Whole vehicle thermal management system and vehicle

Abstract

The application discloses a whole vehicle thermal management system and a vehicle, which comprises an electric drive heat dissipation circuit, a compressor circuit and at least one thermal coupling module, the electric drive heat dissipation circuit comprises a refrigerant pump, an electric drive heat dissipation flow path and an electric drive condenser, the heat dissipation flow path is used for dissipating heat for an electric drive system; the compressor circuit comprises a compressor, at least one condenser, at least one throttling valve and at least one evaporator; the thermal coupling module comprises an electric drive heat exchange flow path and a compression heat exchange flow path which exchange heat with each other, the electric drive heat exchange flow path is connected into the electric drive heat dissipation circuit, and the compression heat exchange flow path is connected into the compressor circuit. According to the whole vehicle thermal management system provided in the embodiment of the application, the refrigerant can be phase changed in the electric drive heat exchange flow path, condensed in the electric drive condenser and used for dissipating heat for the electric drive system, so that the temperature of the refrigerant of the electric drive heat dissipation circuit can be lower than the ambient temperature, and the heat dissipation efficiency of the electric drive heat dissipation circuit is improved.

Description

Technical Field

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

[0002] Electric drive systems for new energy vehicles are rapidly developing towards higher integration and higher power density. Electric drive assemblies generate a lot of heat during high-speed driving, hill climbing, and high-frequency operation.

[0003] Existing vehicle electric drive cooling methods include air cooling, water cooling, oil cooling, and hybrid cooling solutions. All traditional cooling systems rely on convection heat exchange between the vehicle's radiator and ambient air, with the ambient air as the final heat dissipation point. The lower limit of the cooling medium's temperature is limited by the ambient temperature, only reaching or slightly exceeding it, and cannot obtain refrigerants at temperatures below ambient. Under harsh conditions such as high temperatures and continuous high loads, the radiator's heat exchange temperature difference decreases significantly, resulting in a marked reduction in cooling capacity. This leads to heat accumulation in the electric drive system, creating safety hazards. Summary of the Invention

[0004] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one object of the present invention is to provide a vehicle thermal management system and vehicle that enables the temperature of the refrigerant in the electric drive cooling circuit to be lower than the ambient temperature, thereby improving the heat dissipation efficiency of the electric drive cooling circuit.

[0005] According to a first aspect of the present invention, a vehicle thermal management system includes an electric drive cooling circuit, a compressor circuit, and at least one thermal coupling module. The electric drive cooling circuit includes a refrigerant pump, an electric drive cooling flow path, and an electric drive condenser, the cooling flow path being used to dissipate heat from the electric drive system. The compressor circuit includes a compressor, at least one condenser, at least one throttle valve, and at least one evaporator. The thermal coupling module includes an electric drive heat exchange flow path and a compression heat exchange flow path that exchange heat with each other, the electric drive heat exchange flow path being connected to the electric drive cooling circuit, and the compression heat exchange flow path being connected to the compressor circuit.

[0006] According to an embodiment of the vehicle thermal management system of the present invention, the electric drive cooling circuit includes a refrigerant pump and an electric drive condenser. The electric drive heat exchange flow path is connected to the electric drive cooling circuit. The electric drive heat exchange flow path and the compression heat exchange flow path exchange heat with each other, so that the refrigerant can undergo a phase change in the electric drive heat exchange flow path and condense in the electric drive condenser to dissipate heat for the electric drive system. This allows the temperature of the refrigerant in the electric drive cooling circuit to be lower than the ambient temperature, thereby improving the heat dissipation efficiency of the electric drive cooling circuit.

[0007] According to some embodiments of the present invention, the electric drive heat dissipation circuit further includes a first short-circuit flow path, the first short-circuit flow path being arranged in parallel with the electric drive condenser, and the electric drive heat dissipation flow path being selectively connected to one or both of the first short-circuit flow path and the electric drive condenser to achieve flow diversion between the two circuits.

[0008] According to some embodiments of the present invention, the compressor circuit includes a battery heat exchanger for regulating the temperature of the battery.

[0009] According to some embodiments of the present invention, along the flow direction of the refrigerant in the electric drive heat dissipation circuit, at least one of the thermal coupling modules includes a second thermal coupling module, wherein the electric drive heat exchange flow path of the second thermal coupling module is located upstream of the electric drive condenser, and the electric drive heat exchange flow path selectively serves as an evaporator or a condenser.

[0010] According to some embodiments of the present invention, there are two condensers connected in parallel. The two condensers are an in-vehicle condenser and an out-of-vehicle condenser, respectively. The space where the in-vehicle condenser is located is selectively connected to the passenger compartment, and the space where the out-of-vehicle condenser is located is connected to the external environment. The compressor is selectively connected to one of the in-vehicle condenser and the out-of-vehicle condenser according to the external ambient temperature.

[0011] According to some embodiments of the present invention, at least one of the evaporators includes an in-vehicle evaporator, the space where the in-vehicle evaporator is located is selectively connected to the passenger compartment; wherein, the in-vehicle evaporator is selectively connected in parallel or in series with the compression heat exchange flow path, when the in-vehicle evaporator is connected in parallel with the compression heat exchange flow path, the compression heat exchange flow path serves as an evaporator, and when the in-vehicle evaporator is connected in series with the compression heat exchange flow path, the compression heat exchange flow path selectively serves as an evaporator or a condenser.

[0012] According to some embodiments of the present invention, there are two condensers connected in parallel, namely an in-vehicle condenser and an external condenser. The space where the in-vehicle condenser is located is selectively connected to the passenger compartment, and the space where the external condenser is located is connected to the external environment. There are two thermal coupling modules, namely a first thermal coupling module and a second thermal coupling module. Along the flow direction of the refrigerant in the electric drive heat dissipation circuit, the electric drive heat exchange flow path of the second thermal coupling module is located upstream of the electric drive heat exchange flow path of the first thermal coupling module. The electric drive heat exchange flow path of the first thermal coupling module serves as a condenser, and the electric drive heat exchange flow path of the second thermal coupling module selectively serves as an evaporator or a condenser.

[0013] According to some embodiments of the present invention, when the electric drive heat exchange path of the second thermal coupling module acts as an evaporator, the passenger compartment is in a cooling mode or a dehumidification mode; when the electric drive heat exchange path of the second thermal coupling module acts as a condenser, the passenger compartment is in a heating mode.

[0014] According to some embodiments of the present invention, at least one of the condensers includes an external condenser, the space where the external condenser is located is in communication with the external environment, the compressor circuit includes a battery heat exchanger for regulating the temperature of the battery, the external condenser is connected in parallel with the compression heat exchange path, and the battery heat exchanger is selectively connected to one of the external condenser and the compression heat exchange path.

[0015] According to some embodiments of the present invention, when the battery heat exchanger is connected to the external condenser, the battery is in cooling mode and the ambient temperature is greater than or equal to a preset temperature; when the battery heat exchanger is connected to the compression heat exchange path and refrigerant flows from the compression heat exchange path to the battery heat exchanger, the battery is in cooling mode and the ambient temperature is less than the preset temperature; when the battery heat exchanger is connected to the compression heat exchange path and refrigerant flows from the battery heat exchanger to the compression heat exchange path, the battery is in heating mode.

[0016] A vehicle according to a second aspect embodiment of the present invention includes a vehicle thermal management system according to the first aspect embodiment described above.

[0017] According to an embodiment of the present invention, by setting the above-mentioned vehicle thermal management system, the electric drive cooling circuit includes a refrigerant pump and an electric drive condenser. The electric drive heat exchange flow path is connected to the electric drive cooling circuit. The electric drive heat exchange flow path and the compression heat exchange flow path exchange heat with each other, so that the refrigerant can undergo a phase change in the electric drive heat exchange flow path and condense in the electric drive condenser to dissipate heat for the electric drive system. This allows the temperature of the refrigerant in the electric drive cooling circuit to be lower than the ambient temperature, thereby improving the heat dissipation efficiency of the electric drive cooling circuit.

[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the vehicle thermal management system according to the first embodiment of the present invention; Figure 2 This is a schematic diagram of the vehicle thermal management system according to the second embodiment of the present invention; Figure 3 This is a schematic diagram of the vehicle thermal management system according to the third embodiment of the present invention; Figure 4 This is a schematic diagram of the vehicle thermal management system according to the fourth embodiment of the present invention; Figure 5 This is a schematic diagram of the vehicle thermal management system according to the fifth embodiment of the present invention; Figure 6 This is a schematic diagram of the vehicle thermal management system according to the sixth embodiment of the present invention; Figure 7 This is a schematic diagram of the vehicle thermal management system according to the seventh embodiment of the present invention.

[0020] Figure label: 100. Vehicle thermal management system; 10. Electric drive cooling circuit; 11. Electric drive heat dissipation flow path; 110. Refrigerant pump; 117. Electric drive system; 111. Motor; 112. Electronic control module; 116. Functional components; 113. Intelligent driving module; 114. Display module; 115. Charging module; 12. First heat dissipation flow path; 120. Electric drive condenser; 13. First short-circuit flow path; 14. Multi-port valve; 141. First valve port; 142. Second valve port; 143. Third valve port; 144. Fourth valve port; 15. First liquid storage tank; 16. Second short-circuit flow path; 17. Electric drive system; 20. Compressor circuit; 21. Compressor flow path; 210. Compressor; 211. Gas-liquid separator; 220. First throttle valve; 23. Cooling flow path; 230. In-vehicle condenser; 231. In-vehicle fan; 24. In-vehicle cooling flow path; 240. In-vehicle evaporator; 241. Second throttle valve; 242. Third throttle valve; 25. Bypass flow path; 251. Fourth throttle valve; 26. Control flow path; 261. First control valve; 27. First check valve; 28. Second reservoir; 29. ​​Second control valve; 41. Battery flow path; 4 10. Battery heat exchanger; 411. Fifth throttle valve; 42. Second check valve; 43. Indoor heating circuit; 44. Refrigerator cooling circuit; 441. Coaxial tube; 442. Sixth throttle valve; 443. Refrigerator evaporator; 47. Pressure regulating circuit; 470. Seventh throttle valve; 48. Third check valve; 49. Fourth check valve; 50. External condenser; 51. External fan; 52. Eighth throttle valve; 53. Ninth throttle valve; 30. Thermal coupling module; 18. Electric drive heat exchange flow path; 22. Compression heat exchange flow path; 31. First thermal coupling module; 191. First electric drive heat exchange flow path; 221. First compression heat exchange flow path; 32. Second thermal coupling module; 192. Second electric drive heat exchange flow path; 222. Second compression heat exchange flow path. Detailed Implementation

[0021] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0022] The following is for reference. Figures 1-7 A vehicle according to an embodiment of the present invention is described.

[0023] Reference Figure 1 According to a first aspect of the present invention, a vehicle thermal management system 100 includes an electric drive cooling circuit 10, a compressor circuit 20, and at least one thermal coupling module 30. The electric drive cooling circuit 10 includes a refrigerant pump 110, an electric drive cooling flow path 11, and an electric drive condenser 120. The cooling flow path 11 is used to dissipate heat from the electric drive system 117. The compressor circuit 20 includes a compressor 210, at least one condenser, at least one throttle valve, and at least one evaporator. The thermal coupling module 30 includes an electric drive heat exchange flow path 18 and a compression heat exchange flow path 22 that exchange heat with each other. The electric drive heat exchange flow path 18 is connected to the electric drive cooling circuit 10, and the compression heat exchange flow path 22 is connected to the compressor circuit 20.

[0024] The electric drive system 117 may include a motor 111 and an electronic control module 112, and the heat dissipation path 11 is used to dissipate heat from the motor 111 and the electronic control module 112.

[0025] The heat dissipation path 11 can also be used to dissipate heat from the functional component 116. For example, the heat dissipation path 11 can also dissipate heat from at least one of the intelligent driving module 113, the display module 14, and the charging module 115. The functional component 116 is connected in series with the electric drive system 117 and is located upstream of the electric drive system 117. Since the heat generated by the electric drive system 117 is greater than the heat generated by the functional component 116, the upstream location of the functional component 116 can reduce the impact of the heat from the electric drive system 117 on the functional component 116.

[0026] The heat dissipation path 11 can pass through the electric drive system 117 and the functional components 116.

[0027] The refrigerant pump 110 is the power source for the electric drive cooling circuit 10. The liquid in the electric drive cooling circuit 10 is refrigerant, which is a phase change material. After absorbing heat, it changes from a liquid state to a gaseous state. When the refrigerant releases heat, it changes from a gaseous state to a liquid state.

[0028] See Figure 1The electric drive cooling circuit 10 may further include a first liquid storage tank 15, which stores the refrigerant in the electric drive cooling circuit 10. The electric drive cooling circuit 10 may also include a first heat dissipation path 12, on which the electric drive condenser 120 is disposed. The two ends of the electric drive heat exchange path 18 are respectively connected to the first heat dissipation path 12 and the first liquid storage tank 15.

[0029] Compressor 210 is the power source for compressor circuit 20.

[0030] The compressor circuit 20 includes at least one condenser, at least one expansion valve, and at least one evaporator. This means that the compressor circuit 20 can have one or more condensers. The number of expansion valves can be one or more. The number of evaporators can be one or more.

[0031] See Figure 1 The vehicle has one condenser, one expansion valve, and one evaporator. The condenser is an external condenser 50, and the expansion valve is the first expansion valve 220. The evaporator is a compression heat exchange flow path 22. The space where the external condenser 50 is located is connected to the external environment.

[0032] The compressor circuit 20 also includes an external fan 51, a second liquid receiver 28, and a gas-liquid separator 211. The external fan 51 is located at the external condenser 50 and is used to improve the heat dissipation efficiency of the external condenser 50. Along the refrigerant flow direction in the compressor circuit 20, the external condenser 50 is located upstream of the second liquid receiver 28, the second liquid receiver 28 is located upstream of the first throttle valve 220, and the gas-liquid separator 211 is located upstream of the compressor 210. The gas-liquid separator 211 is used to separate the gas and liquid in the refrigerant in the compressor circuit 20, reducing the risk of liquid slugging in the compressor 210.

[0033] According to an embodiment of the vehicle thermal management system of the present invention, the electric drive cooling circuit 10 includes a refrigerant pump 110 and an electric drive condenser 120. The electric drive heat exchange flow path 18 is connected to the electric drive cooling circuit 10. The electric drive heat exchange flow path 18 and the compression heat exchange flow path 22 exchange heat with each other, so that the refrigerant can undergo a phase change in the electric drive heat exchange flow path 18 and condense in the electric drive condenser 120 to dissipate heat for the electric drive system 117. This allows the temperature of the refrigerant in the electric drive cooling circuit to be lower than the ambient temperature, thereby improving the heat dissipation efficiency of the electric drive cooling circuit.

[0034] See Figure 1 According to some embodiments of the present invention, the electric drive heat dissipation circuit 10 further includes a first short-circuit flow path 13, which is connected in parallel with the electric drive condenser 120. The electric drive heat dissipation flow path 11 is selectively connected to one or both of the first short-circuit flow path 13 and the electric drive condenser 120 to achieve flow diversion between the two circuits.

[0035] The electric drive cooling circuit 10 also includes a multi-way valve 14, which has a first valve port 141, a second valve port 142, and a third valve port 143. The first valve port 141 is connected to the electric drive cooling flow path 11, the second valve port 142 is connected to the first short-circuit flow path 13, and the third valve port 143 is connected to the first cooling flow path 12. When the first valve port 141 and the second valve port 142 are connected, the electric drive cooling flow path 11 and the first short-circuit flow path 13 are connected, and the electric drive condenser 120 is short-circuited. When the first valve port 141 and the third valve port 143 are connected, the electric drive cooling flow path 11 and the first cooling flow path 12 are connected, and the first short-circuit flow path 13 is not working.

[0036] In the above scheme, when the refrigerant temperature in the electric drive heat dissipation flow path 11 is lower than the ambient temperature, the first short-circuit flow path 13 short-circuits the electric drive condenser 120, reducing the probability that the external environment absorbs refrigerant temperature through the electric drive condenser 120.

[0037] See Figure 3 as well as Figure 4 According to some embodiments of the present invention, the compressor circuit 20 includes a battery heat exchanger 410 for regulating the temperature of the battery.

[0038] The compressor circuit 20 includes a battery flow path 41, which is located upstream of the gas-liquid separator 211. The battery heat exchanger 410 can both cool and heat the battery.

[0039] According to some embodiments of the present invention, along the flow direction of the refrigerant in the electric drive heat dissipation circuit 10, at least one thermal coupling module 30 includes a second thermal coupling module 32, the electric drive heat exchange flow path 18 of the second thermal coupling module 32 being located upstream of the electric drive condenser 120, and the electric drive heat exchange flow path 18 selectively serving as an evaporator or a condenser.

[0040] In the above scheme, the electric heat exchange path 18 of the second thermal coupling module 32 is located upstream of the electric condenser 120, allowing the electric heat exchange path 18 to selectively function as an evaporator or a condenser. When the electric heat exchange path 18 functions as an evaporator, it lowers the temperature of the electric heat dissipation circuit 10, providing refrigerant at a temperature lower than the ambient temperature, suitable for operating conditions with higher ambient temperatures. When the electric heat exchange path 18 functions as a condenser, it transfers heat from the compressor circuit 20 to the electric heat dissipation circuit 10, which is then dissipated through the electric condenser 120, suitable for operating conditions with lower ambient temperatures.

[0041] See Figure 4According to some embodiments of the present invention, there are two condensers connected in parallel. The two condensers are an in-vehicle condenser 230 and an external condenser 50. The space where the in-vehicle condenser 230 is located is selectively connected to the passenger compartment, and the space where the external condenser 50 is located is connected to the external environment. The compressor 210 is selectively connected to one of the in-vehicle condenser 230 and the external condenser 50 according to the external ambient temperature.

[0042] The compressor circuit 20 also includes a second control valve 29, which is installed between the compressor 210 and the external condenser 50. By closing and opening the second control valve 29, the connection and disconnection between the compressor 210 and the external condenser 50 can be controlled.

[0043] In the above scheme, the compressor 210 selectively connects to either the in-vehicle condenser 230 or the external condenser 50 based on the external ambient temperature. When the passenger compartment needs heating (due to low external ambient temperature or high-temperature disinfection of the passenger compartment), the compressor 210 connects to the in-vehicle condenser 230, causing the passenger compartment temperature to rise. When the external ambient temperature is high and the passenger compartment needs cooling, the compressor 210 can connect to the external condenser 50.

[0044] See Figure 2 as well as Figure 4 According to some embodiments of the present invention, at least one evaporator includes an in-vehicle evaporator 240, the space where the in-vehicle evaporator 240 is located is selectively connected to the passenger compartment; wherein, the in-vehicle evaporator 240 is selectively connected in parallel or in series with the compression heat exchange flow path 22, when the in-vehicle evaporator 240 is connected in parallel with the compression heat exchange flow path 22, the compression heat exchange flow path 22 serves as an evaporator, and when the in-vehicle evaporator is connected in series with the compression heat exchange flow path 22, the compression heat exchange flow path 22 selectively serves as an evaporator or a condenser.

[0045] See Figure 2 The compressor circuit 20 also includes a control flow path 26, on which a first control valve 261 is provided. One end of the control flow path 26 is connected between the external condenser 50 and the first throttle valve 220, and the other end is connected between the second throttle valve 241 and the one-way valve 27. When the first control valve 261 is closed, the internal evaporator is connected in series with the compression heat exchange flow path 22. When the first control valve 261 is open, the internal evaporator 240 is connected in parallel with the compression heat exchange flow path 22.

[0046] In the above scheme, when the compression heat exchange path 22 acts as an evaporator, it can absorb heat, reducing the heat in the electric drive cooling circuit 10 while also enhancing the dehumidification capacity of the passenger compartment. When the compression heat exchange path 22 acts as a condenser, it dissipates heat, further enhancing the dehumidification capacity of the passenger compartment.

[0047] See Figure 4According to some embodiments of the present invention, there are two condensers connected in parallel. The two condensers are an in-vehicle condenser 230 and an external condenser 50. The space where the in-vehicle condenser 230 is located is selectively connected to the passenger compartment, and the space where the external condenser 50 is located is connected to the external environment. There are two thermal coupling modules 30, namely a first thermal coupling module 31 and a second thermal coupling module 32. Along the flow direction of the refrigerant in the electric drive heat dissipation circuit 10, the electric drive heat exchange flow path 18 of the second thermal coupling module 32 is located upstream of the electric drive heat exchange flow path 18 of the first thermal coupling module 31. The electric drive heat exchange flow path 18 of the first thermal coupling module 31 serves as a condenser, and the electric drive heat exchange flow path 18 of the second thermal coupling module 32 selectively serves as an evaporator or a condenser.

[0048] The first thermal coupling module 31 includes a first compression heat exchange path 221 and a first electric drive heat exchange path 191 that exchange heat with each other. The first compression heat exchange path 221 is connected to the compressor circuit 20, and the first electric drive heat exchange path 191 is connected to the electric drive cooling circuit 10. The second thermal coupling module 32 includes a second compression heat exchange path 222 and a second electric drive heat exchange path 192 that exchange heat with each other. The second compression heat exchange path 222 is connected to the compressor circuit 20, and the second electric drive heat exchange path 192 is connected to the electric drive cooling circuit 10. The compressor circuit 20 also includes two first throttle valves 220, which correspond to the first compression heat exchange path 221 and the second compression heat exchange path 222, respectively.

[0049] See Figure 4 The electric drive cooling circuit 10 also includes a second short-circuit flow path 16, and the multi-way valve 14 is further provided with a fourth valve port 144. One end of the second short-circuit flow path 16 is connected to the inlet of the second electric drive heat exchange flow path 192, and the other end of the second short-circuit flow path 16 is connected to the fourth valve port 144, so that the second short-circuit flow path 16 and the second electric drive heat exchange flow path 192 are connected in parallel. When the fourth valve port 144 is connected to the second valve port 142 or the third valve port 143, the second electric drive heat exchange flow path 192 is short-circuited, and the second compression heat exchange flow path 222 is used as a normal flow channel.

[0050] In the above scheme, by setting two thermal coupling modules 30, two electric drive heat exchange flow paths 18 are generated. The electric drive heat exchange flow path 18 of the first thermal coupling module 31 serves as a condenser, and the electric drive heat exchange flow path 18 of the second thermal coupling module 32 selectively serves as an evaporator or a condenser, enabling the vehicle to have multiple working modes and enhancing the vehicle's functionality.

[0051] See Figure 4 According to some embodiments of the present invention, when the electric drive heat exchange path 18 of the second thermal coupling module 32 acts as an evaporator, the passenger compartment is in a cooling mode or a dehumidification mode; when the electric drive heat exchange path 18 of the second thermal coupling module 32 acts as a condenser, the passenger compartment is in a heating mode.

[0052] In the above scheme, the passenger compartment can be in cooling mode, dehumidification mode, or heating mode, giving the passenger compartment multiple functions such as cooling, dehumidification, and heating.

[0053] See Figure 3 According to some embodiments of the present invention, at least one condenser includes an external condenser 50, the space where the external condenser 50 is located is in communication with the external environment, the compressor circuit 20 includes a battery heat exchanger 410, the battery heat exchanger 410 is used to regulate the temperature of the battery, the external condenser 50 is connected in parallel with the compression heat exchange flow path 22, and the battery heat exchanger 410 is selectively connected to one of the external condenser 50 and the compression heat exchange flow path 22.

[0054] The compressor circuit 20 includes a battery flow path 41 and a fifth throttle valve 411. The battery heat exchanger 410 and the fifth throttle valve 411 are disposed in the battery flow path 41. Along the flow direction of the refrigerant in the compressor circuit 20 when the battery is cooling, the fifth throttle valve 411 is located upstream of the battery heat exchanger 410.

[0055] When the battery heat exchanger 410 is connected to the external condenser 50, it is suitable for cooling the battery when the ambient temperature is normal. When the battery heat exchanger 410 is connected to the compression heat exchange path 22, it is suitable for lower ambient temperatures. In this case, if the battery heat exchanger 410 is connected to the external condenser 50, the pressure of the high-pressure refrigerant compressed by the compressor 210 is too low after being cooled by the external condenser 50, and the pressure of the battery heat exchanger 410 cannot meet the requirements. Therefore, the battery heat exchanger 410 is connected to the compression heat exchange path 22. At this time, the first throttle valve 220 is at its maximum opening and does not have a throttling effect.

[0056] In the above scheme, when the ambient temperature is low, the battery heat exchanger 410 is connected to the compression heat exchange flow path 22 to prevent the high-pressure refrigerant compressed by the compressor 210 from having too low a pressure after being cooled by the external condenser 50, so that the pressure of the battery heat exchanger 410 cannot be met.

[0057] See Figure 4 According to some embodiments of the present invention, when the battery heat exchanger 410 is connected to the external condenser 50, the battery is in cooling mode and the ambient temperature is greater than or equal to a preset temperature; when the battery heat exchanger 410 is connected to the compression heat exchange path 22 and the refrigerant flows from the compression heat exchange path 22 to the battery heat exchanger 410, the battery is in cooling mode and the ambient temperature is less than a preset temperature; when the battery heat exchanger 410 is connected to the compression heat exchange path 22 and the refrigerant flows from the battery heat exchanger 410 to the compression heat exchange path 22, the battery is in heating mode.

[0058] In the above scheme, by changing the flow direction of the refrigerant, the battery heat exchanger 410 can both cool and heat the battery.

[0059] A vehicle according to a second aspect embodiment of the present invention includes a vehicle thermal management system 100 according to the first aspect embodiment of the present invention described above.

[0060] According to an embodiment of the present invention, in a vehicle equipped with the above-described vehicle thermal management system 100, the electric drive cooling circuit 10 includes a refrigerant pump 110 and an electric drive condenser 120. An electric drive heat exchange flow path 18 is connected to the electric drive cooling circuit 10, and the electric drive heat exchange flow path 18 and the compression heat exchange flow path 22 exchange heat with each other, so that the refrigerant can undergo a phase change in the electric drive heat exchange flow path 18 and condense in the electric drive condenser 120 to dissipate heat for the electric drive system 117. This allows the temperature of the refrigerant in the electric drive cooling circuit to be lower than the ambient temperature, thereby improving the heat dissipation efficiency of the electric drive cooling circuit.

[0061] The vehicle thermal management system 100 will now be described in light of different embodiments and the functions of the vehicle in those embodiments.

[0062] See Figure 1 This is the first embodiment of the present invention.

[0063] When the heat dissipation demand of the electric drive system 117 is low, the electric drive heat dissipation circuit 10 is run to reduce thermal management energy consumption. In this circulation circuit, the first valve port 141 and the third valve port 143 are connected, while the first valve port 141 and the second valve port 142 are not connected, and the compressor 210 does not work. The refrigerant passes through the intelligent driving module 113, the display module 114, the charging module 115, the electronic control module 112, and the motor 111 in sequence. After absorbing heat, the refrigerant becomes a gas-liquid two-phase refrigerant and enters the electric drive condenser 120 to release heat. Then, it passes through the electric drive heat exchange flow path 18 of the thermal coupling module 30 and the first liquid storage tank 15. The liquid refrigerant enters the refrigerant pump 110 for pressurization and returns to the inlet of the intelligent driving module 113.

[0064] When the electric drive system 117 has high demand or high heat dissipation and requires a medium temperature lower than the ambient temperature, the compressor circuit 20 and the electric drive cooling circuit 10 work simultaneously to quickly dissipate heat from the electric drive system 117 and reduce the high-temperature performance degradation of the electric drive system 117. In the electric drive cooling circuit 10, the liquid refrigerant passes through the intelligent driving module 113, display module 114, charging module 115, electronic control module 112, and motor 111. After absorbing heat, it becomes a two-phase gas-liquid refrigerant and enters the electric drive condenser 120 through the first valve port 141 and the third valve port 143 of the multi-way valve 14 to release heat. Then, it passes through the electric drive heat exchange flow path 18 of the thermal coupling module 30 for further heat release. After passing through the first liquid storage tank 15, the liquid refrigerant enters the refrigerant pump 110 for pressurization and returns to the inlet of the intelligent driving module 113. In the compressor circuit 20, the gas-liquid two-phase low-pressure refrigerant enters the compression heat exchange flow path 22 of the thermal coupling module 30, absorbs heat and becomes a low-pressure, low-temperature gaseous refrigerant. After passing through the gas-liquid separator 211, it enters the suction port of the compressor 210. The high-temperature, high-pressure refrigerant, after compression, enters the external condenser 50 to release heat and becomes a high-pressure liquid refrigerant. After passing through the second liquid storage tank 28, it goes to the first throttling valve 220 for throttling and pressure reduction, and then returns to the thermal coupling module 30 to complete the cycle.

[0065] When the load on the electric drive system 117 is not high but the required temperature is lower than the ambient temperature, this can be achieved by combining the compressor circuit 20 and the electric drive cooling circuit 10 to ensure the low-temperature cooling medium requirement of the electric drive system 117. The first short-circuit flow path 13 short-circuites the electric drive condenser 120 to prevent the refrigerant from the electric drive system 117 from being heated by the ambient temperature when flowing through the electric drive condenser 120, thus increasing the vehicle's energy consumption.

[0066] See Figure 2 This is the second embodiment of the present invention, which is the vehicle interior heating and dehumidification mode.

[0067] When the vehicle's heating demand exceeds its dehumidification demand: In the electric drive cooling circuit 10, liquid refrigerant passes through the intelligent driving module 113, display module 114, charging module 115, electronic control module 112, and motor 111. After absorbing heat, the refrigerant becomes a two-phase gas-liquid refrigerant and enters the electric drive heat exchange path 18 of the thermal coupling module 30 to release heat. Then, after passing through the first short-circuit path 13 and the first liquid storage tank 15, the liquid refrigerant enters the refrigerant pump 110 for pressurization and returns to the inlet of the intelligent driving module 113. In the compressor circuit 20, the two-phase low-pressure refrigerant enters the vehicle's condenser 230 to release heat and become a high-pressure liquid refrigerant. One path of refrigerant passes through the first throttle valve 220 and becomes a two-phase low-pressure refrigerant. It enters the compression heat exchange path 22 to absorb heat and becomes a low-pressure, low-temperature gaseous refrigerant. After passing through the fourth throttle valve 251 of the bypass path 25, it enters the suction port of the compressor 210 to complete the cycle. Another refrigerant passes through the first control valve 361, then through the second throttle valve 241 and the vehicle evaporator 240 to absorb heat and achieve dehumidification, before entering the suction port of the compressor 210 to complete the cycle.

[0068] When heating demand is less than dehumidification demand (e.g., in winter when the sun is directly overhead or the vehicle is fully loaded and customers require internal air circulation): In the electric drive cooling circuit 10, the liquid refrigerant passes through the intelligent driving module 113, display module 114, charging module 115, electronic control module 112, and motor 111. After absorbing heat, the refrigerant becomes a two-phase gas-liquid refrigerant and enters the electric drive heat exchange flow path 18 of the thermal coupling module 30 for further heat absorption. Then, it enters the electric drive condenser 120 for heat release. After passing through the first liquid storage tank 15, the liquid refrigerant enters the refrigerant pump 110 for pressurization and returns to the inlet of the intelligent driving module 113. In the compressor circuit 20, the low-pressure two-phase gas-liquid refrigerant enters the vehicle condenser 230 for heat release, becoming a high-pressure liquid refrigerant. After passing through the first throttle valve 220, it enters the compression heat exchange flow path 22 for further heat release, becoming a high-pressure liquid refrigerant. After passing through the one-way valve 27, it passes through the second throttle valve 241 and the vehicle evaporator 240 for heat absorption to achieve dehumidification. Then, it enters the suction port of the compressor 210 to complete the circulation. In this loop, the first throttle valve 220 is fully open and has no throttling effect, the first control valve is closed, and the fourth throttle valve 251 is closed.

[0069] See Figure 3 This is the third embodiment of the present invention, which is a battery cooling mode under the full temperature range.

[0070] Due to the special temperature requirements of batteries, the refrigerant temperature is generally required to be above 20°C to achieve the battery cooling function, so as to avoid affecting the battery life. Therefore, the participation of the thermal coupling module 30 is required to achieve the battery cooling function in low-temperature environments.

[0071] Under high-temperature conditions, battery cooling is achieved solely by the compressor circuit 20. The high-temperature, high-pressure refrigerant from the compressor 210 enters the external condenser 50 through the second control valve 29 to release heat. After being throttled by the second one-way valve 42 and the fifth throttle valve 411, it enters the battery heat exchanger 410 to absorb heat and then returns to the compressor 210 inlet to form a cycle. During this cycle, the first throttle valve 220 is fully closed.

[0072] In low-temperature environments, the compressor circuit 20 and the electric drive heat dissipation circuit 10 are coupled to achieve battery cooling. In the compression cycle circuit 20, the high-temperature and high-pressure refrigerant from the compressor 210 enters the compression heat exchange flow path 22 of the thermal coupling module 30 through the first throttle valve 220 to dissipate heat and become a medium-temperature and high-pressure liquid refrigerant. After being throttled by the fifth throttle valve 411, it enters the battery heat exchanger 410 to absorb heat and then returns to the compressor 210 inlet to form a cycle. In the electric drive heat dissipation circuit 10, the refrigerant pressurized by the refrigerant pump 110 passes through the intelligent driving module 113, display module 114, charging module 115, electronic control module 112, and motor 111. After absorbing heat, it becomes a gas-liquid two-phase refrigerant and flows into the electric drive heat exchange flow path 18 of the thermal coupling module 30 for further heat absorption. After being dissipated by the electric drive condenser 120, it enters the refrigerant pump 110 to form a cycle.

[0073] See Figure 4 This is the fourth embodiment of the present invention.

[0074] When the passenger compartment is refrigerated, it is divided into normal refrigeration mode and low temperature refrigeration mode according to the ambient temperature.

[0075] Under normal refrigeration conditions: The high-temperature, high-pressure refrigerant from compressor 210 enters the external condenser 50 via the second control valve 29, where it releases heat and becomes a medium-temperature, high-pressure liquid refrigerant. After passing through the second one-way valve 42 and the first one-way valve 27, it enters the second throttling valve 241, where it absorbs heat, and then passes through the third throttling valve 242 before returning to the compressor 210 inlet, forming a cycle. During this process, if the pressure in the internal evaporator 240 and the first compression heat exchange path 221 of the first thermal coupling module 31 can remain consistent, then the third throttling valve 242 and the seventh throttling valve 470 are at their maximum opening and do not have a throttling effect; otherwise, the third throttling valve 242 and the seventh throttling valve 470 are adjusted according to their different evaporation pressures.

[0076] Low-temperature refrigeration condition: The high-temperature, high-pressure refrigerant from compressor 210 passes through the vehicle interior condenser 230 (which only serves as a passageway and does not heat the passenger compartment) and the first throttle valve 220, entering the second compression heat exchange path 222 of the second thermal coupling module 32 to release heat and become a medium-temperature, high-pressure liquid refrigerant. It then flows through the first one-way valve 27, enters the second throttle valve 241 for throttling, and then enters the vehicle interior evaporator 240 to absorb heat, becoming a low-temperature, low-pressure gaseous refrigerant. It then flows through the third throttle valve 242 and returns to the compressor 210 inlet to form a cycle. During this process, if the pressure in the vehicle interior evaporator 240 and the first compression heat exchange path 221 of the first thermal coupling module 31 can remain consistent, then the third throttle valve 242 and the seventh throttle valve 470 are at their maximum opening and do not have a throttling effect; otherwise, the third throttle valve 242 and the seventh throttle valve 470 are adjusted according to their different evaporation pressures. This embodiment requires coordination with the air conditioning unit to achieve this function. Specifically, the air supplied by the air conditioning unit passes only through the evaporator 240 inside the vehicle and not through the condenser 230, thereby achieving the effect of cold air exiting the passenger compartment. The scenario in this embodiment is set as follows: In a low-temperature environment, after a customer uses the vehicle's high-temperature sterilization function, the interior temperature is high. When the customer enters the vehicle and sets the maximum cooling setting, the normal operating condition for a vehicle is to use the external air circulation for rapid cooling. However, when the outside air quality is poor, using the external air circulation would result in a poor customer experience. This low-temperature cooling function setting can meet the requirement of cooling through the vehicle's internal air circulation, breaking the limitations of current industry cooling modes.

[0077] When the passenger compartment is heated, it is divided into normal heating mode and high temperature heating mode according to the ambient temperature.

[0078] Under normal heating conditions: The high-temperature, high-pressure refrigerant from compressor 210 is converted into a medium-temperature, high-pressure refrigerant by releasing heat in the vehicle's condenser 230. After being throttled by the first expansion valve 220, it enters the second compression heat exchange path 222 of the second thermal coupling module 32. In the second compression heat exchange path 222, the refrigerant absorbs heat from the electric drive cooling circuit 10 and then enters the gas-liquid separator 12 through the fourth expansion valve 251. After gas-liquid separation, the gaseous refrigerant returns to compressor 210 to complete the cycle. When heating demand is high, the vehicle's fan 231 uses a wind-heated PTC as an auxiliary heat source to supplement the air conditioning's heat load. The fourth expansion valve 251 is at its maximum opening and does not perform a throttling function.

[0079] High-temperature heating conditions (when the electric drive heat dissipation circuit 10 requires a refrigerant state lower than the ambient temperature under high-temperature conditions). The high-temperature, high-pressure refrigerant from compressor 210 is converted into a medium-temperature, high-pressure refrigerant by releasing heat in the vehicle condenser 230. After being throttled by the first expansion valve 220, it enters the second compression heat exchange path 222 of the second thermal coupling module 32. The second thermal coupling module 32 is shorted by the second short-circuit path 16, and the second compression heat exchange path 222 is used only as a channel. The refrigerant enters the first compression heat exchange path 221 of the first thermal coupling module 31 through the first expansion valve 220 to absorb heat. The gaseous refrigerant, after absorbing heat, returns to compressor 210 through the seventh expansion valve 470 to complete the cycle. During the above process, the seventh expansion valve 470 and the first expansion valve 220 located on the side of the second thermal coupling module 32 are at their maximum opening and do not have a throttling effect.

[0080] There are three operating conditions when the passenger compartment is in heating and dehumidification mode.

[0081] When heating demand is high and dehumidification demand is low: The high-temperature, high-pressure refrigerant from compressor 210 releases heat through the vehicle condenser 230 to provide air conditioning heating. After becoming medium-temperature, high-pressure refrigerant, it flows through two channels: one channel passes through the first throttle valve 220, then enters the second compression heat exchange path 222 of the second thermal coupling module 32 to absorb heat from the electric drive cooling circuit 10, and finally returns to compressor 210 via the seventh throttle valve 470. The other channel passes through the first control valve 261, then through the second throttle valve 241, and enters the vehicle evaporator 240 to absorb heat and provide air conditioning dehumidification. It then returns to compressor 210 as gaseous refrigerant via the third throttle valve 242. During this cycle, the third throttle valve 242 and the fourth throttle valve 251 regulate the pressure of the second compression heat exchange path 222 of the second thermal coupling module 32 and the evaporator on the vehicle evaporator 240 side, ensuring that the pressures of the third throttle valve 242 and the fourth throttle valve 251 are consistent. This embodiment requires the use of an air conditioning unit to achieve this function. Specifically, the air supplied by the air conditioning unit must first pass through the vehicle's evaporator 240 for dehumidification before passing through the vehicle's condenser 230 for heating, thus achieving the effect of air conditioning heating and dehumidification. In this embodiment, due to the regulating action of the third throttle valve 242 and the fourth throttle valve 251, an internal circulation dehumidification function can be achieved in low-temperature environments, overcoming the current limitation that vehicles can only dehumidify by introducing fresh air from outside the unit at low temperatures. Using internal circulation dehumidification when the outside air quality is poor can greatly improve passenger comfort.

[0082] When heating demand is low and dehumidification demand is high; Example of application scenario 1: Low temperature, high intensity direct sunlight, full load of passengers, and poor air quality outside the vehicle require the vehicle to use internal circulation. In this case, in order to meet the defogging requirements, the heat generated by the air conditioning system will be dissipated only through the in-vehicle condenser 230, which will cause the heating to overheat. If the heat is dissipated through the external condenser 50, the system pressure will be too low to establish a cooling cycle. In this case, the heat can be dissipated through the second thermal coupling module 32.

[0083] Example of application scenario 2: High temperature and low heating demand, but the electric drive system 117 requires a refrigerant temperature lower than the ambient temperature.

[0084] Under this operating condition, the high-temperature, high-pressure refrigerant from compressor 210 releases heat through the vehicle's condenser 230 to achieve the function of air conditioning heating. After becoming a medium-temperature, high-pressure refrigerant, it is throttled by the first throttle valve 220 and enters the second compression heat exchange flow path 222 of the second thermal coupling module 32 for further heat dissipation, becoming a medium-temperature, high-pressure liquid refrigerant. The refrigerant is then throttled by the second throttle valve 241, becoming a low-temperature, low-pressure gas-liquid two-phase refrigerant that enters the vehicle's evaporator 240 to absorb heat and achieve the function of air conditioning dehumidification. After becoming a gaseous refrigerant, it returns to compressor 210 through the third throttle valve 242 to complete the cycle. In this embodiment, if the electric drive cooling circuit 10 has no demand, the first throttle valve 220 and the third throttle valve 242 are at their maximum opening and do not have a throttling effect; if the electric drive cooling circuit 10 has demand, the first throttle valve 220 is at its maximum opening and does not have a throttling effect, while the third throttle valve 242 is adjusted according to system demand.

[0085] When the heating demand is high and the dehumidification demand is low under high temperature conditions, and the refrigerant in the electric drive heat dissipation circuit is lower than the ambient temperature.

[0086] Under this operating condition, the high-temperature, high-pressure refrigerant from compressor 210 releases heat through the vehicle's condenser 230 to achieve the function of air conditioning heating. After becoming a medium-temperature, high-pressure refrigerant, it passes through the first throttle valve 220 and enters the second compression heat exchange path 222 of the second thermal coupling module 32. The first throttle valve 220 is at its maximum opening and does not have a throttling effect. The second thermal coupling module 32 is only used as a channel. One path passes through the first one-way valve 27, enters the second throttle valve 241 for throttling, and then enters the vehicle's evaporator 240 to absorb heat and achieve the function of air conditioning dehumidification. After becoming a low-temperature, low-pressure gaseous refrigerant, it flows through the third throttle valve 242 and returns to the compressor 210 inlet to form a cycle. The other path passes through the first throttle valve 220 for throttling, enters the first compression heat exchange path 221 of the first thermal coupling module 31 to absorb heat, and then returns to the compressor 210 through the seventh throttle valve 470 to complete the cycle.

[0087] Battery cooling mode; Battery cooling can be divided into conventional battery cooling and low-temperature battery cooling conditions based on operating conditions (because the optimal pressure of the evaporator on the battery side is about 600 kPa, so the refrigerant cannot establish a cooling cycle at low temperatures by dissipating heat through the external condenser 50). Under normal battery cooling conditions, the high-temperature, high-pressure refrigerant from compressor 210 enters the external condenser 50 through the second control valve 29 to release heat. After passing through the second one-way valve 42 and the fifth throttle valve 411, it enters the battery heat exchanger 410 to absorb heat and then enters the compressor 210 inlet through the ninth throttle valve 53 to form a cycle. In this cycle, the state of the ninth throttle valve 53 is adjusted according to the electric drive cooling circuit 10. If the first throttle valve 220 is closed, the ninth throttle valve 53 is at its maximum opening and does not have a throttling effect. If the first throttle valve 220 is open, the ninth throttle valve 53 is adjusted according to the evaporation pressure on the battery side and the demand on the electric drive side.

[0088] In low-temperature battery cooling mode, the high-temperature, high-pressure refrigerant from compressor 210 enters the second compression heat exchange path 222 of the second thermal coupling module 32 via the vehicle condenser 230, releasing heat and becoming a medium-temperature, high-pressure cold refrigerant. After passing through the second one-way valve 42 and the fifth throttle valve 411, it enters the battery heat exchanger 410 to absorb heat and then enters the compressor 210 inlet via the ninth throttle valve 53, forming a cycle. The opening degree of the ninth throttle valve 53 can be adjusted according to the system pressure requirements.

[0089] Battery heating mode; The high-temperature, high-pressure refrigerant from compressor 210 enters battery heat exchanger 410 through eighth throttle valve 52 to release heat. After heat release, the refrigerant is throttled by fifth throttle valve 411, becoming a low-temperature, low-pressure two-phase refrigerant. The throttled refrigerant then enters the second compression heat exchange path 222 of second thermal coupling module 32 through fourth one-way valve 49 to absorb heat from the refrigerant on the electric drive system side. The heat-absorbing refrigerant then returns to compressor 210 through fourth throttle valve 251 to complete the cycle. In this embodiment, fourth throttle valve 251 is at its maximum opening and does not perform a throttling function.

[0090] Refrigerator cooling modes: Refrigerator refrigeration can be divided into conventional refrigerator refrigeration and low-temperature refrigerator refrigeration according to the operating conditions (because when the ambient temperature is low, the refrigerant pressure is too low after the heat dissipation of the external condenser 230, and the compression refrigeration cycle cannot be established).

[0091] Standard refrigerator cooling conditions: The high-temperature, high-pressure refrigerant from compressor 210 enters the external condenser 50 via the second control valve 29 to release heat. After passing through the second one-way valve 42 and the first one-way valve 27, it reaches the sixth throttling valve 442 for throttling, becoming a low-temperature, low-pressure two-phase refrigerant. The throttled refrigerant then enters the refrigerator evaporator 443 to absorb heat. The heat-absorbing refrigerant flows through the coaxial pipe 441 back into the compressor 210 inlet, forming a cycle. In this embodiment, the coaxial pipe 11 is designed to prevent condensation in the pipes from affecting the passenger compartment.

[0092] Low-temperature refrigerator refrigeration conditions: The high-temperature, high-pressure refrigerant from compressor 210 enters the second compression heat exchange path 222 of the second thermal coupling module 32 via the in-vehicle condenser 230, releasing heat and becoming a medium-temperature, high-pressure cold refrigerant. After passing through the first one-way valve 27, it reaches the sixth throttling valve 442 for throttling, becoming a low-temperature, low-pressure two-phase refrigerant. The throttled refrigerant then enters the refrigerator evaporator 443 to absorb heat. The heat-absorbing refrigerant flows through the coaxial pipe 441 back into the compressor 210 inlet, forming a cycle. In this embodiment, the coaxial pipe is designed to prevent condensation in the pipes from affecting the passenger compartment.

[0093] When the vehicle thermal management system 100 is running, it can also combine the above individual functions to form composite modes, such as: air conditioning cooling + battery cooling mode, air conditioning cooling + battery heating mode, air conditioning cooling + refrigerator cooling mode, air conditioning heating + battery cooling, air conditioning heating + refrigerator cooling, air conditioning heating dehumidification + battery cooling, air conditioning heating dehumidification + battery heating, air conditioning heating dehumidification + refrigerator cooling, battery cooling + refrigerator cooling, battery heating + refrigerator cooling, air conditioning cooling + battery cooling + refrigerator cooling, air conditioning heating + battery heating + refrigerator cooling, air conditioning heating + battery heating + refrigerator cooling, air conditioning heating dehumidification + battery cooling + refrigerator cooling, air conditioning heating dehumidification + battery heating + refrigerator cooling, air conditioning heating dehumidification + battery heating + refrigerator cooling.

[0094] See Figure 5 This is the fifth embodiment of the present invention.

[0095] In the fifth embodiment, the structure of the vehicle thermal management system 100 is roughly the same as that in the fourth embodiment, except that when the motor 111 uses refrigeration oil as the cooling medium, the first thermal coupling module 31 can be set in the motor oil cooling circuit.

[0096] See Figure 6 This is the sixth embodiment of the present invention.

[0097] In the sixth embodiment, the structure of the vehicle thermal management system 100 is roughly the same as that in the fourth embodiment, except that when the motor 111 uses refrigeration oil as the cooling medium, the first thermal coupling module 31 and the heat exchange plate of the motor 111 can be combined to reduce the number of parts in the vehicle.

[0098] See Figure 7 This is the seventh embodiment of the present invention.

[0099] In the seventh embodiment, the structure of the vehicle thermal management system 100 is roughly the same as that in the fourth embodiment, except that the multi-way valve 14 is a three-way valve.

[0100] 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 do not 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.

[0101] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0102] In the description of this invention, "a plurality of" means two or more.

[0103] In the description of this invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0104] In the description of this invention, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0105] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example 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.

[0106] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle thermal management system (100), characterized by, include: The electric drive cooling circuit (10) includes a refrigerant pump (110), an electric drive cooling flow path (11), and an electric drive condenser (120), wherein the cooling flow path (11) is used to dissipate heat from the electric drive system (117); The compressor circuit (20) includes a compressor (210), at least one condenser, at least one expansion valve, and at least one evaporator; At least one thermally coupled module (30) includes an electric drive heat exchange path (18) and a compression heat exchange path (22) that exchange heat with each other. The electric drive heat exchange path (18) is connected to the electric drive heat dissipation circuit (10), and the compression heat exchange path (22) is connected to the compressor circuit (20).

2. The vehicle thermal management system (100) of claim 1, wherein, The electric drive heat dissipation circuit (10) further includes a first short-circuit flow path (13), which is connected in parallel with the electric drive condenser (120). The electric drive heat dissipation flow path (11) is selectively connected to one or both of the first short-circuit flow path (13) and the electric drive condenser (120) to achieve flow diversion between the two circuits. And / or, the compressor circuit (20) includes a battery heat exchanger (410) for regulating the temperature of the battery.

3. The vehicle thermal management system (100) of claim 1, wherein, Along the flow direction of the refrigerant in the electric drive heat dissipation circuit (10), at least one of the thermal coupling modules (30) includes a second thermal coupling module (32), the electric drive heat exchange flow path (18) of the second thermal coupling module (32) is located upstream of the electric drive condenser (120), and the electric drive heat exchange flow path (18) selectively serves as an evaporator or a condenser.

4. The vehicle thermal management system (100) of claim 3, wherein, There are two condensers connected in parallel. The two condensers are an in-vehicle condenser (230) and an out-of-vehicle condenser (50). The space where the in-vehicle condenser (230) is located is selectively connected to the passenger compartment, and the space where the out-of-vehicle condenser (50) is located is connected to the external environment. The compressor (210) is selectively connected to one of the in-vehicle condenser (230) and the out-of-vehicle condenser (50) according to the external ambient temperature.

5. The vehicle thermal management system (100) of claim 3, wherein, At least one of the evaporators includes an in-vehicle evaporator (240), the space in which the in-vehicle evaporator (240) is located is selectively connected to the passenger compartment; The in-vehicle evaporator (240) is selectively connected in parallel or in series with the compression heat exchange flow path (22). When the in-vehicle evaporator (240) is connected in parallel with the compression heat exchange flow path (22), the compression heat exchange flow path (22) serves as an evaporator. When the in-vehicle evaporator is connected in series with the compression heat exchange flow path (22), the compression heat exchange flow path (22) serves as either an evaporator or a condenser.

6. The vehicle thermal management system (100) according to claim 5, characterized in that, There are two condensers connected in parallel. The two condensers are an in-vehicle condenser (230) and an external condenser (50). The space where the in-vehicle condenser (230) is located is selectively connected to the passenger compartment, and the space where the external condenser (50) is located is connected to the external environment. There are two thermal coupling modules (30). The two thermal coupling modules (30) are a first thermal coupling module (31) and a second thermal coupling module (32). Along the flow direction of the refrigerant in the electric drive heat dissipation circuit (10), the electric drive heat exchange flow path (18) of the second thermal coupling module (32) is located upstream of the electric drive heat exchange flow path (18) of the first thermal coupling module (31). The electric drive heat exchange flow path (18) of the first thermal coupling module (31) serves as a condenser, and the electric drive heat exchange flow path (18) of the second thermal coupling module (32) selectively serves as an evaporator or a condenser.

7. The vehicle thermal management system (100) according to claim 6, characterized in that, When the electric drive heat exchange path (18) of the second thermal coupling module (32) acts as an evaporator, the passenger compartment is in cooling mode or dehumidification mode; when the electric drive heat exchange path (18) of the second thermal coupling module (32) acts as a condenser, the passenger compartment is in heating mode.

8. The vehicle thermal management system (100) according to claim 3, characterized in that, At least one of the condensers includes an external condenser (50) in which the space of the external condenser (50) is in communication with the external environment, and the compressor circuit (20) includes a battery heat exchanger (410) for regulating the temperature of the battery. The external condenser (50) is connected in parallel with the compression heat exchange path (22), and the battery heat exchanger (410) is selectively connected to one of the external condenser (50) and the compression heat exchange path (22).

9. The vehicle thermal management system (100) according to claim 8, characterized in that, When the battery heat exchanger (410) is connected to the vehicle external condenser (50), the battery is in cooling mode and the ambient temperature is greater than or equal to the preset temperature. When the battery heat exchanger (410) is connected to the compression heat exchange path (22) and the refrigerant flows from the compression heat exchange path (22) to the battery heat exchanger (410), the battery is in cooling mode and the ambient temperature is lower than the preset temperature. When the battery heat exchanger (410) is connected to the compression heat exchange path (22), and the refrigerant flows from the battery heat exchanger (410) to the compression heat exchange path (22), the battery is in heating mode.

10. A vehicle characterized by comprising: The vehicle thermal management system (100) includes any one of claims 1-9.

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