Thermal management system

Abstract

The application provides a heat management system. The heat management system comprises a compressor, a first heat exchanger, a first valve, a flash evaporator, a motor loop and a battery loop. The first heat exchanger is connected to the compressor. The first heat exchanger is connected to the first valve. The flash evaporator is connected to the first valve and the compressor, and the compressor, the first heat exchanger, the first valve and the flash evaporator form a first loop. The motor loop is connected to the flash evaporator and the first heat exchanger. The battery loop is connected to the first heat exchanger and the motor loop. The cold carrier carrying motor heat in the motor loop can enter the flash evaporator to assist the refrigerant to realize flash evaporation, the heating is assisted by introducing an external heat source, the air supplement is increased, and the heating limit of the heat management system in an extremely low temperature environment is improved. The cold carrier cooled in the flash evaporator enters the first heat exchanger to exchange heat with the high-temperature and high-pressure gas refrigerant in the first heat exchanger, the cold carrier after temperature rise enters the battery loop to heat the battery, and the heating and heat preservation of the battery are realized.

Description

Technical Field

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

[0002] Thermal management systems are widely used in electric vehicles to ensure the safety of the motor and battery, as well as the comfort of the passenger compartment. However, when the ambient temperature is low, especially below -15°C, the thermal management system suffers from insufficient heat generation, failing to guarantee that the battery is within the optimal temperature range, and also limiting the upper limit of the passenger compartment temperature, leading to reduced comfort.

[0003] In existing technologies, the above problems are addressed by using a gas-injection enthalpy enhancement method. This involves installing a flash evaporator to supply saturated steam to the compressor's gas inlet, increasing the compressor's intake and exhaust temperatures, thereby enhancing the low-temperature heating capacity of the thermal management system. However, this method only uses a flash evaporator to separate saturated steam for gas injection, without introducing an external heat source for auxiliary heating. The flash pressure of the flash evaporator is limited by the ambient temperature; for example, at -20°C, the flash pressure is below 0.25 MPa, resulting in limited gas injection and a significant decrease in heating capacity. This fails to meet the needs of the battery, motor, and passenger compartment in extremely cold conditions below -25°C. Furthermore, in winter, the vehicle's reliance on a PTC heater for heating consumes additional battery power, leading to a reduction in driving range. Summary of the Invention

[0004] The present invention aims to at least partially solve one of the technical problems in the related art.

[0005] A thermal management system, comprising:

[0006] compressor; A first heat exchanger is connected to the compressor; A first valve is connected to the first heat exchanger; A flash evaporator is connected to the first valve and the compressor, and the compressor, the first heat exchanger, the first valve and the flash evaporator form a first circuit; A motor circuit, wherein the motor circuit is connected to the flash evaporator and the first heat exchanger; and A battery circuit is connected to the first heat exchanger and the motor circuit.

[0007] The compressor in the thermal management system provided by this invention compresses a low-temperature, low-pressure refrigerant into a high-temperature, high-pressure gas. The high-temperature, high-pressure gaseous refrigerant enters the first heat exchanger. In the first heat exchanger, the high-temperature, high-pressure gaseous refrigerant cools down and becomes a medium-temperature, high-pressure liquid. The medium-temperature, high-pressure liquid refrigerant exits the first heat exchanger and passes through a first valve, becoming a low-temperature, low-pressure liquid refrigerant. The low-temperature, low-pressure liquid refrigerant then enters the flash evaporator. Simultaneously, a heat transfer fluid carrying heat from the motor enters the flash evaporator through the motor circuit, assisting the refrigerant in flash evaporation. By introducing an external heat source for auxiliary heating, the amount of gas supplied is increased, enhancing the heating limit of the thermal management system in extremely low-temperature environments. The heat transfer fluid, cooled in the flash evaporator, enters the first heat exchanger and exchanges heat with the high-temperature, high-pressure gaseous refrigerant there. The heated heat transfer fluid then enters the battery circuit to heat the battery, achieving both heating and insulation to meet the battery's temperature requirements.

[0008] In some embodiments, it also includes: The second valve is connected to the first heat exchanger; A second heat exchanger, the second heat exchanger being connected to the second valve, and the second heat exchanger being connected to the compressor; and Crew compartment loop, which is connected to the flash evaporator and the first heat exchanger.

[0009] The compressor, the first heat exchanger, the second valve, and the second heat exchanger form a second circuit.

[0010] By incorporating a second valve and a second heat exchanger, a second circuit is formed, consisting of the compressor, the first heat exchanger, the second valve, and the second heat exchanger. The compressor compresses the low-temperature, low-pressure refrigerant into a high-temperature, high-pressure gas. This high-temperature, high-pressure gaseous refrigerant enters the first heat exchanger. In the first heat exchanger, the high-temperature, high-pressure gaseous refrigerant exchanges heat with a secondary refrigerant, cooling down to become a medium-temperature, high-pressure liquid. Simultaneously, the secondary refrigerant exchanges heat with the high-temperature, high-pressure gaseous refrigerant in the first heat exchanger, warming up. The medium-temperature, high-pressure liquid refrigerant exits the first heat exchanger, passes through the second valve, and becomes a low-pressure, low-temperature gas-liquid two-phase mixture. It then passes through the second heat exchanger, absorbing heat from the environment to become a low-temperature, low-pressure gas, which enters the compressor. The warmed secondary refrigerant flows through the crew compartment circuit, heating and insulating the crew compartment to meet its temperature requirements.

[0011] In some embodiments, it also includes: A third valve is connected to the second heat exchanger and the first heat exchanger; The compressor, the second heat exchanger, the third valve, and the first heat exchanger form a third circuit.

[0012] By incorporating a third valve and forming a third circuit with the compressor, second heat exchanger, third valve, and first heat exchanger, the compressor compresses the low-temperature, low-pressure refrigerant into a high-temperature, high-pressure gas. This high-temperature, high-pressure gaseous refrigerant enters the second heat exchanger. There, it condenses and releases heat, becoming a medium-temperature, high-pressure liquid. This liquid refrigerant then enters the third valve, becoming a low-temperature, low-pressure mist-like liquid. This mist-like liquid refrigerant enters the first heat exchanger, where it exchanges heat with the refrigerant. The refrigerant evaporates, absorbing heat and generating cooling, thus cooling the refrigerant. Finally, the low-temperature, low-pressure mist-like liquid refrigerant becomes a low-temperature, low-pressure gas in the first heat exchanger and enters the compressor. The cooled refrigerant then enters the battery circuit and the crew compartment circuit, cooling the battery and crew compartment to meet their temperature requirements.

[0013] In some embodiments, it also includes: A fourth valve, the fourth valve having: A first interface is connected to the second heat exchanger; A second interface, the second interface being connected to the first heat exchanger; and A third interface is connected to the first valve, the second valve, and / or the third valve.

[0014] By setting a fourth valve, the thermal management system can be highly integrated, effectively limiting and guiding the flow of refrigerant.

[0015] In some embodiments, it also includes: The fifth valve has: A fourth interface, which is connected to the third interface; The fifth interface is connected to the first valve; The sixth interface is connected to the third valve; A seventh interface, which is connected to the motor circuit; and The eighth interface is connected to the flash evaporator.

[0016] By setting a fifth valve, the thermal management system is highly integrated, which can effectively restrict and guide the flow of both refrigerant and heat transfer fluid.

[0017] In some embodiments, a pressure relief device is also included, and the fifth valve further has a ninth port, to which the pressure relief device is connected.

[0018] By installing a pressure relief device, the crew compartment is protected. When the refrigerant concentration in the crew compartment exceeds a preset value, the pressure relief device will discharge the refrigerant, thereby improving the reliability of the thermal management system.

[0019] In some embodiments, it also includes: The sixth valve has: The tenth interface is connected to the compressor; The eleventh interface is connected to the first heat exchanger; A twelfth interface, the twelfth interface being connected to the second heat exchanger; and The thirteenth interface is connected to the compressor.

[0020] By setting a sixth valve, the thermal management system can be highly integrated, effectively limiting and guiding the flow of refrigerant.

[0021] In some embodiments, the battery circuit includes: Battery body; A first pump, the first pump being connected to the battery body; and The seventh valve is connected to the battery body, the first pump, and the first heat exchanger.

[0022] The seventh valve effectively restricts and guides the flow of the refrigerant. The first pump provides the power for this flow.

[0023] In some embodiments, the motor circuit includes: Motor body; A second pump, the second pump being connected to the motor body; and A motor heat exchange device, which is connected to the second pump and the first heat exchanger.

[0024] A second pump powers the flow of the refrigerant. A heat exchange device is installed to facilitate heat exchange between the refrigerant and the motor body.

[0025] In some embodiments, the crew compartment circuit includes: The third pump; A crew compartment heat exchange device, which is connected to the third pump and the first heat exchanger.

[0026] A third pump powers the flow of the refrigerant. Heat exchange with the crew compartment is achieved through a heat exchange system. 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 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.

[0028] Figure 1 This is a schematic diagram of the structure of a thermal management system provided in one embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of the thermal management system provided in one embodiment of the present invention under the condition of battery-only heat preservation; Figure 3 This is a schematic diagram of the thermal management system provided in one embodiment of the present invention under the condition of separate heating of the crew compartment; Figure 4 This is a schematic diagram of the structure of the thermal management system provided in one embodiment of the present invention under the combined temperature control conditions of the battery and the passenger compartment; Figure 5 This is a schematic diagram of the structure of a thermal management system under cooling conditions according to an embodiment of the present invention; Figure 6 This is a schematic diagram of the structure of a thermal management system under defrosting conditions according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the structure of a thermal management system under emergency pressure relief conditions according to an embodiment of the present invention.

[0029] Figure label: 1. Compressor; 2. First heat exchanger; 3. First valve; 4. Flash evaporator; 5. Motor circuit; 51. Motor body; 52. Second pump; 53. Motor heat exchange device; 6. Battery circuit; 61. Battery body; 62. First pump; 63. Seventh valve; 631. Fourteenth interface; 632. Fifteenth interface; 633. Sixteenth interface; 7. Second valve; 8. Second heat exchanger; 9. Crew compartment circuit; 91. Third pump; 92. Crew compartment heat exchanger; 10. Third valve; 20. Fourth valve; 201. First port; 202. Second port; 203. Third port; 30. Fifth valve; 301. Fourth port; 302. Fifth port; 303. Sixth port; 304. Seventh port; 305. Eighth port; 306. Ninth port; 40. Sixth valve; 401. Tenth port; 402. Eleventh port; 403. Twelfth port; 404. Thirteenth port; 50. Pressure relief device. Detailed Implementation

[0030] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be particularly noted that the following embodiments are for illustrative purposes only and do not limit the scope of the application. Similarly, the following embodiments are only some, not all, embodiments of the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present application.

[0031] The terms "first," "second," and "third" used in the embodiments of this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified. All directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of this application are only used to explain the relative positional relationships and movement of components in a specific posture (as shown in the figures). If the specific posture changes, the directional indication will also change accordingly. The terms "comprising" and "having," and any variations thereof, in the embodiments of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or components inherent to these processes, methods, products, or devices.

[0032] like Figure 1 As shown, the thermal management system includes a compressor 1, a first heat exchanger 2, a first valve 3, a flash evaporator 4, a motor circuit 5, and a battery circuit 6. The first heat exchanger 2 is connected to the compressor 1. The first valve 3 is connected to the first heat exchanger 2. The flash evaporator 4 is connected to the first valve 3 and also to the compressor 1. The compressor 1, first heat exchanger 2, first valve 3, and flash evaporator 4 form a first circuit. The motor circuit 5 is connected to the flash evaporator 4 and the first heat exchanger 2. The battery circuit 6 is connected to the first heat exchanger 2 and the motor circuit 5.

[0033] The compressor 1 of the thermal management system provided by this invention compresses a low-temperature, low-pressure refrigerant into a high-temperature, high-pressure gas. The high-temperature, high-pressure gaseous refrigerant enters the first heat exchanger 2. In the first heat exchanger 2, the high-temperature, high-pressure gaseous refrigerant cools down and becomes a medium-temperature, high-pressure liquid. The medium-temperature, high-pressure liquid refrigerant exits the first heat exchanger 2 and passes through the first valve 3, becoming a low-temperature, low-pressure liquid refrigerant. The low-temperature, low-pressure liquid refrigerant enters the flash evaporator 4. Simultaneously, a heat transfer fluid carrying heat from the motor enters the flash evaporator 4 through the motor circuit 5, assisting the refrigerant in flash evaporation. By introducing an external heat source for auxiliary heating, the amount of supplementary gas is increased, enhancing the heating limit of the thermal management system in extremely low-temperature environments. The heat transfer fluid, cooled in the flash evaporator 4, enters the first heat exchanger 2 and exchanges heat with the high-temperature, high-pressure gaseous refrigerant in the first heat exchanger 2. The heated heat transfer fluid then enters the battery circuit 6 to heat the battery, achieving both heating and insulation to meet the battery's temperature requirements.

[0034] Continue reading Figure 1 The thermal management system also includes a second valve 7. The second valve 7 is connected to the second heat exchanger 8. The thermal management system also includes a third valve 10. The third valve 10 is connected to the first heat exchanger 2. The thermal management system also includes a fourth valve 20. The fourth valve 20 has a first interface 201. The first interface 201 is connected to the second heat exchanger 8. The fourth valve 20 has a second interface 202. The second interface 202 is connected to the first heat exchanger 2. The fourth valve 20 also has a third interface 203. The thermal management system also includes a fifth valve 30. The fifth valve 30 has a fourth interface 301. The fourth interface 301 is connected to the third interface 203. The fifth valve 30 also has a fifth interface 302. The fifth interface 302 is connected to the first valve 3. The fifth valve 30 also has a sixth interface 303. The sixth interface 303 is connected to the third valve 10. The fifth valve 30 also has a seventh interface 304. The seventh interface 304 is connected to the battery circuit 6. The fifth valve 30 also has an eighth interface 305. The eighth port 305 is connected to the flash evaporator 4. The thermal management system also includes a sixth valve 40. The sixth valve 40 has a tenth port 401. The tenth port 401 is connected to the compressor 1. The sixth valve 40 has an eleventh port 402. The eleventh port 402 is connected to the first heat exchanger 2.

[0035] In some embodiments, the battery circuit 6 includes a battery body 61, a first pump 62, and a seventh valve 63. The first pump 62 is connected to the battery body 61. The seventh valve 63 has a fourteenth port 631. The fourteenth port 631 is connected to the first heat exchanger 2. The sixteenth port 633 is connected to the first pump 62. The battery body 61 is connected to the motor circuit 5.

[0036] In some embodiments, the motor circuit 5 includes a motor body 51, a second pump 52, and a motor heat exchanger 53. The second pump 52 is connected to the motor body 51. The motor heat exchanger 53 is connected to both the second pump 52 and the first heat exchanger 2.

[0037] In some embodiments, the crew compartment loop 9 includes a third pump 91 and a crew compartment heat exchanger 92. The crew compartment heat exchanger 92 is connected to the third pump 91 and the first heat exchanger 2.

[0038] Optionally, the refrigerant is R290. The secondary refrigerant is ethylene glycol.

[0039] Optionally, the first valve 3 is a throttle valve. The second valve 7 is an expansion valve. Specifically, the second valve 7 is an electronic expansion valve. The third valve 10 is an expansion valve. Specifically, the third valve 10 is an electronic expansion valve. The fourth valve 20 is a check valve. The fifth valve 30 is a six-way valve. The sixth valve 40 is a four-way valve. The seventh valve 63 is a three-way valve.

[0040] Optionally, the first pump 62, the second pump 52, and the third pump 91 are all water pumps.

[0041] In some embodiments, the fifth valve 30 has a highly integrated fluid control assembly with internally physically isolated refrigerant and secondary refrigerant channels to prevent mixing of the two media. It is understood that the highly integrated fluid control assembly is prior art and will not be described further here.

[0042] like Figure 2 As shown, when the thermal management system is in battery-only insulation mode, compressor 1 compresses the low-temperature, low-pressure refrigerant into a high-temperature, high-pressure gas. The high-temperature, high-pressure gaseous refrigerant enters the sixth valve 40 through the tenth port 401, then flows out of the sixth valve 40 through the eleventh port 402, and enters the first heat exchanger 2. In the first heat exchanger 2, the high-temperature, high-pressure gaseous refrigerant cools down and becomes a medium-temperature, high-pressure liquid. The medium-temperature, high-pressure liquid refrigerant exits the first heat exchanger 2, enters the fourth valve 20 through the second port 202, then flows out of the fourth valve 20 through the third port 203, flows into the fifth valve 30 through the fourth port 301, flows out of the fifth valve 30 through the fifth port 302, and flows into the first valve 3, where it becomes a low-temperature, low-pressure liquid refrigerant. The low-temperature, low-pressure liquid refrigerant then enters the flash evaporator 4. Simultaneously, the refrigerant carrying the heat from the motor flows along the motor circuit 5 under the drive of the second pump 52, enters the fifth valve 30 from the seventh port 304, and then flows out of the fifth valve 30 from the eighth port 305, entering the flash evaporator 4 to assist the refrigerant in flash evaporation. By introducing an external heat source for auxiliary heating, the amount of gas replenishment is increased, thereby enhancing the heating limit of the thermal management system in extremely low temperature environments. The refrigerant cooled in the flash evaporator 4 enters the first heat exchanger 2, where it exchanges heat with the high-temperature, high-pressure gaseous refrigerant. The heated refrigerant then enters the motor heat exchange device 53 and the fourteenth port 631 to heat the battery, achieving both heating and insulation to meet the battery's temperature requirements.

[0043] like Figure 3As shown, when the thermal management system is in the crew cabin separate heating mode, compressor 1 compresses the low-temperature, low-pressure refrigerant into a high-temperature, high-pressure gas. The high-temperature, high-pressure gaseous refrigerant enters the first heat exchanger 2. In the first heat exchanger 2, the high-temperature, high-pressure gaseous refrigerant exchanges heat with the heat transfer fluid and cools down, becoming a medium-temperature, high-pressure liquid. Simultaneously, driven by the third pump 91, the heat transfer fluid enters the fifth valve 30 from the seventh port 304, flows out of the fifth valve 30 from the eighth port 305, enters the flash evaporator 4, and flows out of the flash evaporator 4 into the first heat exchanger 2, where it exchanges heat with the high-temperature, high-pressure gaseous refrigerant and heats up. The medium-temperature, high-pressure liquid refrigerant exits from the first heat exchanger 2, enters the fourth valve 20 through the second port 202, then flows out of the fourth valve 20 through the third port 203, flows into the fifth valve 30 through the fourth port 301, and then flows into the second valve 7 through the sixth port 303. After passing through the second valve 7, it becomes a low-pressure, low-temperature gas-liquid two-phase mixture. It then passes through the second heat exchanger 8, absorbs ambient heat, and becomes a low-temperature, low-pressure gas, which enters the compressor 1. The heated refrigerant flows out from the first heat exchanger 2 and into the crew compartment heat exchange device 92 to heat and insulate the crew compartment, meeting its temperature requirements.

[0044] like Figure 4As shown, when the thermal management system is in a combined battery and crew cabin temperature control mode, compressor 1 compresses the low-temperature, low-pressure refrigerant into a high-temperature, high-pressure gas. The high-temperature, high-pressure gaseous refrigerant enters the first heat exchanger 2. In the first heat exchanger 2, the high-temperature, high-pressure gaseous refrigerant exchanges heat with the heat transfer fluid and cools down, becoming a medium-temperature, high-pressure liquid. A portion of the medium-temperature, high-pressure liquid refrigerant exits the first heat exchanger 2 and enters the fourth valve 20 via the second port 202, then flows out of the fourth valve 20 via the third port 203, flows into the fifth valve 30 via the fourth port 301, and flows into the second valve 7 via the sixth port 303. After passing through the second valve 7, it becomes a low-pressure, low-temperature gas-liquid two-phase mixture, and then absorbs ambient heat through the second heat exchanger 8, becoming a low-temperature, low-pressure gas before entering compressor 1. Another portion of the medium-temperature, high-pressure liquid refrigerant exits from the first heat exchanger 2, enters the fourth valve 20 through the second port 202, then flows out of the fourth valve 20 through the third port 203, flows into the fifth valve 30 through the fourth port 301, flows out of the fifth valve 30 through the fifth port 302, and flows into the first valve 3, where it becomes a low-temperature, low-pressure liquid refrigerant. This low-temperature, low-pressure liquid refrigerant enters the flash evaporator 4. The refrigerant carrying heat from the motor flows along the motor circuit 5 under the drive of the second pump 52, enters the fifth valve 30 through the seventh port 304, then flows out of the fifth valve 30 through the eighth port 305, and enters the flash evaporator 4 to assist in the flash evaporation of the refrigerant. By introducing an external heat source for auxiliary heating, the amount of supplementary gas is increased, thereby enhancing the heating limit of the thermal management system in extremely low-temperature environments. The refrigerant cooled in the flash evaporator 4 enters the first heat exchanger 2, where it exchanges heat with the high-temperature, high-pressure gaseous refrigerant. A portion of the heated refrigerant then enters the motor heat exchanger 53 and the fourteenth interface 631 to heat and maintain the battery, meeting its temperature requirements. The remaining heated refrigerant flows out of the first heat exchanger 2 and into the crew compartment heat exchanger 92, heating and maintaining the crew compartment's temperature.

[0045] like Figure 5As shown, when the thermal management system is in cooling mode, compressor 1 compresses the low-temperature, low-pressure refrigerant into a high-temperature, high-pressure gas. The high-temperature, high-pressure gaseous refrigerant flows from the tenth port 401 into the sixth valve 40, and flows out of the sixth valve 40 from the twelfth port 403, entering the second heat exchanger 8. In the second heat exchanger 8, the high-temperature, high-pressure gaseous refrigerant condenses and releases heat, becoming a medium-temperature, high-pressure liquid. The medium-temperature, high-pressure liquid refrigerant flows from the first port 201 into the fourth valve 20, flows out of the fourth valve 20 from the third port 203, then flows into the fifth valve 30 from the fourth port 301, and then flows out of the fifth valve 30 from the sixth port 303, entering the third valve 10, becoming a low-temperature, low-pressure mist-like liquid. The low-temperature, low-pressure mist-like liquid refrigerant enters the first heat exchanger 2, where it exchanges heat with the heat transfer fluid. The low-temperature, low-pressure mist-like liquid refrigerant evaporates, absorbing heat and generating cooling, thus cooling the heat transfer fluid. The low-temperature, low-pressure atomized liquid refrigerant is transformed into a low-temperature, low-pressure gas in the first heat exchanger 2, flows into the twelfth port 403 of the sixth valve 40, and then enters the compressor 1 from the thirteenth port 404 of the sixth valve 40. The cooled refrigerant enters the battery circuit 6 and the crew compartment circuit 9 to cool the battery and the crew compartment, meeting their temperature requirements.

[0046] like Figure 6 As shown, when the thermal management system is in defrosting mode, compressor 1 compresses the low-temperature, low-pressure refrigerant into a high-temperature, high-pressure gas. The high-temperature, high-pressure gaseous refrigerant flows from the tenth port 401 into the sixth valve 40, and flows out of the sixth valve 40 from the twelfth port 403, entering the second heat exchanger 8. In the second heat exchanger 8, the high-temperature, high-pressure gaseous refrigerant is heated and defrosted, becoming a medium-temperature, high-pressure liquid. The medium-temperature, high-pressure liquid refrigerant flows from the first port 201 into the fourth valve 20, flows out of the fourth valve 20 from the third port 203, then flows into the fifth valve 30 from the fourth port 301, and then flows out of the fifth valve 30 from the sixth port 303, entering the third valve 10, becoming a low-temperature, low-pressure mist-like liquid. The low-temperature, low-pressure mist-like liquid refrigerant enters the first heat exchanger 2, where it exchanges heat with the heat transfer fluid. The low-temperature, low-pressure mist-like liquid refrigerant evaporates and absorbs heat, cooling the heat transfer fluid. The heat transfer fluid acts as an evaporation heat source in the first heat exchanger 2. The low-temperature, low-pressure atomized liquid refrigerant is converted into a low-temperature, low-pressure gas in the first heat exchanger 2 and enters the compressor 1. The cooled refrigerant then enters the motor circuit 5.

[0047] like Figure 7 As shown, in the emergency pressure relief condition, compressor 1 stops. Pressure relief device 50 opens, and high-temperature, high-pressure gaseous refrigerant enters the fourth valve 20. From the fourth valve 20, it enters the fifth valve 30. Finally, it is discharged from the pressure relief device 50 to the outside of the vehicle.

[0048] Optionally, the pressure relief device 50 is a pressure relief valve.

[0049] In some embodiments, the thermal management system further includes a first sensor, a second sensor, and a third sensor. The first sensor is located at the compressor's exhaust port. The second sensor is located at the outlet of the first heat exchanger. The third sensor is located at the inlet of the second heat exchanger. Concentration detection sensors are located at the front, middle, and rear of the passenger compartment for detecting the concentration of R290 within the passenger compartment.

[0050] In some embodiments, the thermal management system further includes a controller. The controller is electrically connected to the first sensor, the second sensor, the third sensor, and the concentration detection sensor. The controller is also electrically connected to the first valve, the second valve, the third valve, the fourth valve, the fifth valve, and the sixth valve.

[0051] In some embodiments, the controller employs a hierarchical intelligent control strategy of "MPC predictive scheduling + fuzzy PID precise control". The upper-level MPC uses ambient temperature, average battery pack temperature, motor speed, and passenger compartment set temperature as input variables to construct a heat load prediction model based on a neural network. The model is trained on historical data from typical operating conditions (including high-speed cruising, low-temperature start-up, rapid acceleration / braking, etc.) to predict the heat load change trend within the next 3-5 minutes, with a prediction error not exceeding 3%. Based on the prediction results, the controller outputs the operating mode command for the multi-way valve and the flow distribution ratio for each branch, adjusting the system's operating state in advance to avoid fluctuations caused by sudden changes in operating conditions. The lower-level fuzzy PID precise control—designed with independent fuzzy PID closed loops for two core control objectives: compressor exhaust pressure control: the target pressure value is dynamically adjusted according to ambient temperature. The pressure deviation and deviation change rate are input to the fuzzy controller to dynamically adjust the compressor frequency, achieving a pressure control accuracy of ±0.05MPa with no overshoot; refrigerant temperature control: the target temperature is set according to scenario requirements. The temperature deviation and deviation change rate are input to another fuzzy PID controller to adjust the main throttle valve opening, achieving a temperature control accuracy of ±0.5℃. Operating condition identification and parameter self-correction: The algorithm has a built-in operating condition identification module that analyzes the changing characteristics of parameters such as ambient temperature, motor speed, and battery current to automatically identify typical operating conditions such as "battery insulation, defrosting, and passenger compartment heating" and call up pre-stored control parameter groups (such as PID parameters, flow distribution ratio, etc.). At the same time, it has a parameter self-correction function, which automatically corrects the control parameters according to the system's operating deviation, adapts to the nonlinear characteristics of the system under different operating conditions, and ensures long-term stable control performance.

[0052] 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.

[0053] Furthermore, 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. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0054] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0055] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0056] In this invention, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0057] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A thermal management system, characterized in that, include: Compressor (1); A first heat exchanger (2) is connected to the compressor (1); The first valve (3) is connected to the first heat exchanger (2); Flash evaporator (4), the flash evaporator (4) is connected to the first valve (3), the flash evaporator (4) is connected to the compressor (1), the compressor (1), the first heat exchanger (2), the first valve (3) and the flash evaporator (4) form a first circuit; Motor circuit (5), said motor circuit (5) being connected to the flash evaporator (4) and the first heat exchanger (2); and Battery circuit (6) is connected to the first heat exchanger (2) and the motor circuit (5).

2. The thermal management system according to claim 1, characterized in that, Also includes: The second valve (7) is connected to the first heat exchanger (2); A second heat exchanger (8), the second heat exchanger (8) being connected to the second valve (7), and the second heat exchanger (8) being connected to the compressor (1); and Crew compartment circuit (9), which is connected to the flash evaporator (4) and the first heat exchanger (2). The compressor (1), the first heat exchanger (2), the second valve (7) and the second heat exchanger (8) form a second circuit.

3. The thermal management system according to claim 2, characterized in that, Also includes: A third valve (10) is connected to the second heat exchanger (8) and the first heat exchanger (2); The compressor (1), the second heat exchanger (8), the third valve (10) and the first heat exchanger (2) form a third circuit.

4. The thermal management system according to claim 3, characterized in that, Also includes: The fourth valve (20) has: The first interface (201) is connected to the second heat exchanger (8); The second interface (202) is connected to the first heat exchanger (2); as well as A third interface (203) is connected to the first valve (3), the second valve (7) and / or the third valve (10).

5. The thermal management system according to claim 4, characterized in that, Also includes: The fifth valve (30) has: A fourth interface (301) is connected to the third interface (203); The fifth interface (302) is connected to the first valve (3); A sixth interface (303) is connected to the third valve (10); A seventh interface (304) is connected to the motor circuit (5); and The eighth interface (305) is connected to the flash evaporator (4).

6. The thermal management system according to claim 5, characterized in that, It also includes a pressure relief device (50), and the fifth valve (30) also has a ninth port (306), to which the pressure relief device (50) is connected.

7. The thermal management system according to claim 1, characterized in that, Also includes: The sixth valve (40) has: A tenth interface (401) is connected to the compressor (1); Eleventh interface (402), the eleventh interface (402) is connected to the first heat exchanger (2); A twelfth interface (403) is connected to the second heat exchanger (8); and The thirteenth interface (404) is connected to the compressor (1).

8. The thermal management system according to claim 1, characterized in that, The battery circuit (6) includes: Battery body (61); A first pump (62) is connected to the battery body (61); and The seventh valve (63) is connected to the battery body (61), the first pump (62) and the first heat exchanger (2).

9. The thermal management system according to claim 1, characterized in that, The motor circuit (5) includes: Motor body (51); A second pump (52), the second pump (52) being connected to the motor body (51); and Motor heat exchange device (53), which is connected to the second pump (52) and the first heat exchanger (2).

10. The thermal management system according to claim 2, characterized in that, The crew cabin circuit (9) includes: Third pump (91); Crew compartment heat exchange device (92), which is connected to the third pump (91) and the first heat exchanger (2).

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