for hot water, the second three-way valve 47 switches to the first working state, adjusting to connect the first channel port A2 and the second channel port C2, so that the coolant does not pass through the heat dissipation component 45, and the heat is exchanged with the hot water management module 601 in the second heat exchanger 12 to the maximum extent.

[0093] The thermal management system 100 provided in this application integrates battery waste heat, motor waste heat, solar energy, and an air source heat pump. This waste heat is utilized not only for heating the passenger compartment and battery but also for heating the passenger compartment's domestic hot water. In addition to cooling the passenger compartment, the refrigerant absorbs heat through evaporation in the heat exchanger, lowering the temperature of the domestic hot water to meet the user's summer and cold water needs. In the winter passenger compartment circuit, solar heat radiation from the roof photovoltaic panels can be transferred to the coolant circuit. This reduces the power consumption of the electric heating components when heating the passenger compartment and battery is required during cold starts in winter.

[0094] This embodiment effectively solves the problem of poor low-temperature performance caused by the single heat source in the prior art. Through modular water circuit design and closed-loop network, it reduces maintenance costs and failure rate, while realizing the coordinated integration of multiple heat sources. Waste heat from motors, batteries and other sources is recovered for heating of the passenger compartment and domestic water, improving energy utilization, reducing costs and carbon emissions, and significantly improving the energy efficiency ratio and user comfort of new energy RVs in extreme environments.

[0095] See Figure 12 This application also provides a structural schematic diagram of a vehicle 90, which includes the above-mentioned components. Figure 1 The thermal management system 100 shown above is capable of achieving the above-mentioned functions. Figures 2 to 11 The operating mode shown in any embodiment. The vehicle 90 of this application can be an electric vehicle, an internal combustion engine vehicle, or a hybrid vehicle, etc.

[0096] The description of the various embodiments above tends to emphasize the differences between the various embodiments. The similarities or similarities between them can be referred to, and for the sake of brevity, they will not be repeated here.

[0097] The above are merely embodiments of this application and do not limit the scope of patent protection of this application. Any equivalent structural or procedural changes made using the content of this application’s specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of this application.

Claims

1. A thermal management system, characterized in that, include: An environmental thermal management module, comprising a first heat exchanger and a second heat exchanger; The water circuit thermal management module includes a hot water management module and a cold water management module. The cold water management module is connected to the ambient thermal management module through a first heat exchanger, where heat exchange occurs to cool the water in the cold water management module. The hot water management module is connected to the ambient thermal management module through a second heat exchanger, where heat exchange occurs to heat the water in the hot water management module.

2. The thermal management system according to claim 1, characterized in that, The environmental thermal management module includes: a first electronic expansion valve, which is connected to the first heat exchanger; The cold water management module includes a first water storage tank, a first water pump, a first heat exchanger, and a first temperature sensor connected in sequence. The first temperature sensor is used to detect the water temperature in the first water storage tank. In response to the water temperature being greater than a first preset temperature, the first electronic expansion valve and the first water pump are controlled to open, thereby exchanging heat in the first heat exchanger to cool the water and storing the cooled water in the first water storage tank.

3. The thermal management system according to claim 1, characterized in that, The hot water management module includes: a second water storage tank, a second water pump, a second heat exchanger, and a second temperature sensor connected in sequence. The second temperature sensor is used to detect the water temperature in the second water storage tank. In response to the water temperature in the second water storage tank being lower than a second preset temperature, the second water pump is controlled to start, thereby exchanging heat in the second heat exchanger.

4. The thermal management system according to claim 3, characterized in that, The hot water management module further includes: a first three-way valve and a heating component, wherein the first port of the first three-way valve is connected to the second heat exchanger, the second port of the first three-way valve is connected to the second water storage tank; the third port of the first three-way valve is connected to the heating component, and the heating component is connected to the second water storage tank; Wherein, when the first three-way valve is in the first working state, the first channel port of the first three-way valve and the second channel port of the first three-way valve are connected; When the first three-way valve is in the second working state, the first port of the first three-way valve and the third port of the first three-way valve are connected, and heating is performed using the heating component.

5. The thermal management system according to any one of claims 1 to 4, characterized in that, The environmental thermal management module includes: The motor cooling circuit is connected to the second heat exchanger. The hot water management module exchanges heat with the motor cooling circuit in the second heat exchanger, thereby heating the water in the hot water management module.

6. The thermal management system according to claim 5, characterized in that, The environmental thermal management module includes: A multi-way valve, wherein the first connection end of the motor cooling circuit is connected to the first connection port of the multi-way valve, and the second connection end of the motor cooling circuit is connected to the second connection port of the multi-way valve; Third heat exchanger; The passenger compartment cooling circuit is connected to the third heat exchanger, and the first connection end of the passenger compartment cooling circuit is connected to the third connection port of the multi-way valve, and the second connection end of the passenger compartment cooling circuit is connected to the fourth connection port of the multi-way valve; wherein, the passenger compartment cooling circuit is also connected to the heating unit of the air conditioning unit. A refrigerant circuit is provided, which is connected to the third heat exchanger; wherein the refrigerant circuit is also connected to the cooling unit of the air conditioning unit. The crew cabin cooling circuit exchanges heat with the refrigerant circuit in the third heat exchanger, thereby cooling or heating the crew cabin.

7. The thermal management system according to claim 6, characterized in that, The environmental thermal management module also includes: The fourth heat exchanger is connected to the motor cooling circuit and the refrigerant circuit. When the passenger compartment is heated, the motor cooling circuit and the refrigerant circuit exchange heat in the fourth heat exchanger, thereby using the heat from the motor for heating the passenger compartment.

8. The thermal management system according to claim 7, characterized in that, The refrigerant circuit includes: A first refrigerant passage connects the cooling unit of the air conditioning unit and the third heat exchanger; when the passenger compartment is cooled, the first refrigerant passage and the passenger compartment cooling circuit exchange heat in the third heat exchanger. The second refrigerant passage is connected to the first heat exchanger and is connected to the cold water management module through the first heat exchanger; when the cold water management module is cooling, the second refrigerant passage and the cold water management module exchange heat in the first heat exchanger. The third refrigerant passage connects the third heat exchanger and the fourth heat exchanger; when the crew compartment is heated, the third refrigerant passage and the crew compartment cooling circuit exchange heat in the third heat exchanger and the fourth heat exchanger.

9. The thermal management system according to claim 8, characterized in that, The refrigerant circuit includes: a main refrigerant circuit, a first refrigerant branch circuit, a second refrigerant branch circuit, a third refrigerant branch circuit, and a fourth refrigerant branch circuit; The refrigerant main circuit, the first refrigerant branch circuit, and the second refrigerant branch circuit are sequentially connected to form the first refrigerant passage; wherein, the first refrigerant branch circuit includes an outdoor condenser assembly; The refrigerant main path, the first refrigerant branch path, and the third refrigerant branch path are connected in sequence to form the second refrigerant path; The main refrigerant path and the fourth refrigerant branch path are connected to form the third refrigerant path.

10. The thermal management system according to claim 9, characterized in that, The motor cooling circuit includes: a second three-way valve and a heat dissipation assembly; The first port of the second three-way valve is connected to the fourth heat exchanger, the second port of the second three-way valve is connected to the outlet of the heat dissipation assembly, and the third port of the second three-way valve is connected to the inlet of the heat dissipation assembly. When the second three-way valve is in the first working state, the first port of the second three-way valve is connected to the second port of the second three-way valve; when the second three-way valve is in the second working state, the first port of the second three-way valve is connected to the third port of the second three-way valve.

11. The thermal management system according to claim 9, characterized in that, The refrigerant circuit also includes: a fourth refrigerant passage; The environmental thermal management module also includes: Fifth heat exchanger; A battery cooling circuit is provided, wherein the battery cooling circuit and the fourth refrigerant passage are connected to the fifth heat exchanger, and the first connection end of the battery cooling circuit is connected to the fifth connection port of the multi-way valve, and the second connection end of the battery cooling circuit is connected to the sixth connection port of the multi-way valve. In response to the battery temperature being greater than the third preset temperature, the fifth connection port of the multi-way valve is connected to the sixth connection port of the multi-way valve, and the third connection port of the multi-way valve is connected to the fourth connection port of the multi-way valve. The battery cooling circuit exchanges heat with the fourth refrigerant passage in the fifth heat exchanger, thereby cooling the battery. In response to the battery temperature being lower than the fourth preset temperature, the third connection port of the multi-way valve is connected to the sixth connection port of the multi-way valve, and the fourth connection port of the multi-way valve is connected to the fifth connection port of the multi-way valve, thereby connecting the battery cooling circuit to the passenger compartment cooling circuit to heat the battery.

12. The thermal management system according to claim 9, characterized in that, The first refrigerant branch is provided with a first node and a second node, and the second refrigerant branch and the third refrigerant branch are connected to the second node; The refrigerant circuit further includes a fifth refrigerant branch, which is connected to the first node to form the fourth refrigerant passage.

13. The thermal management system according to claim 6, characterized in that, The environmental thermal management module further includes: a third three-way valve and a photovoltaic module. The first port of the third three-way valve is connected to the first connection end of the crew cabin cooling circuit, the second port of the third three-way valve is connected to the photovoltaic module, the third port of the third three-way valve is connected to the third heat exchanger, and the third heat exchanger is connected to the photovoltaic module. In response to the third three-way valve being in a first operating state, the first port of the third three-way valve is connected to the second port of the third three-way valve, and the photovoltaic module is used to heat the coolant in the crew compartment cooling circuit; in response to the third three-way valve being in a second operating state, the first port of the third three-way valve is connected to the third port of the third three-way valve, and the crew compartment cooling circuit exchanges heat with the refrigerant circuit in the third heat exchanger.

14. The thermal management system according to claim 6, characterized in that, When the passenger compartment is heated, the third connection port of the multi-way valve is connected to the second connection port of the multi-way valve, and the first connection port of the multi-way valve is connected to the fourth connection port of the multi-way valve, thus connecting the motor cooling circuit to the passenger compartment cooling circuit.

15. The thermal management system according to claim 11, characterized in that, The fifth connection port of the multi-way valve is connected to the second connection port of the multi-way valve, and the first connection port of the multi-way valve is connected to the sixth connection port of the multi-way valve, connecting the motor cooling circuit and the battery cooling circuit, so that the battery cooling circuit and the refrigerant circuit exchange heat in the fourth heat exchanger.

16. A vehicle, characterized in that, The thermal management system includes any one of claims 1 to 15.

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