Whole vehicle thermal management system and vehicle

Abstract

The utility model discloses a whole vehicle heat management system and a vehicle. The whole vehicle heat management system comprises a motor heat exchange loop, a battery heat exchange loop, a heat exchange loop, an air conditioning system, a heating system and a low-temperature heat dissipation loop. The motor heat exchange loop is connected with the heat exchange loop, the low-temperature heat dissipation loop or the battery heat exchange loop through a first control valve; the battery heat exchange loop is connected with the heat exchange loop or the motor heat exchange loop through a second control valve. The air conditioning system is connected with the first heat exchange module, a second heat exchange module is arranged on the air conditioning system, the heating system is connected with the second heat exchange module, and the motor heat exchange loop, the battery heat exchange loop and the air conditioning system heat the passenger compartment through the heating system; the battery heat exchange loop is connected with the heating system in parallel through a third control valve. By means of heat generation of the air conditioning system, heat generation of the motor module and heat generation of the battery module, PTC is omitted, cost is reduced, and control over two different targets of one compressor is achieved by operating a double-control mode.

Description

Technical Field

[0001] The utility model relates to the technical field of thermal management, in particular to a whole vehicle thermal management system and a vehicle. Background Art

[0002] In order to adapt to the increasingly severe energy crisis, the current automotive industry is committed to the research of reducing vehicle energy. Among them, new energy vehicles have received more and more attention.

[0003] At present, in the new energy vehicle technology, the range reduction of pure electric vehicles in winter has always been a problem that troubles the OEMs, and the range is mainly limited by the battery power. However, in new energy vehicles, the energy required for battery heating and passenger compartment heating comes from the battery, which makes the limited energy storage even more stretched.

[0004] In addition, in the related art, the heating of the passenger compartment is usually achieved by PTC heating, but the use of PTC will further reduce the battery power. Utility Model Content

[0005] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model proposes a vehicle thermal management system, which generates heat through the air conditioning system, the motor module and the battery module, cancels the PTC, reduces costs, uses indirect heating for the air conditioner, is more platform-oriented, and realizes the control of two different targets of one compressor by running the dual control mode.

[0006] The utility model also provides a vehicle.

[0007] According to the first aspect of the present invention, the vehicle thermal management system includes: a motor heat exchange circuit, a battery heat exchange circuit, a heat exchange circuit, an air-conditioning system, a heating system, and a low-temperature heat dissipation circuit; the motor heat exchange circuit is connected to the heat exchange circuit, the low-temperature heat dissipation circuit or the battery heat exchange circuit through a first control valve; the battery heat exchange circuit is respectively connected to the heat exchange circuit or the motor heat exchange circuit through a second control valve; a first heat exchange module is connected in series to the heat exchange circuit, the air-conditioning system is connected to the first heat exchange module and a second heat exchange module is provided on the air-conditioning system, the heating system is connected to the second heat exchange module, the motor heat exchange circuit, the battery heat exchange circuit and the air-conditioning system heat the passenger compartment through the heating system; and the battery heat exchange circuit is arranged in parallel with the heating system through a third control valve.

[0008] According to the vehicle thermal management system of the embodiment of the utility model, heat is created by the air-conditioning system, the motor module and the battery module, and PTC is eliminated to reduce costs. The air-conditioning adopts indirect heating, which is better platform-based, and the control of two different targets of one compressor is achieved by running in dual control mode.

[0009] According to some embodiments of the utility model, the heating system includes a heater core and an overflow kettle, and the heater core, the overflow kettle and the second heat exchange module are arranged in series with each other; the first end of the third control valve is connected to one end of the battery heat exchange circuit, the second end of the third control valve is connected to the second control valve, and the third end of the third control valve is connected between the heater core and the overflow kettle.

[0010] According to some embodiments of the utility model, the vehicle thermal management system also includes: a fourth control valve, a first end of the fourth control valve is connected between the heater core and the second heat exchange module, a second end of the fourth control valve is connected to the second control valve, and a third end of the fourth control valve is connected to the second end of the third control valve.

[0011] According to some embodiments of the utility model, the air-conditioning system includes: a compressor, an indoor heat exchanger, and an outdoor heat exchanger; one end of the compressor is respectively connected to the inlet end of the first heat exchange module and one end of the second heat exchange module; the second heat exchange module is connected to one end of the outdoor heat exchanger, and the other end of the outdoor heat exchanger is respectively connected to the other end of the compressor, the indoor heat exchanger and the first heat exchange module.

[0012] According to some embodiments of the present invention, the air-conditioning system also includes: a first heat exchange branch, one end of the first heat exchange branch is connected to the other end of the second heat exchange module, and the other end of the first heat exchange branch is connected to the inlet end of the first heat exchange module; and the air-conditioning system also includes: a second heat exchange branch, one end of the second heat exchange branch is connected to the compressor and the other end is connected to the other end of the second heat exchange module.

[0013] According to some embodiments of the utility model, the vehicle thermal management system also includes: a first solenoid valve and a second solenoid valve, the first solenoid valve is arranged on the first heat exchange branch, and the second solenoid valve is arranged on the second heat exchange branch; and a first stop valve is arranged on the first heat exchange branch.

[0014] According to some embodiments of the present utility model, the other end of the outdoor heat exchanger is connected to a third heat exchange branch and a fourth heat exchange branch, the third heat exchange branch is connected to the other end of the compressor, the third heat exchange branch is provided with a first one-way valve and a second stop valve connected in series, the fourth heat exchange branch is respectively connected to the inlet end of the first heat exchange module and the indoor heat exchanger, and the fourth heat exchange branch is provided with a second one-way valve.

[0015] According to some embodiments of the present utility model, the motor heat exchange circuit includes a motor module, and the low-temperature heat dissipation circuit includes a low-temperature radiator; one end of the motor module is connected to the first end of the first control valve, the second end of the first control valve is connected to the second end of the second control valve or to the heat exchange circuit, and the third end of the first control valve is connected to the low-temperature heat exchanger.

[0016] According to some embodiments of the present utility model, the battery heat exchange circuit includes a battery module; one end of the battery heat exchange circuit is connected to the first end of the second control valve, the second end of the second control valve is connected to the heat exchange circuit or the low-temperature radiator, and the third end of the second control valve is connected to the fourth control valve.

[0017] The vehicle according to the embodiment of the second aspect of the utility model includes the whole vehicle thermal management system.

[0018] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0020] Figure 1 It is a simplified structural diagram of the vehicle thermal management system according to an embodiment of the utility model;

[0021] Figure 2 This is the first mode of the vehicle thermal management system according to the embodiment of the utility model;

[0022] Figure 3 This is the second mode of the vehicle thermal management system according to the embodiment of the utility model;

[0023] Figure 4 This is the third mode of the vehicle thermal management system according to the embodiment of the utility model;

[0024] Figure 5 This is mode 4 of the vehicle thermal management system according to an embodiment of the utility model;

[0025] Figure 6 This is mode 5 of the vehicle thermal management system according to an embodiment of the utility model;

[0026] Figure 7 This is mode 6 of the vehicle thermal management system according to an embodiment of the utility model;

[0027] Figure 8 This is mode seven of the vehicle thermal management system according to an embodiment of the utility model;

[0028] Fig. 9 This is mode eight of the vehicle thermal management system according to an embodiment of the utility model;

[0029] Fig.10 This is mode nine of the vehicle thermal management system according to the embodiment of the utility model.

[0030] Reference numerals:

[0031] 100. Vehicle thermal management system;

[0032] 10. Air conditioning system; 11. Second heat exchange module; 12. Compressor; 13. Indoor heat exchanger; 14. Outdoor heat exchanger; 15. First heat exchange branch; 151. First solenoid valve; 152. First stop valve; 16. Second heat exchange branch; 161. Second solenoid valve; 17. Third heat exchange branch; 171. First check valve; 172. Second stop valve; 18. Fourth heat exchange branch; 181. Second check valve; 182. Third solenoid valve; 19. Fourth solenoid valve;

[0033] 20. Motor heat exchange circuit; 21. Motor module; 22. First water pump;

[0034] 30. Battery heat exchange circuit; 31. Battery module; 32. Second water pump;

[0035] 40. heat exchange circuit; 41. first heat exchange module;

[0036] 50. Heating system; 52. Warm air core; 53. Overflow kettle;

[0037] 60. Low-temperature heat dissipation circuit; 61. Low-temperature radiator;

[0038] 71. First control valve; 72. Fourth control valve; 73. Third control valve; 74. Second control valve. DETAILED DESCRIPTION

[0039] The embodiments of the present utility model are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present utility model are described in detail below.

[0040] Reference below Figure 1-Figure 10A vehicle thermal management system 100 according to an embodiment of the present invention is described. The present invention also provides a vehicle.

[0041] The vehicle thermal management system 100 includes: a motor heat exchange circuit 20, a battery heat exchange circuit 30, a heat exchange circuit 40, an air-conditioning system 10, a heating system 50, and a low-temperature heat dissipation circuit 60; wherein the motor heat exchange circuit 20 is connected to the heat exchange circuit 40, the low-temperature heat dissipation circuit 60 or the battery heat exchange circuit 30 through a first control valve 71; the battery heat exchange circuit 30 is connected to the heat exchange circuit 40 or the motor heat exchange circuit 20 through a second control valve 72; a first heat exchange module 41 is connected in series to the heat exchange circuit 40, the air-conditioning system 10 is connected to the first heat exchange module 41, and a second heat exchange module 11 is provided on the air-conditioning system 10.

[0042] That is to say, the motor heat exchange circuit 20 described in this embodiment is a circuit formed by connecting the motor module 21 and the first control valve 71; the low-temperature heat dissipation circuit 60 is a circuit formed by the low-temperature radiator 61; the battery heat exchange circuit 30 is a circuit formed by connecting the battery module 31 and the second control valve 74 and the third control valve 73; the heat exchange circuit 40 is a circuit formed by the first heat exchange module 41; the air-conditioning system 10 is a circuit formed by connecting the compressor 12, the indoor heat exchanger 13, the outdoor heat exchanger 14, and the second heat exchange module 11.

[0043] The heating system 50 is connected to the second heat exchange module 11, and the motor heat exchange loop 20, the battery heat exchange loop 30 and the air conditioning system 10 heat the passenger compartment through the heating system 50. In addition, the battery heat exchange loop 30 is connected in parallel with the heating system 50 through the third control valve 73.

[0044] Therefore, by creating heat through the air-conditioning system 10, the motor module 21 and the battery module 31, PTC is eliminated to achieve cost reduction. The air conditioner adopts indirect heating, which is better platformized, and controls two different targets of a compressor 12 by running a dual control mode.

[0045] The heating system 50 includes a warm air core 52 and an overflow pot 53 , and the warm air core 52 , the overflow pot 53 and the second heat exchange module 11 are arranged in series.

[0046] The heating system 50 also includes: a third control valve 73, a first end of the third control valve 73 is connected to one end of the battery heat exchange circuit 30, a second end of the third control valve 73 is connected to the second control valve 74, and a third end of the third control valve 73 is connected between the heater core 52 and the overflow pot 53.

[0047] The vehicle thermal management system also includes: a fourth control valve 72, a first end of the fourth control valve 72 is connected between the heater core 52 and the second heat exchange module 11, a second end of the fourth control valve 72 is connected to the second control valve 74, and a third end of the fourth control valve 72 is connected to the second end of the third control valve 73.

[0048] The air-conditioning system 10 includes: a compressor 12, an indoor heat exchanger 13, and an outdoor heat exchanger 14; one end of the compressor 12 is respectively connected to the inlet end of the first heat exchange module 41 and one end of the second heat exchange module 11; the second heat exchange module 11 is connected to one end of the outdoor heat exchanger 14, and the other end of the outdoor heat exchanger 14 is respectively connected to the other end of the compressor 12, the indoor heat exchanger 13 and the first heat exchange module 41.

[0049] The air-conditioning system 10 also includes: a first heat exchange branch 15, one end of the first heat exchange branch 15 is connected to the other end of the second heat exchange module 11, and the other end of the first heat exchange branch 15 is connected to the inlet end of the first heat exchange module 41; and, the air-conditioning system 10 also includes: a second heat exchange branch 16, one end of the second heat exchange branch 16 is connected to the compressor 12 and the other end is connected to the other end of the second heat exchange module 11.

[0050] In addition, the vehicle thermal management system 100 also includes: a first solenoid valve 151 and a second solenoid valve 161, wherein the first solenoid valve 151 is arranged on the first heat exchange branch 15, and the second solenoid valve 161 is arranged on the second heat exchange branch 16. Among them, the first solenoid valve 151 is arranged on the first heat exchange branch 15, and the first solenoid valve 151 can use the electrical signal generated by the adjusted parameter to control the voltage or current applied to the first solenoid valve 151, thereby achieving the purpose of adjusting the liquid supply. Similarly, the second solenoid valve 161 is arranged on the second heat exchange branch 16, and the second solenoid valve 161 can use the electrical signal generated by the adjusted parameter to control the voltage or current applied to the second solenoid valve 161, thereby achieving the purpose of adjusting the liquid supply.

[0051] Furthermore, a first stop valve 152 is provided on the first heat exchange branch 15. By providing the first stop valve 152, when the first stop valve 152 is closed, the first heat exchange branch 15 is closed, and when the first stop valve 152 is opened, the first heat exchange branch 15 is opened.

[0052] Similarly, a fourth solenoid valve 19 is further provided between the second heat exchange module 11 and the outdoor heat exchanger 14 .

[0053] In addition, the other end of the outdoor heat exchanger 14 is connected to the third heat exchange branch 17 and the fourth heat exchange branch 18, the third heat exchange branch 17 is connected to the other end of the compressor 12, and the fourth heat exchange branch 18 is respectively connected to the inlet end of the first heat exchange module 41 and the indoor heat exchanger 13. In other words, the refrigerant flowing out of the outdoor heat exchanger 14 has multiple flow directions, for example, the refrigerant can flow directly back to the compressor 12, or the refrigerant can flow to the first heat exchange module 41 or the indoor heat exchanger 13, so that the refrigerant has multiple working modes.

[0054] In addition, the third heat exchange branch 17 is provided with a first one-way valve 171 and a second stop valve 172 connected in series, and the fourth heat exchange branch 18 is provided with a second one-way valve 181. By providing the first one-way valve 171 on the third heat exchange branch 17, it is possible to prevent the refrigerant flowing out of the first heat exchange module 41 from flowing back at the third heat exchange branch 17. Similarly, by providing the second one-way valve 181 on the fourth heat exchange branch 18, it is possible to prevent the refrigerant flowing out of the first heat exchange module 41 from flowing back at the fourth heat exchange branch 18.

[0055] The motor heat exchange circuit 20 includes a motor module 21, and the low-temperature heat dissipation circuit 60 includes a low-temperature radiator 61; one end of the motor module 21 is connected to the first end of the first control valve 71, the second end of the first control valve 71 is connected to the second end of the second control valve 74 or connected to the heat exchange circuit 40, and the third end of the first control valve 71 is connected to the low-temperature heat exchanger.

[0056] The battery heat exchange circuit 30 includes a battery module 31; one end of the battery heat exchange circuit 30 is connected to the first end of the second control valve 74, the second end of the second control valve 74 is connected to the heat exchange circuit 40 or the low-temperature radiator 60, and the third end of the second control valve 74 is connected to the fourth control valve 72.

[0057] Refer to the following Figure 2 Describe the working mode 1 of the vehicle thermal management system 100:

[0058] Working mode one is the single cooling mode of the passenger compartment. The first solenoid valve 151, the second solenoid valve 161, the first stop valve 152 and the second stop valve 172 are closed. The refrigerant flowing out of the compressor 12 passes through the second heat exchange module 11 and enters the outdoor heat exchanger 14. The refrigerant condenses and absorbs heat at the outdoor heat exchanger 14. The low-temperature and low-pressure refrigerant flows to the indoor heat exchanger 13 and evaporates and absorbs heat at the indoor heat exchanger 13, thereby realizing cooling of the passenger compartment.

[0059] Refer to the following Figure 3 Describe the working mode 2 of the vehicle thermal management system 100:

[0060] Working mode two is the single cooling mode of the battery module 31, the first solenoid valve 151 is opened, the second solenoid valve 161, the third solenoid valve 182, the first stop valve 152 and the second stop valve 172 are closed, and the refrigerant flowing out of the compressor 12 passes through the second heat exchange module 11 and enters the outdoor heat exchanger 14, the refrigerant condenses and absorbs heat at the outdoor heat exchanger 14, and the low-temperature and low-pressure refrigerant flows to the first heat exchange module 41.

[0061] In addition, at the battery heat exchange circuit 30, the first end and the second end of the second control valve 74 are connected, so that the battery module 31 and the first heat exchange module 41 are connected in series, and the coolant in the battery heat exchange circuit 30 is driven by the second water pump 32 to transfer the heat of the battery module 31 to the first heat exchange module 41, and the high-temperature coolant is heat-exchanged with the low-temperature and low-pressure refrigerant at the first heat exchange module 41, so that the heat of the battery module 31 can be transferred to the refrigerant, thereby achieving heat dissipation of the battery module 31.

[0062] Refer to the following Figure 4 Describe the working mode 3 of the vehicle thermal management system 100:

[0063] Working mode three is the dual cooling mode of the battery module 31 and the passenger compartment. The first solenoid valve 151 and the third solenoid valve 182 are opened, and the second solenoid valve 161, the first stop valve 152 and the second stop valve 172 are closed. The refrigerant flowing out of the compressor 12 passes through the second heat exchange module 11 and enters the outdoor heat exchanger 14. The refrigerant condenses and absorbs heat at the outdoor heat exchanger 14. The low-temperature and low-pressure refrigerant flows to the fourth heat exchange branch 18 and is diverted at the fourth heat exchange branch 18, flowing to the indoor heat exchanger 13 and the first heat exchange module 41 respectively.

[0064] At the battery heat exchange circuit 30, the first end and the second end of the second control valve 74 are connected, and the first end and the third end of the first control valve 71 are connected, so that the battery module 31 and the first heat exchange module 41 are connected in series, and the coolant in the battery heat exchange circuit 30 is driven by the second water pump 32 to transfer the heat of the battery module 31 to the first heat exchange module 41, and the high-temperature coolant is heat-exchanged with the low-temperature and low-pressure refrigerant at the first heat exchange module 41, so that the heat of the battery module 31 can be transferred to the refrigerant, thereby realizing the heat dissipation of the battery module 31.

[0065] Furthermore, at the indoor heat exchanger 13 , the low-temperature and low-pressure refrigerant flows to the indoor heat exchanger 13 and evaporates and absorbs heat at the indoor heat exchanger 13 , thereby achieving heating of the passenger compartment.

[0066] Refer to the following Figure 5 Describe the working mode 4 of the vehicle thermal management system 100:

[0067] Working mode four is the defrost mode of the outdoor heat exchanger 14. The first solenoid valve 151 is opened, and the second solenoid valve 161, the third solenoid valve 182, the first stop valve 152 and the second stop valve 172 are closed. The refrigerant flowing out of the compressor 12 passes through the second heat exchange module 11 and enters the outdoor heat exchanger 14, and flows to the first heat exchange module 41 after heat exchange in the outdoor heat exchanger 14.

[0068] In addition, at the motor heat exchange circuit 20, the first end and the second end of the first control valve 71 are connected, so that the motor module 21 and the first heat exchange module 41 are connected in series, and the coolant in the motor heat exchange circuit 20 transfers the heat of the motor module 21 to the first heat exchange module 41 when driven by the first water pump 22, and makes the high-temperature coolant exchange heat with the low-temperature and low-pressure refrigerant at the first heat exchange module 41, so that the heat of the motor module 21 can be transferred to the refrigerant, and the defrosting of the outdoor heat exchanger 14 can be achieved by increasing the temperature of the refrigerant.

[0069] Refer to the following Figure 6 Describe the working mode 5 of the vehicle thermal management system 100:

[0070] Working mode five is the heating mode of the outdoor heat exchanger 14. The first stop valve 152, the second solenoid valve 161 and the third solenoid valve 182 are closed, and the second stop valve 172 is opened. The refrigerant flowing out of the compressor 12 exchanges heat with the coolant of the heating system 50 in the second heat exchange module 11. The coolant temperature of the heating system 50 increases and flows to the heater core 52, and the heating of the passenger compartment is achieved through the heater core 52.

[0071] The refrigerant that exchanges heat with the coolant in the second heat exchange module 11 enters the outdoor heat exchanger 14 , absorbs heat in the outdoor heat exchanger 14 , and flows back to the compressor 12 .

[0072] Refer to the following Figure 7 Describe the working mode 6 of the vehicle thermal management system 100:

[0073] Working mode six is ​​the motor waste heat recovery mode, the first stop valve 152 is opened, the second solenoid valve 161, the third solenoid valve 182 and the second stop valve 172 are closed, and the refrigerant flowing out of the compressor 12 exchanges heat with the coolant of the heating system 50 in the second heat exchange module 11. The coolant temperature of the heating system 50 increases and flows to the heater core 52, and the heating of the passenger compartment is achieved through the heater core 52.

[0074] The refrigerant after heat exchange with the coolant at the second heat exchange module 11 enters the first heat exchange module 41. In addition, at the motor heat exchange loop 20, the first end and the second end of the first control valve 71 are connected, so that the motor module 21 and the first heat exchange module 41 are connected in series, and the coolant in the motor heat exchange loop 20 is driven by the first water pump 22 to transfer the heat of the motor module 21 to the first heat exchange module 41, and the high-temperature coolant exchanges heat with the low-temperature and low-pressure refrigerant at the first heat exchange module 41, so that the heat of the motor module 21 can be transferred to the refrigerant.

[0075] Refer to the following Figure 8 Describe the working mode 7 of the vehicle thermal management system 100:

[0076] Working mode seven is the hot gas bypass heating passenger compartment mode, the third solenoid valve 182 and the second stop valve 172 are closed, and the second solenoid valve 161, the first stop valve 152 and the first solenoid valve 151 are opened. After being compressed by the compressor 12, the refrigerant is divided into two parts. A part of the high-temperature and high-pressure refrigerant enters the second heat exchange module 11, and the high-temperature and high-pressure liquid refrigerant is condensed and releases heat in the second heat exchange module 11 to achieve heating of the passenger compartment. After that, the refrigerant enters the first heat exchange module 41 through the first stop valve 152; the other part of the high-temperature and high-pressure refrigerant can enter the first heat exchange module 41 through the second solenoid valve 161, and after mixing with the refrigerant flowing out of the first stop valve 152, it returns to the refrigerant inlet of the compressor 12 to complete the cycle. It can be seen from the above discussion that at this time, due to the effect of hot gas bypass, the working temperature range of the air-conditioning system 10 can be widened and the heating effect can be improved.

[0077] In this mode, the heat cycle process is a passenger compartment heating cycle process, and the heat is transferred from the second heat exchange module 11 to the passenger compartment, consuming the work of the compressor 12. However, no heat is absorbed from the external environment, and the hot gas bypass function of the compressor 12 is used at this time.

[0078] Refer to the following Fig. 9 Describe the working mode eight of the vehicle thermal management system 100:

[0079] Working mode eight is the hot gas bypass heating battery mode, the second stop valve 172 and the third solenoid valve 182 are closed, the second solenoid valve 161, the first stop valve 152 and the first solenoid valve 151 are opened, the first end and the third end of the second control valve 74 are connected, and the first end and the second end of the fourth control valve 72 are connected, so that the battery heat exchange circuit 30 and the heating system 50 are connected in series.

[0080] After the refrigerant is compressed by the compressor 12, a portion of the high-temperature and high-pressure refrigerant enters the second heat exchange module 11, and the high-temperature and high-pressure liquid refrigerant exchanges heat with the coolant of the heating system 50 in the second heat exchange module 11. After that, the refrigerant enters the first heat exchange module 41 through the first stop valve 152, and another portion of the high-temperature and high-pressure refrigerant can enter the first heat exchange module 41 through the second solenoid valve 161, and mix with the refrigerant flowing out of the first stop valve 152 and return to the refrigerant inlet of the compressor 12 to complete the cycle. The temperature of the coolant of the heating system 50 rises and flows to the overflow pot 53, and flows to the battery module 31 through the third control valve 73 to achieve heating of the battery module 31.

[0081] Refer to the following Fig.10 Describe the working mode nine of the vehicle thermal management system 100:

[0082] Working mode nine is the hot gas bypass heating passenger compartment mode and battery mode, the third solenoid valve 182 and the second stop valve 172 are closed, the first solenoid valve 151, the first stop valve 152 and the second solenoid valve 161 are opened. The first end and the third end of the second control valve 74 are connected, and the second end and the third end of the fourth control valve 72 are connected, so that the battery heat exchange circuit 30 and the heating system 50 are connected in series, and the third control valve 73 is connected to the first end of the fourth control valve 74.

[0083] After being compressed by the compressor 12, the refrigerant is divided into two parts. One part of the high-temperature and high-pressure refrigerant enters the second heat exchange module 11, and the high-temperature and high-pressure liquid refrigerant exchanges heat with the coolant of the heating system 50 in the second heat exchange module 11. Then the refrigerant enters the first heat exchange module 41 through the first stop valve 152; the other part of the high-temperature and high-pressure refrigerant can enter the first heat exchange module 41 through the second solenoid valve 161, mix with the refrigerant flowing out of the first stop valve 152, and then return to the refrigerant inlet of the compressor 12 to complete the cycle.

[0084] After heat exchange, the coolant temperature of the heating system 50 increases and flows to the overflow pot 53 and the heater core 52, thereby heating the passenger compartment. In addition, the coolant of the heating system 50 flows to the battery module 31 through the third control valve 73 to cool and release heat, thereby heating the battery module 31. The refrigerant then returns to the second heat exchange module 11 through the fourth control valve 74 and the second control valve, and the cycle repeats.

[0085] A vehicle according to an embodiment of the second aspect of the utility model includes a vehicle thermal management system.

[0086] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0087] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0088] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A vehicle thermal management system, characterized in that: include: Motor heat exchange circuit, battery heat exchange circuit, heat exchange circuit, air conditioning system, heating system, low-temperature heat dissipation circuit; The motor heat exchange circuit is connected to the heat exchange circuit, the low-temperature heat dissipation circuit or the battery heat exchange circuit through a first control valve; The battery heat exchange circuit is connected to the heat exchange circuit or the motor heat exchange circuit respectively through a second control valve; The heat exchange circuit is connected in series with a first heat exchange module, the air conditioning system is connected to the first heat exchange module and a second heat exchange module is provided on the air conditioning system, the heating system is connected to the second heat exchange module, the motor heat exchange circuit, the battery heat exchange circuit and the air conditioning system heat the passenger compartment through the heating system; and, The battery heat exchange circuit is arranged in parallel with the heating system through a third control valve.

2. The vehicle thermal management system according to claim 1, characterized in that: The heating system comprises a warm air core and an overflow pot, wherein the warm air core, the overflow pot and the second heat exchange module are arranged in series with each other; The first end of the third control valve is connected to one end of the battery heat exchange circuit, the second end of the third control valve is connected to the second control valve, and the third end of the third control valve is connected between the heater core and the overflow kettle.

3. The vehicle thermal management system according to claim 2, characterized in that: Also includes: A fourth control valve, wherein a first end of the fourth control valve is connected between the heater core and the second heat exchange module, a second end of the fourth control valve is connected to the second control valve, and a third end of the fourth control valve is connected to the second end of the third control valve.

4. The vehicle thermal management system according to claim 1, characterized in that: The air conditioning system comprises: a compressor, an indoor heat exchanger, and an outdoor heat exchanger; One end of the compressor is respectively connected to the inlet end of the first heat exchange module and one end of the second heat exchange module; The second heat exchange module is connected to one end of the outdoor heat exchanger, and the other end of the outdoor heat exchanger is respectively connected to the other end of the compressor, the indoor heat exchanger and the first heat exchange module.

5. The vehicle thermal management system according to claim 4, characterized in that: The air conditioning system further includes: a first heat exchange branch, one end of the first heat exchange branch is connected to the other end of the second heat exchange module, and the other end of the first heat exchange branch is connected to the inlet end of the first heat exchange module; and The air conditioning system further includes: a second heat exchange branch, one end of the second heat exchange branch is connected to the compressor and the other end of the second heat exchange branch is connected to the other end of the second heat exchange module.

6. The vehicle thermal management system according to claim 5, characterized in that: Also includes: a first solenoid valve and a second solenoid valve, wherein the first solenoid valve is disposed on the first heat exchange branch, and the second solenoid valve is disposed on the second heat exchange branch; and The first heat exchange branch is provided with a first stop valve.

7. The vehicle thermal management system according to claim 4, characterized in that: The other end of the outdoor heat exchanger is connected to the third heat exchange branch and the fourth heat exchange branch, the third heat exchange branch is connected to the other end of the compressor, the third heat exchange branch is provided with a first one-way valve and a second stop valve connected in series, the fourth heat exchange branch is respectively connected to the inlet end of the first heat exchange module and the indoor heat exchanger, and the fourth heat exchange branch is provided with a second one-way valve.

8. The vehicle thermal management system according to claim 1, characterized in that: The motor heat exchange circuit includes a motor module, and the low-temperature heat dissipation circuit includes a low-temperature radiator; One end of the motor module is connected to the first end of the first control valve, the second end of the first control valve is connected to the second end of the second control valve or the heat exchange circuit, and the third end of the first control valve is connected to the low-temperature radiator.

9. The vehicle thermal management system according to claim 8, characterized in that: The battery heat exchange circuit includes a battery module; One end of the battery heat exchange circuit is connected to the first end of the second control valve, the second end of the second control valve is connected to the heat exchange circuit or the low-temperature radiator, and the third end of the second control valve is connected to the fourth control valve.

10. A vehicle, characterized in that: It comprises a vehicle thermal management system as described in any one of claims 1-9.

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