Thermal management system and vehicle

Abstract

The utility model discloses a thermal management system and a vehicle. The heat management system comprises a compressor, a first heat exchange loop, a second heat exchange loop and a condensation loop, the first heat exchange loop is used for exchanging heat with a first vehicle subsystem, and the second heat exchange loop is used for exchanging heat with a second vehicle subsystem; a refrigerant is output from an outlet of the compressor, sequentially flows through the first heat exchange loop and the second heat exchange loop and finally flows back to an inlet of the compressor so as to heat the first vehicle subsystem and refrigerate the second vehicle subsystem. And / or the refrigerant is output from an outlet of the compressor, flows through the condensation loop, then flows through the first heat exchange loop and / or the second heat exchange loop and finally flows back to an inlet of the compressor, so that the first vehicle subsystem and / or the second vehicle subsystem are / is refrigerated. The heat management system can heat and / or refrigerate various devices in the vehicle, is simple in structure, saves cost, and remarkably improves heat management efficiency.

Description

Technical Field

[0001] The utility model generally relates to the technical field of heat pumps, and more specifically to a thermal management system and a vehicle. Background Art

[0002] In the air-conditioning thermal management system of new energy vehicles, the most energy-saving system is the heat pump system. Heat pump technology is widely used in electric vehicles. The heat pump system usually includes compressors, condensers, evaporators, gas-liquid separators and other main components. The cooling mode or heating mode is achieved by changing the flow path or direction of the refrigerant.

[0003] Existing thermal management solutions have the disadvantages of low integration and complex structure, which is mainly reflected in the fact that the air-conditioning system and power battery use the same system, while the drive motor, charging and distribution, and drive motor controller use other thermal management systems. Therefore, for the thermal management control of the whole vehicle, multiple thermal management systems must be used to meet the thermal management needs of the whole vehicle, resulting in poor thermal management effect of the whole vehicle and complex system control method.

[0004] Therefore, there is a need to provide a thermal management system and a vehicle to at least partially solve the above problems. Utility Model Content

[0005] A series of simplified concepts are introduced in the utility model content section, which will be further described in detail in the detailed implementation section. The utility model content section of the utility model does not mean to attempt to define the key features and essential technical features of the technical solution claimed for protection, nor does it mean to attempt to determine the scope of protection of the technical solution claimed for protection.

[0006] In order to at least partially solve the above problems, the first aspect of the present invention provides a thermal management system, which includes a compressor, a first heat exchange circuit, a second heat exchange circuit and a condensing circuit, wherein the compressor is used to compress refrigerant, the first heat exchange circuit is used to exchange heat with a first vehicle subsystem, and the second heat exchange circuit is used to exchange heat with a second vehicle subsystem; wherein:

[0007] When the thermal management system is in the first heat exchange mode, the refrigerant compressed by the compressor is output from the outlet of the compressor, flows through the first heat exchange loop and the second heat exchange loop in sequence, and finally flows back to the inlet of the compressor to heat the first vehicle subsystem and cool the second vehicle subsystem; and / or,

[0008] When the thermal management system is in the second heat exchange mode, the refrigerant compressed by the compressor is output from the outlet of the compressor, flows through the condensing circuit, then flows through the first heat exchange circuit and / or the second heat exchange circuit, and finally flows back to the inlet of the compressor to cool the first vehicle subsystem and / or the second vehicle subsystem.

[0009] Optionally, the first vehicle subsystem includes:

[0010] A power battery heat exchanger, wherein a first end of the power battery heat exchanger is connected to the outlet end and the inlet end of the compressor respectively.

[0011] Optionally, the second vehicle subsystem includes at least one of the following devices:

[0012] A drive motor controller heat exchanger, wherein the drive motor controller heat exchanger is connected in parallel or in series with the power battery heat exchanger;

[0013] A heat exchanger for a charging and distribution system, wherein the heat exchanger for the charging and distribution system is connected in parallel or in series with the power battery heat exchanger;

[0014] A drive motor heat exchanger is connected in parallel or in series with the power battery heat exchanger.

[0015] Optionally, the second vehicle subsystem includes:

[0016] Drive motor controller heat exchanger, charging and distribution system heat exchanger and drive motor heat exchanger;

[0017] Any three or any two of the drive motor controller heat exchanger, the charging and distribution system heat exchanger, and the drive motor heat exchanger are connected in parallel or in series, and are also connected in parallel or in series with the power battery heat exchanger.

[0018] Optionally, the condensation circuit comprises:

[0019] An in-vehicle condenser, wherein the inlet end of the in-vehicle condenser is connected to the outlet end of the compressor, and the outlet end of the in-vehicle condenser is respectively connected to the second end of the power battery heat exchanger, and / or the second end of the drive motor controller heat exchanger, and / or the second end of the charging and distribution system heat exchanger, and / or the second end of the drive motor heat exchanger.

[0020] Optionally, the condensation circuit further comprises:

[0021] An external condenser, wherein the inlet end of the external condenser is connected to the outlet end of the internal condenser, and the outlet end of the external condenser is respectively connected to the second end of the power battery heat exchanger, and / or the second end of the drive motor controller heat exchanger, and / or the second end of the charging and distribution system heat exchanger, and / or the second end of the drive motor heat exchanger.

[0022] Optionally, the thermal management system further includes:

[0023] An evaporator, wherein the inlet end of the evaporator is respectively connected to the outlet end of the in-vehicle condenser, and / or the outlet end of the out-of-vehicle condenser, and / or the second end of the power battery heat exchanger, and the outlet end of the evaporator is connected to the inlet end of the compressor.

[0024] Optionally, the thermal management system further includes:

[0025] A gas-liquid separator, wherein the inlet end of the gas-liquid separator is respectively connected to the first end of the power battery heat exchanger, and / or the first end of the drive motor controller heat exchanger, and / or the first end of the charging and distribution system heat exchanger, and / or the first end of the drive motor heat exchanger, and / or the outlet end of the evaporator, and the outlet end of the gas-liquid separator is connected to the inlet end of the compressor.

[0026] Optionally, the first heat exchange circuit comprises:

[0027] A first solenoid valve, which is disposed on a pipeline connecting the power battery heat exchanger and the outlet end of the compressor, and is used to control the on-off of the pipeline;

[0028] A fifth solenoid valve is provided on a pipeline connecting the power battery heat exchanger and the inlet end of the compressor, and is used to control the on-off of the pipeline.

[0029] Optionally, the condensation circuit further comprises:

[0030] A second solenoid valve, the second solenoid valve is arranged on a pipeline connecting the outlet end of the in-vehicle condenser and the second end of the power battery heat exchanger, and / or the second end of the drive motor controller heat exchanger, and / or the second end of the charging and distribution system heat exchanger, and / or the second end of the drive motor heat exchanger, and / or the evaporator, and is used to control the on and off of the pipeline.

[0031] Optionally, the condensation circuit further comprises:

[0032] The third solenoid valve is arranged on a pipeline connecting the outlet end of the in-vehicle condenser and the inlet end of the out-vehicle condenser, and is used to control the on-off of the pipeline.

[0033] Optionally, the second heat exchange circuit comprises:

[0034] A fourth solenoid valve, wherein the fourth solenoid valve is arranged on a pipeline connecting the first end of the drive motor controller heat exchanger, and / or the first end of the charging and distribution system heat exchanger, and / or the first end of the drive motor heat exchanger and the inlet end of the gas-liquid separator, and is used to control the on-off of the pipeline.

[0035] Optionally, the condensation circuit further comprises:

[0036] A first electronic expansion valve is provided at an outlet end of the in-vehicle condenser.

[0037] Optionally, the first heat exchange circuit comprises:

[0038] A second electronic expansion valve, wherein the second electronic expansion valve is disposed at a second end of the power battery heat exchanger.

[0039] Optionally, the second heat exchange circuit comprises:

[0040] A third electronic expansion valve, the third electronic expansion valve being arranged at the second end of the drive motor controller heat exchanger;

[0041] a fourth electronic expansion valve, the fourth electronic expansion valve being arranged at the second end of the heat exchanger of the charging and distribution system;

[0042] A fifth electronic expansion valve is arranged at the second end of the drive motor heat exchanger.

[0043] Optionally, the second heat exchange circuit comprises:

[0044] A seventh electronic expansion valve, the seventh electronic expansion valve being arranged at the second end of the drive motor controller heat exchanger, or the second end of the charging and distribution system heat exchanger, or the second end of the drive motor heat exchanger;

[0045] An eighth electronic expansion valve, the eighth electronic expansion valve is arranged at the second end of the drive motor controller heat exchanger and the second end of the charging and distribution system heat exchanger, or the second end of the drive motor controller heat exchanger and the second end of the drive motor heat exchanger, or the second end of the charging and distribution system heat exchanger and the second end of the drive motor heat exchanger.

[0046] Optionally, the second heat exchange circuit comprises:

[0047] A ninth electronic expansion valve, wherein the ninth electronic expansion valve is arranged at the second end of the drive motor controller heat exchanger, the second end of the charging and distribution system heat exchanger, and the second end of the drive motor heat exchanger.

[0048] Optionally, the thermal management system further includes:

[0049] A sixth electronic expansion valve is arranged at the inlet end of the evaporator.

[0050] Optionally, the condensation circuit further comprises:

[0051] A one-way valve is arranged at the outlet end of the external condenser to limit the flow direction of the refrigerant.

[0052] A second aspect of the utility model provides a vehicle, comprising a thermal management system according to any one of the above technical solutions.

[0053] According to a thermal management system and vehicle of the utility model, the thermal management system uses refrigerants to perform thermal management on various devices in the vehicle. For example, the air-conditioning system, power battery system, charging and distribution system, drive motor and drive motor controller are integrated and use refrigerants for thermal management. Various devices in the vehicle can be heated and / or cooled, with a simple structure and cost savings, significantly improving the thermal management efficiency, greatly improving the working capacity of the charging and distribution system, drive motor and drive motor controller, and the utilization efficiency of low-temperature heat. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] The following drawings of the embodiments of the present invention are used as part of the present invention for understanding the present invention. The drawings show the embodiments of the present invention and their descriptions, and are used to explain the principles of the present invention. In the drawings,

[0055] Figure 1 A schematic diagram of the structure of a thermal management system according to a preferred embodiment of the present utility model;

[0056] Figure 2 A schematic diagram of the structure of a thermal management system according to a preferred embodiment of the present utility model;

[0057] Figure 3 A schematic diagram of the structure of a thermal management system according to a preferred embodiment of the present utility model;

[0058] Figure 4 A schematic diagram of the structure of a thermal management system according to a preferred embodiment of the present utility model;

[0059] Figure 5 A schematic diagram of the structure of a thermal management system according to a preferred embodiment of the present utility model;

[0060] Figure 6 A schematic diagram of the structure of a thermal management system according to a preferred embodiment of the present utility model;

[0061] Figure 7The following is a working flow chart of a thermal management system according to a preferred embodiment of the present utility model.

[0062] Description of reference numerals:

[0063] 101: Gas-liquid separator 102: Compressor

[0064] 103: In-vehicle condenser 104: Out-vehicle condenser

[0065] 105: Electronic fan 106: Evaporator

[0066] 107: Power battery heat exchanger 108: Drive motor controller heat exchanger

[0067] 109: Charging and distribution system heat exchanger 110: Drive motor heat exchanger

[0068] 201: First solenoid valve 202: Second solenoid valve

[0069] 203: The third solenoid valve 204: The fourth solenoid valve

[0070] 205: Fifth solenoid valve 301: First electronic expansion valve

[0071] 302: Second electronic expansion valve 303: Third electronic expansion valve

[0072] 304: Fourth electronic expansion valve 305: Fifth electronic expansion valve

[0073] 306: Sixth electronic expansion valve 307: Seventh electronic expansion valve

[0074] 308: The eighth electronic expansion valve 309: The ninth electronic expansion valve

[0075] 401: One-way valve DETAILED DESCRIPTION

[0076] In the following description, a large number of specific details are given to provide a more thorough understanding of the utility model. However, it is obvious to those skilled in the art that the utility model can be implemented without one or more of these details. In other examples, in order to avoid confusion with the utility model, some technical features known in the art are not described.

[0077] In order to thoroughly understand the utility model, a detailed description will be provided in the following description. It should be understood that these embodiments are provided to make the disclosure of the utility model thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. Obviously, the implementation of the embodiments of the utility model is not limited to the specific details familiar to those skilled in the art. The preferred embodiments of the utility model are described in detail below, but in addition to these detailed descriptions, the utility model may also have other embodiments.

[0078] Ordinal numbers such as "first" and "second" cited in the present invention are merely identifiers and do not have any other meanings, such as a specific order, etc. Moreover, for example, the term "first component" itself does not imply the existence of the "second component", and the term "second component" itself does not imply the existence of the "first component".

[0079] It should be noted that the terms "upper", "lower", "front", "back", "left", "right", "inside", "outside" and similar expressions used in the present invention are for illustrative purposes only and are not restrictive.

[0080] The utility model discloses a thermal management system and a vehicle.

[0081] Now, exemplary embodiments according to the present invention will be described in more detail with reference to the accompanying drawings.

[0082] like Figure 1 As shown, in a preferred embodiment, a thermal management system includes: a compressor 102, a first heat exchange circuit, a second heat exchange circuit and a condensing circuit, the compressor 102 is used to compress the refrigerant, the first heat exchange circuit is used to exchange heat with the first vehicle subsystem, and the second heat exchange circuit is used to exchange heat with the second vehicle subsystem;

[0083] The first heat exchange loop is arranged from the outlet end of the compressor 102, connected to the first vehicle subsystem, and then returns to the inlet end of the compressor 102; the second heat exchange loop is arranged from the outlet end of the compressor 102, connected to the second vehicle subsystem, and then returns to the inlet end of the compressor 102;

[0084] The condensing circuit is used to release heat by condensing the refrigerant. The heat can be released into the vehicle for heating the vehicle environment or released into the atmosphere outside the vehicle. The condensing circuit is arranged from the outlet end of the compressor 102 and is connected to the first vehicle subsystem and the second vehicle subsystem respectively.

[0085] The first vehicle subsystem and the second vehicle subsystem may include a variety of devices, such as: a power battery system, a charging and distribution system, a drive motor and a drive motor controller, etc.;

[0086] When the thermal management system is in the first heat exchange mode, the refrigerant compressed by the compressor 102 is output from the outlet of the compressor 102, flows through the first heat exchange loop and the second heat exchange loop in sequence, and finally flows back to the inlet of the compressor 102, so as to heat the first vehicle subsystem and cool the second vehicle subsystem; and / or,

[0087] When the thermal management system is in the second heat exchange mode, the refrigerant compressed by the compressor 102 is output from the outlet of the compressor 102, flows through the condensing circuit, then flows through the first heat exchange circuit and / or the second heat exchange circuit, and finally flows back to the inlet of the compressor 102 to cool the first vehicle subsystem and / or the second vehicle subsystem.

[0088] The thermal management system in this embodiment uses refrigerants to perform thermal management on various devices in the vehicle. For example, the air-conditioning system, power battery system, charging and distribution system, drive motor and drive motor controller are integrated and thermally managed using refrigerants. Various devices in the vehicle can be heated and / or cooled. It has a simple structure, saves costs, significantly improves thermal management efficiency, greatly improves the working capacity of the charging and distribution system, drive motor and drive motor controller, and the utilization efficiency of low-temperature heat.

[0089] In one embodiment, if Figure 1 As shown, the first vehicle subsystem includes:

[0090] The power battery heat exchanger 107 has a first end connected to the outlet and inlet of the compressor 102 .

[0091] The power battery heat exchanger 107 is connected to the power battery and can be integrated inside the power battery or arranged outside the power battery. The refrigerant flows through the power battery heat exchanger 107 to heat or cool the power battery.

[0092] In one embodiment, the second vehicle subsystem includes at least one of the following devices:

[0093] The drive motor controller heat exchanger 108 is connected in parallel or in series with the power battery heat exchanger 107; the drive motor controller heat exchanger 108 is connected to the drive motor controller and can be integrated inside the drive motor controller or arranged outside the drive motor controller. The refrigerant flows through the drive motor controller heat exchanger 108 to cool the drive motor controller;

[0094] The charging and distribution system heat exchanger 109 is connected in parallel or in series with the power battery heat exchanger 107; the charging and distribution system heat exchanger 109 is connected to the charging and distribution system, and can be integrated inside the charging and distribution system or arranged outside the charging and distribution system. The refrigerant flows through the charging and distribution system heat exchanger 109, which can cool the charging and distribution system;

[0095] The drive motor heat exchanger 110 is connected in parallel or in series with the power battery heat exchanger 107; the drive motor heat exchanger 110 is connected to the drive motor and can be integrated inside the drive motor or arranged outside the drive motor. The refrigerant flows through the drive motor heat exchanger 110 to cool the drive motor.

[0096] In one embodiment, the second vehicle subsystem includes:

[0097] Drive motor controller heat exchanger 108, charging and distribution system heat exchanger 109 and drive motor heat exchanger 110;

[0098] Any three or any two of the drive motor controller heat exchanger 108 , the charging and distribution system heat exchanger 109 , and the drive motor heat exchanger 110 are connected in parallel or in series, and are also connected in parallel or in series with the power battery heat exchanger 107 .

[0099] like Figure 1 , Figure 2 As shown, the drive motor controller heat exchanger 108, the charging and distribution system heat exchanger 109, and the drive motor heat exchanger 110 are in parallel relationship; Figure 3 As shown, the charging and distributing system heat exchanger 109 and the drive motor heat exchanger 110 are connected in series, and are connected in parallel with the drive motor controller heat exchanger 108; Figure 5 As shown, the drive motor controller heat exchanger 108, the charging and distribution system heat exchanger 109, and the drive motor heat exchanger 110 are connected in series; Figure 6 As shown, the charging and distribution system heat exchanger 109 and the drive motor heat exchanger 110 are connected in parallel, and are connected in series with the drive motor controller heat exchanger 108 .

[0100] In one embodiment, if Figure 1 As shown, the condensation circuit of the thermal management system includes:

[0101] The in-vehicle condenser 103, the inlet end of the in-vehicle condenser 103 is connected to the outlet end of the compressor 102, and the outlet end of the in-vehicle condenser 103 is respectively connected to the second end of the power battery heat exchanger 107, and / or the second end of the drive motor controller heat exchanger 108, and / or the second end of the charging and distribution system heat exchanger 109, and / or the second end of the drive motor heat exchanger 110.

[0102] In one embodiment, if Figure 1 As shown, the condensation circuit of the thermal management system also includes:

[0103] The external condenser 104 has an inlet end connected to the outlet end of the internal condenser 103, and the outlet end of the external condenser 104 is respectively connected to the second end of the power battery heat exchanger 107, and / or the second end of the drive motor controller heat exchanger 108, and / or the second end of the charging and distribution system heat exchanger 109, and / or the second end of the drive motor heat exchanger 110.

[0104] In one embodiment, if Figure 1 As shown, the thermal management system also includes:

[0105] The evaporator 106 , the inlet end of the evaporator 106 is respectively connected to the outlet end of the in-vehicle condenser 103 , and / or the outlet end of the out-vehicle condenser 104 , and / or the second end of the power battery heat exchanger 107 , and the outlet end of the evaporator 106 is connected to the inlet end of the compressor 102 .

[0106] In one embodiment, if Figure 1 As shown, the thermal management system also includes:

[0107] The gas-liquid separator 101, the inlet end of the gas-liquid separator 101 is respectively connected to the first end of the power battery heat exchanger 107, and / or the first end of the drive motor controller heat exchanger 108, and / or the first end of the charging and distribution system heat exchanger 109, and / or the first end of the drive motor heat exchanger 110, and / or the outlet end of the evaporator 106, and the outlet end of the gas-liquid separator 101 is connected to the inlet end of the compressor 102.

[0108] In one embodiment, if Figure 1 As shown, the first heat exchange circuit of the thermal management system includes:

[0109] A first solenoid valve 201, which is disposed on a pipeline connecting the power battery heat exchanger 107 and the outlet of the compressor 102, and is used to control the on-off of the pipeline;

[0110] The fifth solenoid valve 205 is disposed on a pipeline connecting the power battery heat exchanger 107 and the inlet end of the compressor 102, and is used to control the on-off of the pipeline.

[0111] In one embodiment, if Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 As shown, the first heat exchange loop of the thermal management system also includes:

[0112] The second solenoid valve 202 is arranged on a pipeline connecting the outlet end of the in-vehicle condenser 103 and the second end of the power battery heat exchanger 107, and / or the second end of the drive motor controller heat exchanger 108, and / or the second end of the charging and distribution system heat exchanger 109, and / or the second end of the drive motor heat exchanger 110, and / or the evaporator 106, and is used to control the on-off of the pipeline.

[0113] In one embodiment, if Figure 1 As shown, the condensation circuit of the thermal management system also includes:

[0114] The third solenoid valve 203 is disposed on a pipeline connecting the outlet end of the in-vehicle condenser 103 and the inlet end of the out-vehicle condenser 104, and is used to control the on-off of the pipeline.

[0115] In one embodiment, if Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 As shown, the second heat exchange circuit of the thermal management system includes:

[0116] The fourth solenoid valve 204 is arranged on the pipeline connecting the first end of the drive motor controller heat exchanger 108, and / or the first end of the charging and distribution system heat exchanger 109, and / or the first end of the drive motor heat exchanger 110 and the inlet end of the gas-liquid separator 101, and is used to control the on-off of the pipeline.

[0117] In one embodiment, if Figure 1 As shown, the condensation circuit of the thermal management system also includes:

[0118] The first electronic expansion valve 301 is disposed at the outlet end of the in-vehicle condenser 103 .

[0119] In one embodiment, if Figure 1 As shown, the first heat exchange loop of the thermal management system also includes:

[0120] The second electronic expansion valve 302 is disposed at the second end of the power battery heat exchanger 107 .

[0121] In one embodiment, if Figure 1 As shown, the second heat exchange loop of the thermal management system also includes:

[0122] A third electronic expansion valve 303, the third electronic expansion valve 303 is disposed at the second end of the drive motor controller heat exchanger 108;

[0123] A fourth electronic expansion valve 304, which is disposed at the second end of the charging and distribution system heat exchanger 109;

[0124] The fifth electronic expansion valve 305 is disposed at the second end of the driving motor heat exchanger 110 .

[0125] In one embodiment, if Figure 2 , Figure 3 As shown, the second heat exchange loop of the thermal management system also includes:

[0126] The seventh electronic expansion valve 307 is disposed at the second end of the drive motor controller heat exchanger 108, or the second end of the charging and distribution system heat exchanger 109, or the second end of the drive motor heat exchanger 110;

[0127] The eighth electronic expansion valve 308 is arranged at the second end of the drive motor controller heat exchanger 108 and the second end of the charging and distribution system heat exchanger 109, or the second end of the drive motor controller heat exchanger 108 and the second end of the drive motor heat exchanger 110, or the second end of the charging and distribution system heat exchanger 109 and the second end of the drive motor heat exchanger 110.

[0128] In one embodiment, if Figure 4 , Figure 5 , Figure 6 As shown, the second heat exchange loop of the thermal management system also includes:

[0129] The ninth electronic expansion valve 309 is disposed at the second end of the drive motor controller heat exchanger 108 , the second end of the charging and distribution system heat exchanger 109 , and the second end of the drive motor heat exchanger 110 .

[0130] In one embodiment, if Figure 1 As shown, the thermal management system also includes:

[0131] The sixth electronic expansion valve 306 is disposed at the inlet end of the evaporator 106 .

[0132] In one embodiment, if Figure 1 As shown, the condensation circuit of the thermal management system also includes:

[0133] One-way valve 401 is disposed at the outlet of the external condenser 104 to limit the flow direction of the refrigerant.

[0134] The thermal management system in this embodiment has the following working states:

[0135] Working state 1: Combination Figure 1As shown, the thermal management requirement is a first mode, which includes at least one of cooling of a power battery heat exchanger 107 , cooling of a drive motor controller heat exchanger 108 , cooling of a charging and distribution system heat exchanger 109 , cooling of a drive motor heat exchanger 110 , and air conditioning refrigeration.

[0136] The first solenoid valve 201 and the second solenoid valve 202 are controlled to be in an off state.

[0137] After being pressurized by the compressor 102, it is converted into a high-pressure gaseous refrigerant. The high-pressure gaseous refrigerant flows through the in-vehicle condenser 103 and the first electronic expansion valve 301 (no heat exchange and throttling are performed here) and then flows into the third solenoid valve 203 and the out-vehicle condenser 104. After heat transfer with the external environment, it is converted into a high-pressure liquid refrigerant. After the high-pressure liquid refrigerant flows through the one-way valve 401, it is converted into a high-pressure liquid refrigerant according to the power battery heat exchanger 107, the drive motor controller heat exchanger 108, the charging and distribution system heat exchanger 109, and the drive motor The cooling power requirements of the heat exchanger 110 and the evaporator 106 of the air conditioning refrigeration are efficiently and accurately controlled by the second electronic expansion valve 302, the third electronic expansion valve 303, the fourth electronic expansion valve 304, the fifth electronic expansion valve 305 and the sixth electronic expansion valve 306, respectively, to efficiently and accurately control the flow rate and flow rate of the refrigerant flowing to the power battery heat exchanger 107, the drive motor controller heat exchanger 108, the charging and distribution system heat exchanger 109, the drive motor heat exchanger 110 and the evaporator 106, so as to achieve the effect of accurately controlling the temperature.

[0138] After passing through the second electronic expansion valve 302, the high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant. The low-pressure liquid refrigerant flows into the power battery heat exchanger 107 and is converted into a low-pressure gaseous refrigerant. After passing through the fifth solenoid valve 205, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0139] The high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant after passing through the third electronic expansion valve 303, the fourth electronic expansion valve 304, and the fifth electronic expansion valve 305 respectively. The low-pressure liquid refrigerant flows into the drive motor controller heat exchanger 108, the charging and distribution system heat exchanger 109, and the drive motor heat exchanger 110 respectively, and is converted into a low-pressure gaseous refrigerant. After flowing through the fourth solenoid valve 204 respectively, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0140] After passing through the sixth electronic expansion valve 306, the high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant, and the low-pressure liquid refrigerant flows into the evaporator 106. The low-pressure liquid refrigerant is converted into a low-pressure gaseous refrigerant in the evaporator 106. After the low-pressure gaseous refrigerant flows into the gas-liquid separator 101, it flows back to the compressor 102.

[0141] Working state 2: Combination Figure 1As shown, the thermal management requirement is the second mode, which includes at least one of heating of the power battery heat exchanger 107, cooling of the drive motor controller heat exchanger 108, cooling of the charging and distribution system heat exchanger 109, cooling of the drive motor heat exchanger 110, and air conditioning heating.

[0142] The third solenoid valve 203, the fifth solenoid valve 205 and the sixth electronic expansion valve 306 are controlled to be in the disconnected state.

[0143] After being pressurized by the compressor 102, it is converted into a high-pressure gaseous refrigerant. The high-pressure gaseous refrigerant flows into the power battery heat exchanger 107 through the first solenoid valve 201, and is converted into a high-pressure liquid refrigerant after heat transfer. After the high-pressure liquid refrigerant flows through the second electronic expansion valve 302, according to the cooling power requirements of the drive motor controller heat exchanger 108, the charging and distribution system heat exchanger 109, and the drive motor heat exchanger 110, the third electronic expansion valve 303, the fourth electronic expansion valve 304, and the fifth electronic expansion valve 305 are used to efficiently and accurately control the flow rate and flow velocity of the refrigerant flowing to the drive motor controller heat exchanger 108, the charging and distribution system heat exchanger 109, and the drive motor heat exchanger 110, so as to achieve the effect of accurately controlling the temperature. The high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant through the third electronic expansion valve 303, the fourth electronic expansion valve 304 and the fifth electronic expansion valve 305 respectively, flows into the drive motor control heat exchanger 108, the charging and distribution system heat exchanger 109, and the drive motor heat exchanger 110, and is converted into a low-pressure gaseous refrigerant. After flowing through the fourth solenoid valve 204, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0144] After being pressurized by the compressor 102, it is converted into a high-pressure gaseous refrigerant. After the high-pressure gaseous refrigerant flows through the in-vehicle condenser 103 and the first electronic expansion valve 301, it transfers heat with the in-vehicle environment to complete air conditioning and heating; after the heat transfer, it is converted into a high-pressure liquid refrigerant. After the high-pressure liquid refrigerant flows through the second solenoid valve 202, according to the cooling power requirements of the drive motor controller heat exchanger 108, the charging and distribution system heat exchanger 109, and the drive motor heat exchanger 110, the third electronic expansion valve 303, the fourth electronic expansion valve 304, and the fifth electronic expansion valve 305 are respectively used to efficiently and accurately control the flow rate and flow velocity of the refrigerant flowing to the drive motor controller heat exchanger 108, the charging and distribution system heat exchanger 109, and the drive motor heat exchanger 110, so as to achieve the effect of accurately controlling the temperature. The high-pressure liquid refrigerant flows into the drive motor control heat exchanger 108, the charging and distribution system heat exchanger 109, and the drive motor heat exchanger 110 through the third electronic expansion valve 303, the fourth electronic expansion valve 304 and the fifth electronic expansion valve 305 respectively, and is converted into a low-pressure gaseous refrigerant. After flowing through the fourth solenoid valve 204, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0145] Working state three: combined Figure 1 As shown, the thermal management requirement is the third mode, and the third mode includes at least one of air conditioning heating and cooling of the power battery heat exchanger 107 , cooling of the drive motor controller heat exchanger 108 , cooling of the charging and distribution system heat exchanger 109 , and cooling of the drive motor heat exchanger 110 .

[0146] The first solenoid valve 201, the third solenoid valve 203 and the sixth electronic expansion valve 306 are controlled to be in the disconnected state.

[0147] After being pressurized by the compressor 102, it is converted into a high-pressure gaseous refrigerant. After the high-pressure gaseous refrigerant flows through the in-vehicle condenser 103 and the first electronic expansion valve 301, it transfers heat with the in-vehicle environment to complete air conditioning and heating; after the heat transfer, it is converted into a high-pressure liquid refrigerant. After the high-pressure liquid refrigerant flows through the second solenoid valve 202, according to the cooling power requirements of the power battery heat exchanger 107, the drive motor controller heat exchanger 108, the charging and distribution system heat exchanger 109, and the drive motor heat exchanger 110, the second electronic expansion valve 302, the third electronic expansion valve 303, the fourth electronic expansion valve 304, and the fifth electronic expansion valve 305 respectively efficiently and accurately control the flow rate and flow velocity of the refrigerant flowing to the power battery heat exchanger 107, the drive motor controller heat exchanger 108, the charging and distribution system heat exchanger 109, and the drive motor heat exchanger 110, so as to achieve the effect of accurately controlling the temperature.

[0148] The high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant after passing through the second electronic expansion valve 302 and flows into the power battery heat exchanger 107, and is converted into a low-pressure gaseous refrigerant. After passing through the fifth solenoid valve 205, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0149] The high-pressure liquid refrigerant flowing through the second solenoid valve 202 flows into the drive motor control heat exchanger 108, the charging and distribution system heat exchanger 109, and the drive motor heat exchanger 110 through the third electronic expansion valve 303, the fourth electronic expansion valve 304 and the fifth electronic expansion valve 305 respectively, and is converted into a low-pressure gaseous refrigerant. After flowing through the fourth solenoid valve 204, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0150] Working state 4: Combination Figure 1 As shown, the thermal management requirement is the fourth mode, and the fourth mode includes at least one of heating of the power battery heat exchanger 107, cooling of the drive motor controller heat exchanger 108, cooling of the charging and distribution system heat exchanger 109, cooling of the drive motor heat exchanger 110, and air conditioning refrigeration.

[0151] The second solenoid valve 202 and the fifth solenoid valve 205 are controlled to be in the disconnected state.

[0152] After being pressurized by the compressor 102, it is converted into a high-pressure gaseous refrigerant. The high-pressure gaseous refrigerant flows into the power battery heat exchanger 107 through the first solenoid valve 201, and is converted into a high-pressure liquid refrigerant after heat transfer. After the high-pressure liquid refrigerant flows through the second electronic expansion valve 302, according to the cooling power requirements of the drive motor controller heat exchanger 108, the charging and distribution system heat exchanger 109, the drive motor heat exchanger 110, and the evaporator 106 of the air conditioning and refrigeration, the third electronic expansion valve 303, the fourth electronic expansion valve 304, the fifth electronic expansion valve 305 and the sixth electronic expansion valve 306 respectively efficiently and accurately control the flow rate and flow velocity of the refrigerant flowing to the drive motor controller heat exchanger 108, the charging and distribution system heat exchanger 109, the drive motor heat exchanger 110 and the evaporator 106, so as to achieve the effect of accurately controlling the temperature. The refrigerant flows into the drive motor control heat exchanger 108, the charging and distribution system heat exchanger 109 and the drive motor heat exchanger 110 through the third electronic expansion valve 303, the fourth electronic expansion valve 304 and the fifth electronic expansion valve 305 respectively, and is converted into a low-pressure gaseous refrigerant. After flowing through the fourth solenoid valve 204, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102. After the high-pressure liquid refrigerant flows through the second electronic expansion valve 302, it can flow through the sixth electronic expansion valve 306 and flow into the evaporator 106. The low-pressure liquid refrigerant is converted into a low-pressure gaseous refrigerant in the evaporator 106. The low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0153] After being pressurized by the compressor 102, it is converted into a high-pressure gaseous refrigerant. The high-pressure gaseous refrigerant flows through the in-vehicle condenser 103 and the first electronic expansion valve 301 (no heat exchange and throttling are performed here) and then flows into the third solenoid valve 203 and the out-vehicle condenser 104. After heat transfer with the external environment, it is converted into a high-pressure liquid refrigerant. After the high-pressure liquid refrigerant flows through the one-way valve 401, according to the cooling power requirements of the drive motor controller heat exchanger 108, the charging and distribution system heat exchanger 109, the drive motor heat exchanger 110, and the evaporator 106 of the air conditioning and refrigeration, the second electronic expansion valve 302, the third electronic expansion valve 303, the fourth electronic expansion valve 304, the fifth electronic expansion valve 305 and the sixth electronic expansion valve 306 respectively efficiently and accurately control the flow rate and flow velocity of the refrigerant flowing to the drive motor controller heat exchanger 108, the charging and distribution system heat exchanger 109, the drive motor heat exchanger 110 and the evaporator 106, so as to achieve the effect of accurately controlling the temperature. The high-pressure liquid refrigerant flows into the drive motor control heat exchanger 108, the charging and distribution system heat exchanger 109 and the drive motor heat exchanger 110 through the third electronic expansion valve 303, the fourth electronic expansion valve 304 and the fifth electronic expansion valve 305 respectively, and is converted into a low-pressure gaseous refrigerant. After flowing through the fourth solenoid valve 204, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102. After the high-pressure liquid refrigerant flows through the one-way valve 401, it can flow through the sixth electronic expansion valve 306 and flow into the evaporator 106. The low-pressure liquid refrigerant is converted into a low-pressure gaseous refrigerant in the evaporator 106. The low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0154] Working state five: combination Figure 2 As shown, the thermal management requirement is a first mode, which includes at least one of cooling of a power battery heat exchanger 107 , cooling of a drive motor controller heat exchanger 108 , cooling of a charging and distribution system heat exchanger 109 , cooling of a drive motor heat exchanger 110 , and air conditioning refrigeration.

[0155] The first solenoid valve 201 and the second solenoid valve 202 are controlled to be in an off state.

[0156] After being pressurized by the compressor 102, it is converted into a high-pressure gaseous refrigerant. The high-pressure gaseous refrigerant flows through the in-vehicle condenser 103 and the first electronic expansion valve 301 (no heat exchange and throttling are performed here), and then flows into the third solenoid valve 203 and the out-vehicle condenser 104. After heat transfer with the external environment, it is converted into a high-pressure liquid refrigerant. After the high-pressure liquid refrigerant flows through the one-way valve 401, according to the cooling power requirements of the power battery heat exchanger 107, the charging and distribution system heat exchanger 109, the drive motor controller heat exchanger 108, the drive motor heat exchanger 110, and the evaporator 106 of the air conditioning refrigeration, the second electronic expansion valve 302, the seventh electronic expansion valve 307, the eighth electronic expansion valve 308, and the sixth electronic expansion valve 306 respectively efficiently and accurately control the flow rate and flow rate of the refrigerant flowing to the power battery heat exchanger 107, the charging and distribution system heat exchanger 109, the drive motor controller heat exchanger 108, the drive motor heat exchanger 110, and the evaporator 106, so as to achieve the effect of accurately controlling the temperature.

[0157] After passing through the second electronic expansion valve 302, the high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant. The low-pressure liquid refrigerant flows into the power battery heat exchanger 107 and is converted into a low-pressure gaseous refrigerant. After passing through the fifth solenoid valve 205, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0158] The high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant after passing through the seventh electronic expansion valve 307 and the eighth electronic expansion valve 308 respectively.

[0159] The low-pressure liquid refrigerant flowing out of the seventh electronic expansion valve 307 flows into the charging and distribution system heat exchanger 109, and is converted into a low-pressure gaseous refrigerant. After flowing through the fourth solenoid valve 204, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0160] The low-pressure liquid refrigerant flowing out of the eighth electronic expansion valve 308 flows into the drive motor controller heat exchanger 108 and the drive motor heat exchanger 110, and is converted into a low-pressure gaseous refrigerant. After converging, it flows through the fourth solenoid valve 204, and then the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and flows back to the compressor 102.

[0161] After passing through the sixth electronic expansion valve 306, the high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant, and the low-pressure liquid refrigerant flows into the evaporator 106. The low-pressure liquid refrigerant is converted into a low-pressure gaseous refrigerant in the evaporator 106. After the low-pressure gaseous refrigerant flows into the gas-liquid separator 101, it flows back to the compressor 102.

[0162] Working state six: combined Figure 2As shown, the thermal management requirement is the second mode, which includes at least one of heating of the power battery heat exchanger 107, cooling of the drive motor controller heat exchanger 108, cooling of the charging and distribution system heat exchanger 109, cooling of the drive motor heat exchanger 110, and air conditioning heating.

[0163] The third solenoid valve 203, the fifth solenoid valve 205 and the sixth electronic expansion valve 306 are controlled to be in the disconnected state.

[0164] After being pressurized by the compressor 102, it is converted into a high-pressure gaseous refrigerant. The high-pressure gaseous refrigerant flows into the power battery heat exchanger 107 through the first solenoid valve 201, and is converted into a high-pressure liquid refrigerant after heat transfer. After the high-pressure liquid refrigerant flows through the second electronic expansion valve 302, according to the cooling power requirements of the power distribution system heat exchanger 109, the drive motor controller heat exchanger 108, and the charging and driving motor heat exchanger 110, the seventh electronic expansion valve 307 and the eighth electronic expansion valve 308 are respectively used to efficiently and accurately control the flow and flow rate of the refrigerant flowing to the charging and distribution system heat exchanger 109, the drive motor controller heat exchanger 108, and the drive motor heat exchanger 110, so as to achieve the effect of accurately controlling the temperature. After passing through the seventh electronic expansion valve 307 and the eighth electronic expansion valve 308, the high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant.

[0165] The low-pressure liquid refrigerant flowing out of the seventh electronic expansion valve 307 flows into the charging and distribution system heat exchanger 109, and is converted into a low-pressure gaseous refrigerant. After flowing through the fourth solenoid valve 204, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0166] The low-pressure liquid refrigerant flowing out of the eighth electronic expansion valve 308 flows into the drive motor controller heat exchanger 108 and the drive motor heat exchanger 110 respectively, and is converted into a low-pressure gaseous refrigerant. After converging, it flows through the fourth solenoid valve 204. After that, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0167] After being pressurized by the compressor 102, it is converted into a high-pressure gaseous refrigerant. After the high-pressure gaseous refrigerant flows through the in-vehicle condenser 103 and the first electronic expansion valve 301, it transfers heat with the in-vehicle environment to complete air conditioning and heating. After the heat transfer, it is converted into a high-pressure liquid refrigerant. After the high-pressure liquid refrigerant flows through the second solenoid valve 202, according to the cooling power requirements of the charging and distribution system heat exchanger 109, the drive motor controller heat exchanger 108, and the drive motor heat exchanger 110, the seventh electronic expansion valve 307 and the eighth electronic expansion valve 308 are respectively used to efficiently and accurately control the flow rate and flow rate of the refrigerant flowing to the charging and distribution system heat exchanger 109, the drive motor controller heat exchanger 108, and the drive motor heat exchanger 110, so as to achieve the effect of accurately controlling the temperature. The high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant through the seventh electronic expansion valve 307 and the eighth electronic expansion valve 308 respectively.

[0168] The low-pressure liquid refrigerant flowing out of the seventh electronic expansion valve 307 flows into the charging and distribution system heat exchanger 109, and is converted into a low-pressure gaseous refrigerant. After flowing through the fourth solenoid valve 204, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0169] The low-pressure liquid refrigerant flowing out of the eighth electronic expansion valve 308 flows into the drive motor controller heat exchanger 108 and the drive motor heat exchanger 110 respectively, and is converted into a low-pressure gaseous refrigerant. After converging, it flows through the fourth solenoid valve 204. After that, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0170] Working state seven: combined Figure 2 As shown, the thermal management requirement is the third mode, and the third mode includes at least one of air conditioning heating and cooling of the power battery heat exchanger 107 , cooling of the drive motor controller heat exchanger 108 , cooling of the charging and distribution system heat exchanger 109 , and cooling of the drive motor heat exchanger 110 .

[0171] The first solenoid valve 201, the third solenoid valve 203 and the sixth electronic expansion valve 306 are controlled to be in the disconnected state.

[0172] After being pressurized by the compressor 102, it is converted into a high-pressure gaseous refrigerant. After the high-pressure gaseous refrigerant flows through the in-vehicle condenser 103 and the first electronic expansion valve 301, it transfers heat with the in-vehicle environment to complete air conditioning and heating; after the heat transfer, it is converted into a high-pressure liquid refrigerant. After the high-pressure liquid refrigerant flows through the second solenoid valve 202, according to the cooling power requirements of the power battery heat exchanger 107, the charging and distribution system heat exchanger 109, the drive motor controller heat exchanger 108, and the drive motor heat exchanger 110, the second electronic expansion valve 302, the seventh electronic expansion valve 307, and the eighth electronic expansion valve 308 respectively efficiently and accurately control the flow rate and flow velocity of the refrigerant flowing to the power battery heat exchanger 107, the charging and distribution system heat exchanger 109, the drive motor controller heat exchanger 108, and the drive motor heat exchanger 110, so as to achieve the effect of accurately controlling the temperature.

[0173] The high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant after passing through the second electronic expansion valve 302 and flows into the power battery heat exchanger 107, and is converted into a low-pressure gaseous refrigerant. After passing through the fifth solenoid valve 205, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0174] The high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant through the seventh electronic expansion valve 307 and the eighth electronic expansion valve 308 respectively.

[0175] The low-pressure liquid refrigerant flowing out of the seventh electronic expansion valve 307 flows into the charging and distribution system heat exchanger 109, and is converted into a low-pressure gaseous refrigerant. After flowing through the fourth solenoid valve 204, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0176] The low-pressure liquid refrigerant flowing out of the eighth electronic expansion valve 308 flows into the drive motor controller heat exchanger 108 and the drive motor heat exchanger 110 respectively, and is converted into a low-pressure gaseous refrigerant. After converging, it flows through the fourth solenoid valve 204. After that, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0177] Working state eight: combination Figure 2 As shown, the thermal management requirement is the fourth mode, and the fourth mode includes at least one of heating of the power battery heat exchanger 107, cooling of the drive motor controller heat exchanger 108, cooling of the charging and distribution system heat exchanger 109, cooling of the drive motor heat exchanger 110, and air conditioning refrigeration.

[0178] The second solenoid valve 202 and the fifth solenoid valve 205 are controlled to be in the disconnected state.

[0179] After being pressurized by the compressor 102, it is converted into a high-pressure gaseous refrigerant. The high-pressure gaseous refrigerant flows into the power battery heat exchanger 107 through the first solenoid valve 201, and is converted into a high-pressure liquid refrigerant after heat transfer. After the high-pressure liquid refrigerant flows through the second electronic expansion valve 302, according to the cooling power requirements of the charging and distribution system heat exchanger 109, the drive motor controller heat exchanger 108, the drive motor heat exchanger 110, and the evaporator 106 of the air conditioning and refrigeration, the seventh electronic expansion valve 307, the eighth electronic expansion valve 308 and the sixth electronic expansion valve 306 respectively efficiently and accurately control the flow rate and flow rate of the refrigerant flowing to the charging and distribution system heat exchanger 109, the drive motor controller heat exchanger 108, the drive motor heat exchanger 110 and the evaporator 106, so as to achieve the effect of accurately controlling the temperature.

[0180] The high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant through the seventh electronic expansion valve 307 and the eighth electronic expansion valve 308 respectively.

[0181] The low-pressure liquid refrigerant flowing out of the seventh electronic expansion valve 307 flows into the charging and distribution system heat exchanger 109, and is converted into a low-pressure gaseous refrigerant. After flowing through the fourth solenoid valve 204, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0182] The low-pressure liquid refrigerant flowing out of the eighth electronic expansion valve 308 flows into the drive motor controller heat exchanger 108 and the drive motor heat exchanger 110 respectively, and is converted into a low-pressure gaseous refrigerant. After converging, it flows through the fourth solenoid valve 204. After that, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0183] After the high-pressure liquid refrigerant flows through the second electronic expansion valve 302, it can flow through the sixth electronic expansion valve 306 and flow into the evaporator 106. The low-pressure liquid refrigerant is converted into a low-pressure gaseous refrigerant in the evaporator 106. After the low-pressure gaseous refrigerant flows into the gas-liquid separator 101, it flows back to the compressor 102.

[0184] After being pressurized by the compressor 102, it is converted into a high-pressure gaseous refrigerant. The high-pressure gaseous refrigerant flows through the in-vehicle condenser 103 and the first electronic expansion valve 301 (no heat exchange and throttling are performed here) and then flows into the third solenoid valve 203 and the out-vehicle condenser 104. After heat transfer with the external environment, it is converted into a high-pressure liquid refrigerant. After the high-pressure liquid refrigerant flows through the one-way valve 401, according to the cooling power requirements of the charging and distribution system heat exchanger 109, the drive motor controller heat exchanger 108, the drive motor heat exchanger 110, and the evaporator 106 of the air conditioning refrigeration, the seventh electronic expansion valve 307, the eighth electronic expansion valve 308 and the sixth electronic expansion valve 306 respectively efficiently and accurately control the flow rate and flow velocity of the refrigerant flowing to the charging and distribution system heat exchanger 109, the drive motor controller heat exchanger 108, the drive motor heat exchanger 110 and the evaporator 106, so as to achieve the effect of accurately controlling the temperature.

[0185] The high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant through the seventh electronic expansion valve 307 and the eighth electronic expansion valve 308 respectively.

[0186] The low-pressure liquid refrigerant flowing out of the seventh electronic expansion valve 307 flows into the charging and distribution system heat exchanger 109, and is converted into a low-pressure gaseous refrigerant. After flowing through the fourth solenoid valve 204, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0187] The low-pressure liquid refrigerant flowing out of the eighth electronic expansion valve 308 flows into the drive motor controller heat exchanger 108 and the drive motor heat exchanger 110 respectively, and is converted into a low-pressure gaseous refrigerant. After converging, it flows through the fourth solenoid valve 204. After that, the low-pressure gaseous refrigerant flows into the gas-liquid separator 101 and then flows back to the compressor 102.

[0188] After the high-pressure liquid refrigerant flows through the second electronic expansion valve 302, it can flow through the sixth electronic expansion valve 306 and flow into the evaporator 106. The low-pressure liquid refrigerant is converted into a low-pressure gaseous refrigerant in the evaporator 106. After the low-pressure gaseous refrigerant flows into the gas-liquid separator 101, it flows back to the compressor 102.

[0189] An embodiment of the present utility model further provides a vehicle, comprising a thermal management system according to any one of the above embodiments.

[0190] like Figure 7 As shown, an embodiment of the utility model further provides a management method of a thermal management system, which is applied to the above-mentioned thermal management system, and the method includes:

[0191] S1001: Obtain the start instruction of the vehicle air conditioning thermal management system; obtain the start instruction of the vehicle power battery thermal management system; obtain the start instruction of the vehicle charging and distribution thermal management system. Obtain the start instruction of the vehicle drive motor controller thermal management system; obtain the start instruction of the vehicle drive motor thermal management system.

[0192] S1002: Perform thermal management cooling / heating mode judgment on the start-up instruction of the air conditioning thermal management system; perform thermal management cooling / heating mode judgment on the start-up instruction of the power battery thermal management system; perform thermal management cooling mode judgment on the start-up instruction of the charging and distribution, drive motor controller, and drive motor thermal management system.

[0193] S1003: Calculate the required cooling power of the air conditioning system, the power battery system, the charging and distribution system, the drive motor controller, and the drive motor.

[0194] S1004: Based on the cooling power calculation results of S1003, the flow and velocity of the refrigerant in the air-conditioning system, power battery system, charging and distribution system, drive motor controller, and drive motor corresponding electronic expansion valve are precisely controlled to accurately and quickly meet the thermal management requirements of each component.

[0195] S1005: Comprehensively judge the thermal management mode of the whole vehicle by combining the thermal management mode of the air conditioning system, the thermal management mode of the power battery system, the thermal management mode of the charging and distribution system, the thermal management mode of the drive motor controller and the thermal management mode of the drive motor, wherein the thermal management mode of the whole vehicle includes: at least one of power battery cooling, air conditioning refrigeration, drive motor controller cooling, charging and distribution system cooling, and drive motor cooling; at least one of power battery heating, air conditioning heating, drive motor controller cooling, charging and distribution system cooling, and drive motor cooling; at least one of air conditioning heating and power battery cooling, drive motor controller cooling, charging and distribution system cooling, and drive motor cooling, including at least one of power battery heating, air conditioning refrigeration, drive motor controller cooling, charging and distribution system cooling, and drive motor cooling. According to the judgment result of the thermal management system mode of the whole vehicle, adopt the corresponding strategy of the thermal management mode of the whole vehicle to perform thermal management control.

[0196] S1006: The thermal management mode ends.

[0197] The thermal management system of the utility model adopts the method of integrating the power battery with the charging and distribution system, the drive motor controller, and the drive motor to improve the integration of the thermal management system, the working capacity of each component, and the low-temperature heat are fully utilized, reducing the structural complexity of the thermal management system and the control efficiency and accuracy. Each component has an independent refrigerant circuit without affecting each other. The cooling pipeline of the component can be flexibly modified or the cooling method can be changed. The flow rate and flow direction of the refrigerant can also be flexibly allocated according to the thermal management power requirements of each component. Thereby improving the thermal management efficiency of the whole vehicle, reducing energy consumption, and reducing costs.

[0198] A thermal management system and a vehicle according to the utility model have the following innovative features:

[0199] (1) The thermal management solution is highly integrated, integrating the air conditioning system, power battery system, charging and distribution system, drive motor and drive motor controller into an integrated system that uses refrigerant for thermal management. There is no need to add other air-cooled, water-cooled or oil-cooled thermal management systems. The integrated thermal management system has a simple structure, saves costs, improves cooling efficiency, greatly improves the working capacity of the charging and distribution system, drive motor and drive motor controller, and improves the utilization efficiency of low-temperature heat.

[0200] (2) The air conditioning system, power battery system, charging and distribution system, drive motor and drive motor controller are arranged in parallel. The thermal management system has a simple and clear structure, which can reduce the installation and layout costs and material costs. The components are connected in parallel, which can quickly and accurately distribute the refrigerant flow and flow direction according to the thermal management requirements of each component, thereby improving the thermal management efficiency.

[0201] (3) The air conditioning system, power battery system, charging and distribution system, drive motor and drive motor controller are arranged in parallel, which has the advantages of flexibility and variability. Each component has an independent refrigerant circuit and has no influence on each other. The cooling pipeline of the component can be flexibly modified or the cooling method can be changed according to the actual application without affecting other components.

[0202] (4) By switching on and off the solenoid valve and electronic expansion valve, the direction of the power battery refrigerant circuit is changed. Therefore, the refrigerant heated by the power battery can be used for charging and distributing power, driving the motor controller, and cooling the drive motor, which can improve the utilization rate of the refrigerant and reduce power consumption.

[0203] (5) An energy storage device is integrated into the charging and distribution / drive motor controller / drive motor thermal management system to solve the problem of insufficient cooling power under high-power conditions; and when the demand for the vehicle thermal management system is low, the energy storage device is used to provide cooling power for the charging and distribution / drive motor controller / drive motor, thereby improving the vehicle's endurance and reducing the long-term low-power working time of the compressor, thereby extending the life of the compressor.

[0204] The processes and steps described in all the above preferred embodiments are only examples. Unless adverse effects occur, various processing operations can be performed in a sequence different from the sequence of the above processes. The sequence of steps in the above processes can also be increased, merged or deleted according to actual needs.

[0205] In understanding the scope of the present invention, the term "comprising" and its derivatives as used herein are intended to be open terms, which specify the existence of the recorded features, elements, components, groups, wholes and / or steps, but do not exclude the existence of other unrecorded features, elements, components, groups, wholes and / or steps. This concept also applies to words with similar meanings, such as the terms "including", "having" and their derivatives.

[0206] The terms "attached" or "attached" as used herein include: a configuration where an element is directly secured to another element by directly securing the element to the other element; a configuration where an element is indirectly secured to another element by securing the element to an intermediate member which in turn is secured to the other element; and a configuration where one element is integral with the other element, i.e., one element is substantially a part of the other element. This definition also applies to words with similar meanings such as "connect," "connect," "couple," "mount," "bond," "fix," and their derivatives. Finally, terms of degree such as "substantially," "approximately," and "approximately" as used herein represent the amount of deviation that modifies the term such that the end result will not be significantly changed.

[0207] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as those generally understood by those skilled in the art of the present invention. The terms used herein are only for describing specific implementation purposes and are not intended to limit the present invention. The features described herein in one embodiment may be applied to another embodiment alone or in combination with other features, unless the feature is not applicable or otherwise specified in the other embodiment.

[0208] The utility model has been described through the above-mentioned embodiments, but it should be understood that the above-mentioned embodiments are only for the purpose of example and description, and are not intended to limit the utility model to the scope of the described embodiments. In addition, it can be understood by those skilled in the art that the utility model is not limited to the above-mentioned embodiments, and more variations and modifications can be made according to the teachings of the utility model, and these variations and modifications all fall within the scope of protection claimed by the utility model.

Claims

1. A thermal management system, characterized in that: The thermal management system comprises a compressor (102), a first heat exchange circuit, a second heat exchange circuit and a condensation circuit, the compressor (102) being used to compress a refrigerant, the first heat exchange circuit being used to exchange heat with a first vehicle subsystem, and the second heat exchange circuit being used to exchange heat with a second vehicle subsystem; wherein: When the thermal management system is in the first heat exchange mode, the refrigerant compressed by the compressor (102) is output from the outlet of the compressor (102), flows through the first heat exchange loop and the second heat exchange loop in sequence, and finally flows back to the inlet of the compressor (102), so as to heat the first vehicle subsystem and cool the second vehicle subsystem; and / or, When the thermal management system is in the second heat exchange mode, the refrigerant compressed by the compressor (102) is output from the outlet of the compressor (102), flows through the condensing circuit, then flows through the first heat exchange circuit and / or the second heat exchange circuit, and finally flows back to the inlet of the compressor (102) to cool the first vehicle subsystem and / or the second vehicle subsystem.

2. The thermal management system according to claim 1, characterized in that: The first vehicle subsystem comprises: A power battery heat exchanger (107), wherein a first end of the power battery heat exchanger (107) is respectively connected to the outlet end and the inlet end of the compressor (102).

3. The thermal management system according to claim 2, characterized in that: The second vehicle subsystem includes at least one of the following devices: A drive motor controller heat exchanger (108), wherein the drive motor controller heat exchanger (108) is connected in parallel or in series with the power battery heat exchanger (107); A charging and distribution system heat exchanger (109), wherein the charging and distribution system heat exchanger (109) is connected in parallel or in series with the power battery heat exchanger (107); A drive motor heat exchanger (110), wherein the drive motor heat exchanger (110) and the power battery heat exchanger (107) are connected in parallel or in series.

4. The thermal management system according to claim 2, characterized in that: The second vehicle subsystem comprises: A drive motor controller heat exchanger (108), a charging and distribution system heat exchanger (109) and a drive motor heat exchanger (110); Any three or any two of the drive motor controller heat exchanger (108), the charging and distribution system heat exchanger (109), and the drive motor heat exchanger (110) are connected in parallel or in series, and are also connected in parallel or in series with the power battery heat exchanger (107).

5. The thermal management system according to claim 3 or 4, characterized in that: The condensation circuit comprises: An in-vehicle condenser (103), wherein the inlet end of the in-vehicle condenser (103) is connected to the outlet end of the compressor (102), and the outlet end of the in-vehicle condenser (103) is respectively connected to the second end of the power battery heat exchanger (107), and / or the second end of the drive motor controller heat exchanger (108), and / or the second end of the charging and distribution system heat exchanger (109), and / or the second end of the drive motor heat exchanger (110).

6. The thermal management system according to claim 5, characterized in that: The condensation circuit also includes: An off-vehicle condenser (104), wherein the inlet end of the off-vehicle condenser (104) is connected to the outlet end of the on-vehicle condenser (103), and the outlet end of the off-vehicle condenser (104) is respectively connected to the second end of the power battery heat exchanger (107), and / or the second end of the drive motor controller heat exchanger (108), and / or the second end of the charging and distribution system heat exchanger (109), and / or the second end of the drive motor heat exchanger (110).

7. The thermal management system according to claim 6, characterized in that: Also includes: An evaporator (106), wherein the inlet end of the evaporator (106) is respectively connected to the outlet end of the in-vehicle condenser (103), and / or the outlet end of the out-vehicle condenser (104), and / or the second end of the power battery heat exchanger (107), and the outlet end of the evaporator (106) is connected to the inlet end of the compressor (102).

8. The thermal management system according to claim 7, characterized in that: Also includes: A gas-liquid separator (101), wherein an inlet end of the gas-liquid separator (101) is respectively connected to a first end of the power battery heat exchanger (107), and / or a first end of the drive motor controller heat exchanger (108), and / or a first end of the charging and distribution system heat exchanger (109), and / or a first end of the drive motor heat exchanger (110), and / or an outlet end of the evaporator (106), and an outlet end of the gas-liquid separator (101) is connected to an inlet end of the compressor (102).

9. The thermal management system according to claim 2, characterized in that: The first heat exchange circuit comprises: A first solenoid valve (201), the first solenoid valve (201) being arranged on a pipeline connecting the power battery heat exchanger (107) and the outlet end of the compressor (102), and being used to control the on-off of the pipeline; A fifth solenoid valve (205), the fifth solenoid valve (205) is arranged on a pipeline connecting the power battery heat exchanger (107) and the inlet end of the compressor (102), and is used to control the on-off of the pipeline.

10. The thermal management system according to claim 7, characterized in that: The condensation circuit also includes: A second solenoid valve (202), the second solenoid valve (202) is arranged on a pipeline connecting the outlet end of the in-vehicle condenser (103) and the second end of the power battery heat exchanger (107), and / or the second end of the drive motor controller heat exchanger (108), and / or the second end of the charging and distribution system heat exchanger (109), and / or the second end of the drive motor heat exchanger (110), and / or the evaporator (106), and is used to control the on-off of the pipeline.

11. The thermal management system according to claim 6, characterized in that: The condensation circuit also includes: A third solenoid valve (203) is provided on a pipeline connecting the outlet end of the in-vehicle condenser (103) and the inlet end of the out-vehicle condenser (104), and is used to control the on-off of the pipeline.

12. The thermal management system according to claim 8, characterized in that: The second heat exchange circuit comprises: A fourth solenoid valve (204), the fourth solenoid valve (204) is arranged on a pipeline connecting the first end of the drive motor controller heat exchanger (108), and / or the first end of the charging and distribution system heat exchanger (109), and / or the first end of the drive motor heat exchanger (110) and the inlet end of the gas-liquid separator (101), and is used to control the on-off of the pipeline.

13. The thermal management system according to claim 5, characterized in that: The condensation circuit also includes: A first electronic expansion valve (301), wherein the first electronic expansion valve (301) is arranged at the outlet end of the in-vehicle condenser (103).

14. The thermal management system according to claim 2, characterized in that: The first heat exchange circuit comprises: A second electronic expansion valve (302), wherein the second electronic expansion valve (302) is arranged at a second end of the power battery heat exchanger (107).

15. The thermal management system according to claim 5, characterized in that: The second heat exchange circuit comprises: a third electronic expansion valve (303), the third electronic expansion valve (303) being arranged at the second end of the drive motor controller heat exchanger (108); a fourth electronic expansion valve (304), the fourth electronic expansion valve (304) being arranged at a second end of the charging and distribution system heat exchanger (109); A fifth electronic expansion valve (305), the fifth electronic expansion valve (305) is arranged at the second end of the drive motor heat exchanger (110).

16. The thermal management system according to claim 5, characterized in that: The second heat exchange circuit comprises: a seventh electronic expansion valve (307), the seventh electronic expansion valve (307) being arranged at a second end of the drive motor controller heat exchanger (108), or a second end of the charging and distribution system heat exchanger (109), or a second end of the drive motor heat exchanger (110); An eighth electronic expansion valve (308), the eighth electronic expansion valve (308) being arranged at the second end of the drive motor controller heat exchanger (108) and the second end of the charging and distribution system heat exchanger (109), or the second end of the drive motor controller heat exchanger (108) and the second end of the drive motor heat exchanger (110), or the second end of the charging and distribution system heat exchanger (109) and the second end of the drive motor heat exchanger (110).

17. The thermal management system according to claim 5, characterized in that: The second heat exchange circuit comprises: A ninth electronic expansion valve (309), the ninth electronic expansion valve (309) being arranged at a second end of the drive motor controller heat exchanger (108), a second end of the charging and distribution system heat exchanger (109), and a second end of the drive motor heat exchanger (110).

18. The thermal management system according to claim 7, characterized in that: Also includes: A sixth electronic expansion valve (306), wherein the sixth electronic expansion valve (306) is arranged at the inlet end of the evaporator (106).

19. The thermal management system according to claim 6, characterized in that: The condensation circuit also includes: A one-way valve (401), wherein the one-way valve (401) is arranged at the outlet end of the off-vehicle condenser (104) and is used to limit the flow direction of the refrigerant.

20. A vehicle, characterized in that: Comprising a thermal management system according to any one of claims 1-19.

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