Thermal management system of vehicle and vehicle

Abstract

The utility model discloses a heat management system of a vehicle and the vehicle, the vehicle is provided with a driving motor assembly and a battery module, the heat management system comprises a first heat exchange subsystem and a second heat exchange subsystem, the first heat exchange subsystem can be used for exchanging heat with a passenger compartment of the vehicle, the battery module is connected to the first heat exchange subsystem, and the first heat exchange subsystem can exchange heat with the battery module; the second heat exchange subsystem is provided with a driving motor assembly and is used for cooling the driving motor assembly; the first heat exchanger is provided with a first refrigerant flow path and a second refrigerant flow path, the first refrigerant flow path is connected to the first heat exchange subsystem, the second refrigerant flow path is connected to the second heat exchange subsystem, and a refrigerant in the first heat exchange subsystem selectively exchanges heat with a refrigerant in the second heat exchange subsystem at the first heat exchanger. Therefore, the first heat exchange subsystem and the second heat exchange subsystem can be controlled according to the heat exchange requirements of the battery module, the passenger compartment and the driving motor assembly, heat in the heat management system is fully utilized, and the heat exchange effect is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle thermal management system and a vehicle. Background Art

[0002] In the related art, the vehicle's thermal management system usually cools down the battery or drive assembly through a liquid cooling circuit, which requires the thermal management system to be equipped with coolant pipelines, water pumps, radiators and other equipment, resulting in complex piping layout in the thermal management system and great design difficulty. Utility Model Content

[0003] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present application is to provide a thermal management system for a vehicle, which can realize multiple heat exchange modes and has high heat exchange efficiency.

[0004] The application also proposes a vehicle.

[0005] According to the thermal management system of a vehicle in the first aspect of the embodiment of the present application, the vehicle is provided with a drive motor assembly and a battery module, and the thermal management system includes: a first heat exchange subsystem, the first heat exchange subsystem can be used for heat exchange with the passenger compartment of the vehicle, and the battery module is connected to the first heat exchange subsystem, and the first heat exchange subsystem can exchange heat with the battery module; a second heat exchange subsystem, the second heat exchange subsystem is provided with the drive motor assembly and is used to cool the drive motor assembly; a first heat exchanger, the first heat exchanger is provided with a first refrigerant flow path and a second refrigerant flow path, the first refrigerant flow path is connected to the first heat exchange subsystem, the second refrigerant flow path is connected to the second heat exchange subsystem, and the refrigerant in the first heat exchange subsystem can selectively exchange heat with the refrigerant in the second heat exchange subsystem at the first heat exchanger.

[0006] According to some embodiments of the present application, the first heat exchange subsystem includes: a first compressor, the first compressor is used to compress the refrigerant; a first condensation flow path and a first evaporation flow path, the first condensation flow path is connected to the first refrigerant outlet of the first compressor, the first evaporation flow path is connected to the first refrigerant inlet of the first compressor, and the first condensation flow path and the first evaporation flow path are connected through a first heat exchange flow path; a battery heat exchange branch, the battery module is connected to the battery heat exchange branch, and the battery heat exchange branch can be selectively connected between the first condensation flow path and the first evaporation flow path.

[0007] According to some embodiments of the present application, the battery heat exchange branch is arranged in parallel with the first condensation flow path to heat the battery module through the first heat exchange subsystem; or, the battery heat exchange branch is arranged in parallel with the first evaporation flow path to cool the battery module through the first heat exchange subsystem.

[0008] According to some embodiments of the present application, the second heat exchange subsystem includes: a second compressor, which is used to compress the refrigerant; a second condensation flow path and a second evaporation flow path, the second condensation flow path is connected to the second refrigerant outlet of the second compressor, the second evaporation flow path is provided with a drive motor assembly, and the second evaporation flow path is connected to the second refrigerant inlet of the second compressor.

[0009] According to some embodiments of the present application, the battery heat exchange branch includes: a first pipeline, the battery module is arranged on the first pipeline, and one end of the first pipeline is selectively connected to the first refrigerant inlet or the first refrigerant outlet; a second pipeline, one end of the second pipeline is connected to the other end of the first pipeline, and the other end of the second pipeline is respectively connected to the first heat exchange flow path and the first condensation flow path; a third pipeline, one end of the third pipeline is connected to the other end of the first pipeline, and the other end of the third pipeline is respectively connected to the first heat exchange flow path and the first evaporation flow path.

[0010] According to some embodiments of the present application, the third pipeline is provided with a first throttling device.

[0011] According to some embodiments of the present application, the second pipeline is provided with a third solenoid valve, and the third solenoid valve is used to control the on-off of the second pipeline.

[0012] According to some embodiments of the present application, the battery heat exchange branch also includes: a fourth pipeline, the fourth pipeline is connected between the first refrigerant outlet and one end of the first pipeline, and the fourth pipeline is provided with a fourth solenoid valve, and the fourth solenoid valve is used to control the on-off of the fourth pipeline; a fifth pipeline, the fifth pipeline is connected between the first refrigerant inlet and one end of the first pipeline, and the fifth pipeline is provided with a fifth solenoid valve, and the fifth solenoid valve is used to control the on-off of the fifth pipeline.

[0013] According to some embodiments of the present application, the first condensation flow path includes: a first condensation branch, the first condensation branch is provided with a first off-vehicle heat exchanger for exchanging heat with the outside, and the first condensation branch can be selectively connected to the first refrigerant outlet; a second condensation branch, the second condensation branch is provided with an in-vehicle heat exchanger for exchanging heat with the passenger compartment, and the second condensation branch can be selectively connected to the first refrigerant outlet; wherein, the second condensation branch is connected in parallel with the first condensation branch.

[0014] According to some embodiments of the present application, the first condensation branch is provided with a first solenoid valve, which is located between the first refrigerant outlet and the first external heat exchanger; the second condensation branch is provided with a second solenoid valve, which is located between the first refrigerant outlet and the internal heat exchanger.

[0015] According to some embodiments of the present application, the first evaporation flow path includes: a first evaporation branch, the first evaporation branch is provided with a first heating device, and the first evaporation branch can be selectively connected to the first refrigerant inlet; a second evaporation branch, the second evaporation branch is provided with a second heat exchanger for exchanging heat with the passenger compartment, and the second evaporation branch can be selectively connected to the first refrigerant inlet; wherein, the second evaporation branch is connected in parallel with the first evaporation branch.

[0016] According to some embodiments of the present application, the first evaporation branch is provided with a second throttling member, which is arranged between the first heating device and the first heat exchanger; the second evaporation branch is provided with a third throttling member, which is arranged between the second heat exchanger and the first heat exchanger.

[0017] According to some embodiments of the present application, the second heat exchange subsystem also includes: a second heat exchange flow path, which is selectively connected between the second refrigerant outlet and the second evaporation flow path, or between the second condensation flow path and the second evaporation flow path.

[0018] According to some embodiments of the present application, the second heat exchange flow path includes: a first heat exchange branch, one end of the first heat exchange branch is connected to the second refrigerant outlet, and the other end of the first heat exchange branch is selectively connected to one of the second condensation flow path and the second evaporation flow path; a second heat exchange branch, the second heat exchange branch is connected between the first heat exchange branch and the second evaporation flow path, and one end of the second heat exchange branch is connected to the first heat exchange branch and is located between the second refrigerant flow path and the second refrigerant outlet, and the other end of the second heat exchange branch is connected to the second evaporation flow path and is located between the connection between the second evaporation flow path and the second condensation flow path and the drive motor assembly.

[0019] According to some embodiments of the present application, the second condensing flow path is provided with a second external heat exchanger for exchanging heat with the outside, and a sixth solenoid valve is provided between the second external heat exchanger and the second refrigerant outlet, and the sixth solenoid valve is used to control the connection and disconnection of the second refrigerant outlet and the second condensing flow path.

[0020] According to some embodiments of the present application, the first heat exchange branch is provided with a seventh solenoid valve, and the seventh solenoid valve is used to control the connection and disconnection of the second refrigerant outlet and the first heat exchange branch.

[0021] According to some embodiments of the present application, the second evaporation flow path is further provided with an eighth solenoid valve, and the eighth solenoid valve is used to control the connection and disconnection of the second evaporation flow path and the second condensation flow path.

[0022] According to some embodiments of the present application, the second evaporation flow path is also provided with a fourth throttling member located between the eighth solenoid valve and the drive motor assembly, and the connection between the second heat exchange branch and the second evaporation flow path is located between the eighth solenoid valve and the fourth throttling member.

[0023] According to some embodiments of the present application, the first heat exchange branch is provided with a ninth solenoid valve, and the ninth solenoid valve is provided on the first heat exchange branch and is located between the connection between the second condensation flow path and the second evaporation flow path and the second refrigerant flow path.

[0024] According to some embodiments of the present application, the second evaporation flow path is further provided with a second heating device, which is disposed between the drive motor assembly and the second refrigerant inlet and is used to heat the refrigerant.

[0025] According to some embodiments of the present application, the first heat exchange subsystem also includes a first gas-liquid separator, which is arranged between the first refrigerant inlet and the first evaporation flow path; and / or the second heat exchange subsystem also includes a second gas-liquid separator, which is arranged between the second refrigerant inlet and the second evaporation flow path.

[0026] The thermal management system according to the embodiment of the present application includes at least the following technical effects:

[0027] The thermal management system in the present application can realize multiple heat exchange modes, such as: passenger compartment cooling alone, passenger compartment heating alone, battery module heating alone, battery module cooling alone, battery module heating alone, passenger compartment heating and battery module cooling at the same time, passenger compartment and battery module cooling at the same time, and drive motor assembly cooling, etc. Among them, the drive motor assembly cooling can be carried out simultaneously with passenger compartment cooling and battery module cooling, or with passenger compartment heating and battery module heating, and the heat exchange between the refrigerant in the first heat exchange subsystem and the refrigerant in the second heat exchange subsystem can be fully utilized to improve the heat exchange effect of the thermal management system.

[0028] That is to say, the thermal management system in the present application can control the refrigerant circulation loop formed by the first heat exchange subsystem and the second heat exchange subsystem according to the heat exchange requirements of the battery module, the passenger compartment and the drive motor assembly to achieve multiple working modes, thereby meeting multiple heat exchange requirements and improving the heat exchange effect.

[0029] According to the vehicle of the second aspect of the present application, the vehicle includes the above-mentioned thermal management system.

[0030] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0032] Figure 1 is a schematic diagram of the structure of a thermal management system according to an embodiment of the present application;

[0033] Figure 2 The cooling mode of the thermal management system according to the embodiment of the present application is shown in FIG. Figure 1 ;

[0034] Figure 3 The cooling mode of the thermal management system according to the embodiment of the present application is shown in FIG. Figure 2 ;

[0035] Figure 4 It is a schematic diagram of the heating mode of the thermal management system according to the embodiment of the present application.

[0036] Reference numerals:

[0037] Thermal management system 100;

[0038] A first heat exchange subsystem 1; a first compressor 11; a first refrigerant outlet 111; a first refrigerant inlet 112; a first external heat exchanger 12; an internal heat exchanger 13; a battery module 14; a first heating device 15; a second heat exchanger 16; a first gas-liquid separator 17; a first throttle 181; a second throttle 182; and a third throttle 183;

[0039] First condensation flow path 101; first condensation branch 1011; second condensation branch 1012; first evaporation flow path 102; first evaporation branch 1021; second evaporation branch 1022; battery heat exchange branch 103; first pipeline 1031; second pipeline 1032; third pipeline 1033; fourth pipeline 1034; fifth pipeline 1035; first heat exchange flow path 104;

[0040] The second heat exchange subsystem 2; the second compressor 21; the second refrigerant outlet 211; the second refrigerant inlet 212; the second off-vehicle heat exchanger 22; the drive motor assembly 23; the second heating device 24; the second gas-liquid separator 25; the fourth throttling element 26;

[0041] The second condensation flow path 201; the second evaporation flow path 202; the second heat exchange flow path 203; the first heat exchange branch 2031; the second heat exchange branch 2032;

[0042] The first heat exchanger 3;

[0043] A first solenoid valve 41; a second solenoid valve 42; a third solenoid valve 43; a fourth solenoid valve 44; a fifth solenoid valve 45; a sixth solenoid valve 46; a seventh solenoid valve 47; an eighth solenoid valve 48; and a ninth solenoid valve 49;

[0044] A first one-way valve 51 ; a second one-way valve 52 ; a third one-way valve 53 ; a fourth one-way valve 54 ; a fifth one-way valve 55 ; a sixth one-way valve 56 ; and a third heating device 6 . DETAILED DESCRIPTION

[0045] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and cannot be understood as limiting the present application.

[0046] Reference below Figure 1-Figure 4 A thermal management system 100 for a vehicle according to an embodiment of the present application is described, wherein a drive motor assembly 23 and a battery module 14 are provided in the vehicle.

[0047] The thermal management system 100 according to the embodiment of the present application includes: a first heat exchange subsystem 1 and a second heat exchange subsystem 2 .

[0048] Reference Figure 1 , a first heat exchange subsystem 1, the first heat exchange subsystem 1 can be used to exchange heat with the passenger compartment of the vehicle, and the battery module 14 is connected to the first heat exchange subsystem 1, and the first heat exchange subsystem 1 can exchange heat with the battery module 14; a second heat exchange subsystem 2, the second heat exchange subsystem 2 is provided with a drive motor assembly 23, and is used to cool the drive motor assembly 23.

[0049] Among them, the first heat exchanger 3 is provided with a first refrigerant flow path and a second refrigerant flow path, the first refrigerant flow path is connected to the first heat exchange subsystem 1, and the second refrigerant flow path is connected to the second heat exchange subsystem 2, and the refrigerant in the first heat exchange subsystem 1 can selectively exchange heat with the refrigerant in the second heat exchange subsystem 2 at the first heat exchanger 3.

[0050] Thus, the first heat exchange subsystem 1 and the second heat exchange subsystem 2 can exchange heat at the first heat exchanger 3 to improve the energy utilization rate in the thermal management system 100 .

[0051] The first heat exchange subsystem 1 can exchange heat with the passenger compartment to achieve cooling or heating of the passenger compartment, and the battery module 14 is connected to the first heat exchange subsystem 1, and the battery module 14 can be heated or cooled by the first heat exchange subsystem 1 to achieve temperature regulation of the battery module 14. The second heat exchange subsystem 2 is used to cool the drive motor assembly 23 to prevent the drive motor assembly 23 from being overheated.

[0052] Furthermore, the refrigerant in the second heat exchange subsystem 2 can exchange heat with the refrigerant in the first heat exchange subsystem 1 through the first heat exchanger 3 to adjust the refrigerant temperature in the first heat exchange subsystem 1 and the second heat exchange subsystem 2, thereby improving the heat exchange efficiency of the first heat exchange subsystem 1 for the passenger compartment and the battery module 14.

[0053] For example: Refer to Figure 3 When the first heat exchange subsystem 1 cools the passenger compartment and the battery module 14, the refrigerant in the first heat exchange subsystem 1 and the refrigerant in the second heat exchange subsystem 2 can exchange heat at the first heat exchanger 3, which can improve the cooling comfort of the passenger compartment according to the heat exchange requirements, meet the heat dissipation requirements of the battery module 14 under high temperature and fast charging, or improve the heat dissipation on the side of the drive motor assembly 23; refer to Figure 4 When the first heat exchange subsystem 1 heats the passenger compartment and the battery module 14, the refrigerant in the first heat exchange subsystem 1 and the refrigerant in the second heat exchange subsystem 2 can exchange heat at the first heat exchanger 3, and the heat of the refrigerant in the second heat exchange subsystem 2 can be transferred to the side of the refrigerant in the first heat exchange subsystem 1 to achieve condensation of the refrigerant in the second heat exchange subsystem 2.

[0054] It can be understood that “the refrigerant in the first heat exchange subsystem 1 can selectively exchange heat with the refrigerant in the second heat exchange subsystem 2 at the first heat exchanger 3” means that only when the first heat exchanger 3 is simultaneously connected to the two refrigerant circulation loops formed by the first heat exchange subsystem 1 and the second heat exchange subsystem 2, the refrigerant in the first heat exchange subsystem 1 and the refrigerant in the second heat exchange subsystem 2 can achieve heat exchange at the first heat exchanger 3. If the first heat exchanger 3 is not connected to the refrigerant circulation loop formed by the first heat exchange subsystem 1 or the second heat exchange subsystem 2, the heat exchange conditions of the first heat exchange subsystem 1 and the second heat exchange subsystem 2 are relatively independent.

[0055] For example: Refer to Figure 2 , the first heat exchange subsystem 1 cools the passenger compartment and the battery module 14, and the second heat exchange subsystem 2 cools the drive motor assembly 23. Under this operating condition, the refrigerant in the first heat exchange subsystem 1 flows through the first heat exchanger 3, and the refrigerant circulation loop formed by the second heat exchange subsystem 2 does not flow through the first heat exchanger 3, that is, the refrigerant in the second heat exchange subsystem 2 does not flow through the first heat exchanger 3, and the refrigerant in the first heat exchange subsystem 1 and the refrigerant in the second heat exchange subsystem 2 do not exchange heat.

[0056] It should be noted that in the related art, the vehicle's thermal management system 100 usually cools down the battery or drive assembly through a liquid cooling circuit, which requires the thermal management system 100 to be equipped with coolant pipelines, water pumps, radiators and other equipment, resulting in complex piping layout and great design difficulty in the thermal management system 100.

[0057] Therefore, the thermal management system 100 in the present application can control the refrigerant circulation loop formed by the first heat exchange subsystem 1 and the second heat exchange subsystem 2 according to the heat exchange requirements of the battery module 14, the passenger compartment and the drive motor assembly 23 to achieve multiple working modes, thereby meeting multiple heat exchange requirements and improving the heat exchange effect.

[0058] like Figure 1 As shown, in some embodiments of the present application, the first heat exchange subsystem 1 includes: a first compressor 11 , a first condensation flow path 101 and a first evaporation flow path 102 .

[0059] Among them, the first compressor 11 is used to compress the refrigerant, the first condensation flow path 101 is connected to the first refrigerant outlet 111 of the first compressor 11, the first evaporation flow path 102 is connected to the first refrigerant inlet 112 of the first compressor 11, and the first condensation flow path 101 and the first evaporation flow path 102 are connected through the first heat exchange flow path 104.

[0060] Reference Figure 2 , Figure 3 and Figure 4 In some embodiments of the present application, the first heat exchange subsystem 1 also includes a battery heat exchange branch 103, on which a battery module 14 is provided, and the battery heat exchange branch 103 can be selectively connected in series with one of the first condensation flow path 101 and the first evaporation flow path 102, and the battery heat exchange branch 103 is connected in parallel with the other of the first condensation flow path 101 and the first evaporation flow path 102 to achieve cooling or heating of the battery module 14.

[0061] The heat exchange medium circulating in the first heat exchange subsystem 1 is a refrigerant. When the heat exchange medium flows through the battery heat exchange branch 103, the heat exchange medium can exchange heat with the battery module 14 to adjust the temperature of the battery module 14, such as cooling or heating, so as to maintain the temperature of the battery module 14 within a temperature range suitable for charging and discharging, thereby ensuring the charging and discharging efficiency of the battery module 14.

[0062] The first condensation flow path 101 is suitable for condensing the refrigerant, and the first evaporation flow path 102 is suitable for evaporating the refrigerant. Figure 4 , the battery heat exchange branch 103 is arranged in parallel with the first condensation flow path 101 to heat the battery module 14 through the first heat exchange subsystem 1; Figure 2 and Figure 3The battery heat exchange branch 103 is arranged in parallel with the first evaporation flow path 102 to cool the battery module 14 through the first heat exchange subsystem 1.

[0063] Reference Figure 2 and Figure 3 When the battery module 14 needs to be cooled, the battery heat exchange branch 103 is connected in series with the first condensation flow path 101 , and the battery heat exchange branch 103 is connected in parallel with the first evaporation flow path 102 .

[0064] Under this working condition, the refrigerant flow path is: the high-temperature and high-pressure gaseous refrigerant discharged by the first compressor 11 flows into the first condensation flow path 101, and the refrigerant condenses into a high-pressure and medium-temperature liquid refrigerant in the first condensation flow path 101, and flows into the heat exchange branch of the battery module 14 and the first evaporation flow path 102 respectively, and the refrigerant returns to the first compressor 11 after flowing through the battery heat exchange branch 103 and the first evaporation flow path 102. At this time, the first evaporation flow path 102 and the battery heat exchange branch 103 together constitute the evaporation system in the refrigerant circulation loop, that is, the battery module 14 is equivalent to an evaporator, which can achieve cooling of the battery module 14.

[0065] Reference Figure 4 When the battery module 14 needs to be heated, the battery heat exchange branch 103 is connected in parallel with the first condensation flow path 101 , and the battery heat exchange branch 103 is connected in series with the first evaporation flow path 102 .

[0066] Under this working condition, the refrigerant flow path is as follows: the high-temperature and high-pressure gaseous refrigerant discharged from the first compressor 11 flows into the first condensation flow path 101 and the battery heat exchange branch 103 respectively, the refrigerant condenses into a high-pressure and medium-temperature liquid refrigerant in the first condensation flow path 101 and the battery module 14 heat exchange branch, and further flows to the first evaporation flow path 102 after merging, and the refrigerant returns to the first compressor 11 after flowing through the first evaporation flow path 102. At this time, the first condensation flow path 101 and the battery heat exchange branch 103 together constitute the condensation system in the refrigerant circulation loop, that is, the battery module 14 is equivalent to a condenser, and the battery module 14 can be heated.

[0067] Thus, by controlling the connection mode of the battery heat exchange branch 103 in the first heat exchange subsystem 1, the battery module 14 can be constructed as a condenser or evaporator in the refrigerant circulation loop to achieve heating or cooling of the battery. At the same time, a condenser is provided in the first condensation flow path 101, and an evaporator is provided in the first evaporation flow path 102. The condenser and the evaporator can be used to exchange heat with the passenger compartment to achieve temperature regulation of the passenger compartment.

[0068] Reference Figure 1 The second heat exchange subsystem 2 includes: a second compressor 21 , a second condensation flow path 201 , a second evaporation flow path 202 and a second heat exchange flow path 203 .

[0069] Among them, the second compressor 21 is used to compress the refrigerant, the second condensation flow path 201 is connected to the second refrigerant outlet 211 of the second compressor 21, and the refrigerant discharged from the second compressor 21 can enter the second condensation flow path 201. The second evaporation flow path 202 is provided with a driving motor assembly 23, and the second evaporation flow path 202 is connected to the second refrigerant inlet 212 of the second compressor 21. The refrigerant discharged from the second evaporation flow path 202 can return to the second compressor 21 through the second refrigerant inlet 212. At the same time, the second heat exchange flow path 203 can be selectively connected between the second refrigerant outlet 211 and the second evaporation flow path 202, or the second heat exchange flow path 203 is connected between the second condensation flow path 201 and the second evaporation flow path 202. The refrigerant discharged from the second compressor 21 can also enter the second heat exchange flow path 203, and enter the second evaporation flow path 202 after flowing through the second heat exchange flow path 203, and return to the second compressor 21 through the second evaporation flow path 202, so as to achieve cooling of the driving motor assembly 23.

[0070] The heat exchange medium circulating in the second heat exchange subsystem 2 is a refrigerant. When the heat exchange medium flows through the second evaporation flow path 202, the heat exchange medium can exchange heat with the drive motor assembly 23, thereby cooling the drive motor assembly 23. At this time, the drive motor assembly 23 is equivalent to an evaporator in the refrigerant circulation loop. The refrigerant evaporates and absorbs heat at the drive motor assembly 23 to reduce the temperature of the drive motor assembly 23.

[0071] The second condensation flow path 201 is suitable for condensing the refrigerant, and the second evaporation flow path 202 is suitable for evaporating the refrigerant.

[0072] It is understandable that the second heat exchange subsystem 2 may include multiple operating conditions, and in each operating condition, the drive motor assembly 23 may be cooled to prevent the temperature of the drive motor assembly 23 from being too high.

[0073] Reference Figure 2 The second compressor 21, the second condensing flow path 201 and the second evaporating flow path 202 are connected.

[0074] Under this working condition, the refrigerant flow path is: the high-temperature and high-pressure gaseous refrigerant discharged from the second compressor 21 flows into the second condensation flow path 201, and the refrigerant enters the second evaporation flow path 202 after condensation in the second condensation flow path 201, and returns to the second compressor 21 after flowing through the second evaporation flow path 202. At this time, the drive motor assembly 23 can be cooled, and the refrigerant circulation loop formed by the second heat exchange subsystem 2 is not connected to the second heat exchange flow path 203.

[0075] Reference Figure 3The second compressor 21, the second condensing flow path 201, the second heat exchange flow path 203 and the second evaporating flow path 202 are connected.

[0076] Under this working condition, the refrigerant flow path is: the high-temperature and high-pressure gaseous refrigerant discharged by the second compressor 21 flows into the second condensation flow path 201, and the refrigerant enters the second heat exchange flow path 203 after condensation in the second condensation flow path 201, and further flows into the second evaporation flow path 202, and returns to the second compressor 21 after the refrigerant flows through the second evaporation flow path 202. At this time, the drive motor assembly 23 can be cooled, and the refrigerant circulation loop formed by the second heat exchange subsystem 2 is connected to the second heat exchange flow path 203.

[0077] Reference Figure 4 The second compressor 21, the second heat exchange flow path 203 and the second evaporation flow path 202 are connected.

[0078] Under this working condition, the refrigerant flow path is: the high-temperature and high-pressure gaseous refrigerant discharged from the second compressor 21 flows into the second heat exchange flow path 203, and the refrigerant flows into the second evaporation flow path 202 after flowing through the second heat exchange flow path 203, and returns to the second compressor 21 through the second evaporation flow path 202. At this time, the drive motor assembly 23 can be cooled, and the refrigerant circulation formed by the second heat exchange subsystem 2 flows into the second heat exchange flow path 203.

[0079] exist Figure 3 and Figure 4 In the working condition in, the refrigerant in the second heat exchange subsystem 2 can exchange heat with the refrigerant in the first heat exchange subsystem 1 at the first heat exchanger 3.

[0080] Reference Figure 1 The thermal management system 100 is also provided with a first heat exchanger 3. The first heat exchanger 3 is provided with a first refrigerant flow path and a second refrigerant flow path. The first refrigerant flow path is connected to the first heat exchange flow path 104, and the second refrigerant flow path is connected to the second heat exchange flow path 203, so that the heat exchange medium in the first heat exchange subsystem 1 and the heat exchange medium in the second heat exchange subsystem 2 can exchange heat with each other.

[0081] It is understandable that when the refrigerant in the first heat exchange subsystem 1 flows through the first heat exchange flow path 104, it can flow into the first refrigerant flow path of the first heat exchanger 3, and when the refrigerant in the second heat exchange subsystem 2 flows through the second heat exchange flow path 203, it can flow into the second refrigerant flow path of the first heat exchanger 3. The refrigerant in the first heat exchange subsystem 1 and the refrigerant in the second heat exchange subsystem 2 can exchange heat at the first heat exchanger 3 to improve the heat utilization rate in the thermal management system 100 and enhance the heat exchange effect of the thermal management system 100.

[0082] Among them, refer to Figure 2 , Figure 3 and Figure 4 The refrigerant in the first heat exchange subsystem 1 under various working conditions (such as cooling the battery module 14 and heating the battery module 14 ) flows through the first heat exchange flow path 104 , that is, the refrigerant in the first heat exchange subsystem 1 flows through the first refrigerant flow path.

[0083] Reference Figure 2 , the second heat exchange subsystem 2 is not connected to the second heat exchange flow path 203, that is, the refrigerant in the second heat exchange subsystem 2 does not flow into the second refrigerant flow path during the circulation process, and the refrigerant in the first heat exchange subsystem 1 and the refrigerant in the second heat exchange subsystem 2 cannot be exchanged with each other. Figure 3 , the second heat exchange flow path 203 is connected in series between the second condensation flow path 201 and the second evaporation flow path 202, and the refrigerant in the second heat exchange subsystem 2 flows into the second heat exchange flow path 203 through the second condensation flow path 201, and further flows into the second evaporation flow path 202 and then returns to the second compressor 21; refer to Figure 4 , the second heat exchange flow path 203 is connected between the second refrigerant outlet 211 and the second evaporation flow path 202, and the refrigerant in the second heat exchange subsystem 2 flows into the second heat exchange flow path 203 through the second refrigerant outlet 211, and further flows into the second evaporation flow path 202 and then returns to the second compressor 21. That is to say, when the second heat exchange subsystem 2 is in the above two working conditions, the refrigerant in the second heat exchange subsystem 2 will flow through the second heat exchange flow path 203, and the refrigerant can flow into the second refrigerant flow path and exchange heat with the refrigerant in the first refrigerant flow path, realizing the heat exchange between the refrigerant in the first heat exchange subsystem 1 and the refrigerant in the second heat exchange subsystem 2, and meeting more than 100 heat exchange requirements (cooling or heating) of the thermal management system.

[0084] Reference Figure 3 , the battery module 14 in the first heat exchange subsystem 1 is in a cooling condition, the refrigerant discharged through the first condensation flow path 101 flows into the first heat exchange flow path 104, and flows to the battery heat exchange branch 103 and the first evaporation flow path 102 respectively after flowing through the first refrigerant flow path, and the drive motor assembly 23 in the second heat exchange subsystem 2 is also in a cooling condition, the refrigerant discharged through the second condensation flow path 201 flows into the second heat exchange flow path 203, and flows to the second evaporation flow path 202 after flowing through the second refrigerant flow path. At this time, the refrigerant in the first heat exchange subsystem 1 can exchange heat with the refrigerant in the second heat exchange subsystem 2, so that the refrigerant in one of the first heat exchange subsystem 1 and the second heat exchange subsystem 2 can be condensed twice.

[0085] It is understandable that when the cooling demand of the battery module 14 and the passenger compartment is high, the refrigerant in the first refrigerant flow path is condensed twice by the refrigerant in the second refrigerant flow path, thereby further improving the cooling capacity of the refrigerant in the first heat exchange subsystem 1, meeting the heat dissipation demand of the battery module 14, and improving the cooling effect of the passenger compartment, thereby enhancing the driving experience of the passengers; when the cooling demand of the battery module 14 and the passenger compartment is low, the refrigerant in the first refrigerant flow path is condensed twice by the refrigerant in the second refrigerant flow path, thereby further improving the cooling capacity of the refrigerant in the second heat exchange subsystem 2, and further improving the heat dissipation effect on the side of the drive motor assembly 23 in the second heat exchange subsystem 2. It should be noted that in Figure 3 Under the working conditions shown, the heat exchange method between the refrigerant in the first heat exchange subsystem 1 and the refrigerant in the second heat exchange subsystem 2 can be designed according to the heat dissipation of the battery module 14 and the cooling requirements of the passenger compartment.

[0086] Among them, when the refrigerant temperature in the first refrigerant flow path is lower than the refrigerant temperature in the second refrigerant flow path, secondary condensation of the refrigerant in the first refrigerant flow path can be achieved through heat exchange; when the refrigerant temperature in the first refrigerant flow path is higher than the refrigerant temperature in the second refrigerant flow path, secondary condensation of the refrigerant in the second refrigerant flow path can be achieved through heat exchange.

[0087] In the present application, the thermal management system 100 includes a first heat exchange subsystem 1 and a second heat exchange subsystem 2, and the heat exchange medium in each heat exchange subsystem is a refrigerant, and the battery module 14 and the drive motor assembly 23 are applied to the direct cooling system to improve the heat exchange efficiency of the battery module 14 and the drive motor assembly 23. Compared with the prior art, the liquid cooling system of the motor is eliminated, and the drive motor assembly 23 is cooled by the direct cooling system (i.e., the second heat exchange subsystem 2), which can improve the heat dissipation efficiency of the motor.

[0088] At the same time, the thermal management system 100 in the present application can realize multiple heat exchange modes, such as: passenger compartment cooling alone, passenger compartment heating alone, battery module 14 heating alone, battery module 14 cooling alone, battery module 14 heating alone, passenger compartment heating and battery module 14 cooling at the same time, passenger compartment and battery module 14 cooling at the same time, and drive motor assembly 23 cooling, etc. Among them, the drive motor assembly 23 cooling can be carried out simultaneously with passenger compartment cooling and battery module 14 cooling, or with passenger compartment heating and battery module 14 heating, and through the heat exchange between the refrigerant in the first heat exchange subsystem 1 and the refrigerant in the second heat exchange subsystem 2, the heat in the thermal management system 100 is fully utilized, and the heat exchange effect of the thermal management system 100 is improved.

[0089] like Figure 1 As shown, in some embodiments of the present application, the first condensation flow path 101 includes: a first condensation branch 1011 and a second condensation branch 1012 .

[0090] Reference Figure 1 The first condensation branch 1011 is provided with a first off-vehicle heat exchanger 12 for exchanging heat with the outside, and the first condensation branch 1011 can be selectively connected to the first refrigerant outlet 111; the second condensation branch 1012 is provided with an on-vehicle heat exchanger 13 for exchanging heat with the passenger compartment, and the second condensation branch 1012 can be selectively connected to the first refrigerant outlet 111. The second condensation branch 1012 is connected in parallel with the first condensation branch 1011.

[0091] It is understandable that the first heat exchange subsystem 1 can exchange heat with the passenger compartment of the vehicle to meet the heat exchange (cooling or heating) requirements of the passenger compartment. When the passenger compartment needs to be heated, the second condensation branch 1012 is connected to the first refrigerant outlet 111, and the in-vehicle heat exchanger 13 can transfer heat to one side of the passenger compartment to heat the passenger compartment; when the passenger compartment does not need to be heated, the first condensation branch 1011 is connected to the first refrigerant outlet 111, and the heat is transferred to the outside through the first out-of-vehicle heat exchanger 12.

[0092] like Figure 1 As shown, in a further embodiment of the present application, the first condensation branch 1011 is provided with a first solenoid valve 41, which is located between the first refrigerant outlet 111 and the first external heat exchanger 12, and is used to control the on-off of the first refrigerant outlet 111 and the first external heat exchanger 12; the second condensation branch 1012 is provided with a second solenoid valve 42, which is located between the first refrigerant outlet 111 and the internal heat exchanger 13, and is used to control the on-off of the first refrigerant outlet 111 and the internal heat exchanger 13.

[0093] In other embodiments, a three-way valve is provided between the first condensation branch 1011, the second condensation branch 1012 and the first compressor 11, and the three-way valve can be used to adjust the on-off between the first refrigerant outlet 111 and the first condensation branch 1011, and between the first refrigerant outlet 111 and the second condensation branch 1012. When the three-way valve is provided, the number of components (such as a one-way valve, a solenoid valve, etc.) in the thermal management system 100 can be reduced, so that the layout of the thermal management system 100 is simple.

[0094] like Figure 1 As shown, in some embodiments of the present application, the first condensation branch 1011 is provided with a first one-way valve 51, and the first one-way valve 51 is arranged between the first external heat exchanger 12 and the first evaporation flow path 102 to limit the refrigerant from the first condensation branch 1011 to flow unidirectionally into the first evaporation flow path 102 side; the second condensation branch 1012 is provided with a second one-way valve 52, and the second one-way valve 52 is arranged between the internal heat exchanger 13 and the first evaporation flow path 102 to limit the refrigerant from the second condensation branch 1012 to flow unidirectionally into the first evaporation flow path 102 side.

[0095] like Figure 1 As shown, in some embodiments of the present application, the first evaporation flow path 102 includes: a first evaporation branch 1021 and a second evaporation branch 1022 .

[0096] Reference Figure 1 The first evaporation branch 1021 is provided with a first heating device 15, and the first evaporation branch 1021 can be selectively connected to the first refrigerant inlet 112; the second evaporation branch 1022 is provided with a second heat exchanger 16 for exchanging heat with the passenger compartment, and the second evaporation branch 1022 can be selectively connected to the first refrigerant inlet 112. The second evaporation branch 1022 is connected in parallel with the first evaporation branch 1021.

[0097] It is understandable that the first heat exchange subsystem 1 can exchange heat with the passenger compartment of the vehicle to meet the heat exchange (cooling or heating) requirements of the passenger compartment. When the passenger compartment needs to be cooled, the second evaporation branch 1022 is connected to the first condensation flow path 101, and the second heat exchanger 16 is an evaporator, which can exchange heat with the passenger compartment (such as: delivering cold air to the passenger compartment) to cool the passenger compartment; when the passenger compartment does not need to be cooled, the first evaporation branch 1021 is connected to the first condensation flow path 101, and the refrigerant is heated by the first heating device 15 so that the refrigerant can be fully evaporated at the first evaporation branch 1021.

[0098] like Figure 1 As shown, in some embodiments of the present application, the first evaporation branch 1021 is provided with a second throttling member 182, and the second throttling member 182 is arranged between the first heating device 15 and the first heat exchanger 3; the second evaporation branch 1022 is provided with a third throttling member 183, and the third throttling member 183 is arranged between the second heat exchanger 16 and the first heat exchanger 3.

[0099] It can be understood that the throttling element (such as the second throttling element 182 and the third throttling element 183) allows the medium-temperature and high-pressure liquid refrigerant to pass through the throttling element to become low-temperature and low-pressure wet steam, and then the refrigerant can absorb heat in the second heat exchanger 16 to achieve a cooling effect.

[0100] In some embodiments, the throttling element (such as the second throttling element 182 and the third throttling element 183) can be specifically configured as an expansion valve. After flowing through the second throttling element 182, the refrigerant in the first evaporation branch 1021 further flows to the first heating device 15; after flowing through the third throttling element 183, the refrigerant in the second evaporation branch 1022 further flows to the second heat exchanger 16.

[0101] like Figure 1As shown, in some embodiments of the present application, the first evaporation branch 1021 is provided with a third one-way valve 53, and the third one-way valve 53 is arranged between the first heating device 15 and the first refrigerant inlet 112 to limit the one-way flow of the refrigerant from the refrigerant in the first evaporation branch 1021 to the side of the first compressor 11; the second evaporation branch 1022 is provided with a fourth one-way valve 54, and the fourth one-way valve 54 is arranged between the second heat exchanger 16 and the first refrigerant inlet 112 to limit the one-way flow of the refrigerant from the second evaporation branch 1022 to the side of the first compressor 11.

[0102] Reference Figure 1 When only the passenger compartment needs to be cooled (i.e., the temperature of the battery module 14 is not adjusted by the first heat exchange subsystem 1), the first compressor 11, the first condensation branch 1011 and the second evaporation branch 1022 are connected to cool the passenger compartment through the second heat exchanger 16; when only the passenger compartment needs to be heated (i.e., the temperature of the battery module 14 is not adjusted by the first heat exchange subsystem 1), the first compressor 11, the second condensation branch 1012 and the first evaporation branch 1021 are connected to heat the passenger compartment through the in-vehicle heat exchanger 13. In this circulation mode, the refrigerant is heated by the first heating device 15 to fully evaporate.

[0103] It can be further understood that when the battery module 14 needs to be heat exchanged, the battery heat exchange branch 103 can be connected to meet the temperature adjustment requirements of the battery module 14. For example, when the temperature of the battery module 14 needs to be increased, the battery heat exchange branch 103 is connected in parallel with the first condensation flow path 101 (such as the second condensation branch 1012); when the temperature of the battery module 14 needs to be reduced, the battery heat exchange branch 103 is connected in parallel with the first evaporation branch 1021 (such as the second evaporation branch 1022).

[0104] like Figure 1 As shown, in some embodiments of the present application, the battery heat exchange branch 103 includes a first pipeline 1031, a second pipeline 1032 and a third pipeline 1033. The battery module 14 is arranged on the first pipeline 1031, and one end of the first pipeline 1031 is selectively connected to the first refrigerant inlet 112 or the first refrigerant outlet 111; one end of the second pipeline 1032 is connected to the other end of the first pipeline 1031, and the other end of the second pipeline 1032 is respectively connected to the first heat exchange flow path 104 and the first condensation flow path 101; one end of the third pipeline 1033 is connected to the other end of the first pipeline 1031, and the other end of the third pipeline 1033 is respectively connected to the first heat exchange flow path 104 and the first evaporation flow path 102.

[0105] Reference Figure 2 and Figure 3When the first pipeline 1031 is connected to the first refrigerant inlet 112, the refrigerant in the first compressor 11 flows into the first pipeline 1031 through the third pipeline 1033 after passing through the first condensation flow path 101, and the refrigerant returns to the first compressor 11 after passing through the battery module 14. At this time, the battery module 14 is equivalent to the evaporator in the refrigerant circulation loop, so that the battery module 14 can be cooled.

[0106] The refrigerant enters the first heat exchange path 104 after being discharged from the first condensation path 101 , and enters the battery heat exchange branch 103 after flowing through the first refrigerant path (ie, the first heat exchanger 3 ).

[0107] In a further embodiment of the present application, a first throttle 181 is provided on the third pipeline 1033, and the first throttle 181 can throttle the medium-temperature and high-pressure liquid refrigerant to form low-temperature and low-pressure wet steam, so that the refrigerant can absorb heat at the battery module 14 to achieve a cooling effect. The first throttle 181 can be configured as an expansion valve.

[0108] Reference Figure 4 When the first pipeline 1031 is connected to the first refrigerant outlet 111, the refrigerant in the first compressor 11 can flow into the first pipeline 1031, and the refrigerant in the first pipeline 1031 can flow to the first heat exchange path 104 through the second pipeline 1032 after flowing through the battery module 14. At this time, the battery module 14 is equivalent to a condenser in the refrigerant circulation loop, so that the battery module 14 can be heated.

[0109] Therefore, by controlling the access state of the battery heat exchange branch 103 in the first heat exchange subsystem 1 , the heating or cooling demand of the battery module 14 can be met.

[0110] like Figure 1 As shown, in a further embodiment of the present application, the second pipeline 1032 is provided with a third solenoid valve 43 , and the third solenoid valve 43 is used to control the on-off of the second pipeline 1032 .

[0111] It is understandable that when the battery module 14 needs to be heated, one end of the first pipeline 1031 is connected to the outlet of the first compressor 11, and the third solenoid valve 43 is opened, and the other end of the first pipeline 1031 is connected to the first heat exchange flow path 104 through the second pipeline 1032 to connect the battery heat exchange branch 103 to the refrigerant circulation loop. Figure 2 and Figure 3When the battery module 14 needs to be cooled, the third solenoid valve 43 is closed, and the refrigerant discharged through the first condensation flow path 101 needs to flow into the first pipeline 1031 through the third pipeline 1033, so that the refrigerant can flow into the first pipeline 1031 after flowing through the first refrigerant flow path, and then the refrigerant in the first heat exchange subsystem 1 flows into the battery heat exchange branch 103 after secondary condensation at the first heat exchanger 3, thereby improving the cooling effect on the battery module 14.

[0112] like Figure 1 As shown, in some embodiments of the present application, the battery heat exchange branch 103 also includes: a fourth pipeline 1034 and a fifth pipeline 1035, the fourth pipeline 1034 is connected between the first refrigerant outlet 111 and one end of the first pipeline 1031, and the fourth pipeline 1034 is provided with a fourth solenoid valve 44, and the fourth solenoid valve 44 is used to control the on-off of the fourth pipeline 1034; the fifth pipeline 1035 is connected between the first refrigerant inlet 112 and one end of the first pipeline 1031, and the fifth pipeline 1035 is provided with a fifth solenoid valve 45, and the fifth solenoid valve 45 is used to control the on-off of the fifth pipeline 1035.

[0113] Reference Figure 4 When the battery module 14 needs to be heated, the fourth solenoid valve 44 is opened and the fifth solenoid valve 45 is closed, and the first pipeline 1031 is connected to the first refrigerant outlet 111 through the fourth pipeline 1034; Figure 2 and Figure 3 When the battery module 14 needs to be cooled, the fifth solenoid valve 45 is opened and the fourth solenoid valve 44 is closed, and the first pipeline 1031 is connected to the first refrigerant inlet 112 through the fifth pipeline 1035 .

[0114] It can be understood that the fourth solenoid valve 44 and the fifth solenoid valve 45 can be replaced by a three-way valve, that is, a three-way valve is set at the intersection of the first pipeline 1031, the fourth pipeline 1034 and the fifth pipeline 1035, and the three-way valve is used to control the connection and disconnection between the first pipeline 1031, the fourth pipeline 1034 and the fifth pipeline 1035, thereby reducing the number of components in the first heat exchange subsystem 1.

[0115] like Figure 1 As shown, in some embodiments of the present application, the second heat exchange flow path 203 includes: a first heat exchange branch 2031 and a second heat exchange branch 2032 .

[0116] Reference Figure 1One end of the first heat exchange branch 2031 is connected to the second refrigerant outlet 211, and the other end of the first heat exchange branch 2031 is selectively connected to one of the second condensation flow path 201 and the second evaporation flow path 202. When the first heat exchange branch 2031 is connected between the second refrigerant outlet 211 and the second evaporation flow path 202, the refrigerant discharged through the second refrigerant outlet 211 can enter the second evaporation flow path 202 after flowing through the first heat exchange branch 2031, so as to cool the drive motor assembly 23.

[0117] Furthermore, the second heat exchange branch 2032 is connected between the first heat exchange branch 2031 and the second evaporation flow path 202, and one end of the second heat exchange branch 2032 is connected to the first heat exchange branch and is located between the second refrigerant flow path and the second refrigerant outlet 211, and the other end of the second heat exchange branch 2032 is connected to the second evaporation flow path 202 and is located between the connection between the second evaporation flow path 202 and the second condensation flow path 201 and the drive motor assembly 23.

[0118] Therefore, by controlling the connection status of the first heat exchange branch 2031 and the second heat exchange branch 2032, a variety of refrigerant circulation loops can be formed in the second heat exchange subsystem 2 to exchange heat between the refrigerant in the first heat exchange subsystem 1 and the refrigerant in the second heat exchange subsystem 2 while meeting the cooling requirements of the drive motor assembly 23, thereby improving the heat exchange effect of the thermal management system 100.

[0119] It is understandable that, because the second refrigerant flow path is connected to the second heat exchange flow path 203, heat exchange between the refrigerant in the second heat exchange subsystem 2 and the refrigerant in the first heat exchange subsystem 1 can be achieved only when the second circulation flow path is connected to the refrigerant circulation loop formed in the second heat exchange subsystem 2.

[0120] like Figure 1 As shown, in some embodiments of the present application, the second condensing flow path 201 is provided with a second external heat exchanger 22 for exchanging heat with the outside, and the second condensing flow path 201 is also provided with a sixth solenoid valve 46, which is arranged between the second external heat exchanger 22 and the second refrigerant outlet 211, and is used to control the opening and closing of the second refrigerant outlet 211 and the second condensing flow path 201.

[0121] Reference Figure 2 and Figure 3 When the second condensing flow path 201 needs to be connected, the sixth solenoid valve 46 is controlled to open so that the refrigerant discharged from the second refrigerant outlet 211 can flow into the second condensing flow path 201 and condense at the second external heat exchanger 22 .

[0122] like Figure 1As shown, in some embodiments of the present application, the first heat exchange branch 2031 is provided with a seventh solenoid valve 47 , and the seventh solenoid valve 47 is used to control the connection and disconnection between the second refrigerant outlet 211 and the first heat exchange branch 2031 .

[0123] Reference Figure 4 When it is necessary to connect to the first heat exchange branch 2031, the seventh solenoid valve 47 is controlled to open so that the refrigerant discharged from the second refrigerant outlet 211 can flow into the first heat exchange branch 2031 and exchange heat with the refrigerant in the first heat exchange subsystem 1 at the first heat exchanger 3 to achieve condensation.

[0124] It can be understood that the sixth solenoid valve 46 and the seventh solenoid valve 47 can be replaced by a three-way valve, that is, a three-way valve is set at the intersection of the second refrigerant outlet 211, the second condensation flow path 201 and the first heat exchange branch 2031, and the three-way valve is used to control the connection and disconnection of the second refrigerant outlet 211, the second condensation flow path 201 and the first heat exchange branch 2031, thereby reducing the number of components in the second heat exchange subsystem 2.

[0125] like Figure 1 As shown, in some embodiments of the present application, the second evaporation flow path 202 is also provided with an eighth solenoid valve 48, and the eighth solenoid valve 48 is used to control the opening and closing of the second evaporation flow path 202 and the second condensation flow path 201, and the second evaporation flow path 202 is also provided with a fourth throttling device 26 located between the eighth solenoid valve 48 and the drive motor assembly 23, and the connection between the second heat exchange branch 2032 and the second evaporation flow path 202 is located between the eighth solenoid valve 48 and the fourth throttling device 26.

[0126] It can be understood that the fourth throttling element 26 is used to convert the medium-temperature and high-pressure liquid refrigerant flowing into the second evaporation flow path 202 into low-temperature and low-pressure wet steam through throttling, and then the refrigerant can absorb heat at the drive motor assembly 23 to achieve a cooling effect. The fourth throttling element 26 can be specifically configured as an expansion valve.

[0127] Reference Figure 2 When the second condensation flow path 201 and the second evaporation flow path 202 are directly connected, the eighth solenoid valve 48 is opened, and the refrigerant flowing out of the second condensation flow path 201 can directly enter the second evaporation flow path 202; Figure 3 When the second heat exchange flow path 203 (the second heat exchange branch 2032 and part of the first heat exchange branch 2031) needs to be connected, the eighth solenoid valve 48 is closed, and the refrigerant flowing out through the second condensation flow path 201 can enter the second heat exchange flow path 203 and further flow into the second evaporation flow path 202.

[0128] In a further embodiment of the present application, the first heat exchange branch 2031 is provided with a ninth solenoid valve 49, and the ninth solenoid valve 49 is arranged on the first heat exchange branch 2031 and is located between the connection between the second condensation flow path 201 and the evaporation flow path 202 and the second refrigerant flow path.

[0129] Reference Figure 3 When it is necessary to connect the second heat exchange flow path 203 with the second condensation flow path 201 , the eighth solenoid valve 48 is controlled to be closed and the ninth solenoid valve 49 is controlled to be opened, and the refrigerant in the second condensation flow path 201 flows through the second heat exchange flow path 203 and then flows into the second evaporation flow path 202 .

[0130] like Figure 1 As shown, in some embodiments of the present application, the second condensation flow path 201 is provided with a fifth one-way valve 55. Figure 4 The fifth one-way valve 55 is used to limit the refrigerant in the first heat exchange branch 2031 from flowing to the second external heat exchanger 22 .

[0131] It is understandable that the eighth solenoid valve 48 and the ninth solenoid valve 49 can be equivalently replaced by a three-way valve, that is, a three-way valve is set at the intersection of the second condensing flow path 201, the second evaporating flow path 202 and the first heat exchange branch 2031, and the three-way valve is used to control the connection and disconnection of the second condensing flow path 201, the second evaporating flow path 202 and the first heat exchange branch 2031. When the three-way valve is set, the fifth one-way valve 55 can be saved, thereby reducing the number of components in the second heat exchange subsystem 2.

[0132] Reference Figure 4 In some embodiments of the present application, a sixth one-way valve 56 is provided on the second heat exchange branch 2032 , and the sixth one-way valve 56 is used to limit the one-way flow of the refrigerant into the second heat exchange branch 2032 through the second heat exchange branch 2032 .

[0133] In some embodiments of the present application, the first heat exchange subsystem 1 further includes a first gas-liquid separator 17, and the first gas-liquid separator 17 is disposed between the first refrigerant inlet 112 and the first evaporation flow path 102. Figure 1 The refrigerant discharged to the first refrigerant inlet 112 through the battery heat exchange branch 103 or the first evaporation flow path 102 needs to return to the first compressor 11 after passing through the first gas-liquid separator 17, so as to fully separate the gaseous refrigerant and the liquid refrigerant in the first heat exchange subsystem 1 to ensure the operating reliability and stability of the first compressor 11.

[0134] In some embodiments of the present application, the second heat exchange subsystem 2 further includes a second gas-liquid separator 25, and the second gas-liquid separator 25 is disposed between the second refrigerant inlet 212 and the second evaporation flow path 202. Figure 1The refrigerant discharged to the second refrigerant inlet 212 through the second evaporation flow path 202 needs to return to the second compressor 21 after passing through the second gas-liquid separator 25, so as to fully separate the gaseous refrigerant and the liquid refrigerant in the second heat exchange subsystem 2 to ensure the operating reliability and stability of the second compressor 21.

[0135] like Figure 1 As shown, in some embodiments of the present application, the second evaporation branch 1022 is further provided with a second heating device 24, and the second heating device 24 is arranged between the drive motor assembly 23 and the second refrigerant inlet 212. After the refrigerant in the second evaporation flow path 202 flows through the drive motor assembly 23, it can enter the second heating device 24, and return to the second compressor 21 after being heated and fully evaporated by the second heating device 24.

[0136] It is understandable that the second heating device 24 is used to further heat the refrigerant flowing through the drive motor assembly 23 so that the refrigerant in the second evaporation flow path 202 can be fully evaporated. The second heating device 24 can be selectively turned on according to the refrigerant evaporation demand.

[0137] In some embodiments, the first heating device 15 and the second heating device 24 in the present application may be configured as tubular heaters, but are not limited thereto.

[0138] Reference Figure 1-Figure 4 , describing various operating modes of the thermal management system 100 according to an embodiment of the present application:

[0139] Reference Figure 2 , which is the passenger compartment cooling, battery module 14 cooling, and drive motor assembly 23 cooling condition one.

[0140] In the first heat exchange subsystem 1, the first compressor 11, the first condensation flow path 101 (the first condensation branch 1011), the first heat exchange flow path 104, the battery heat exchange branch 103 (the first pipeline 1031, the third pipeline 1033 and the fifth pipeline 1035), and the first evaporation flow path 102 (the second evaporation branch 1022) form a refrigerant circulation loop. The first compressor 11 discharges high-temperature and high-pressure gas refrigerant, which is condensed into high-pressure and medium-temperature liquid through the first off-vehicle heat exchanger 12, and further passes through the first heat exchanger 3 (the first heat exchanger 3 is not working at this time) to flow to the battery module 14 and the second heat exchanger 16 respectively, to achieve cooling of the battery module 14 and the passenger compartment, and finally flows through the first gas-liquid separator 17 back to the first compressor 11.

[0141] In the second heat exchange subsystem 2, the second compressor 21, the second condensation branch 1012 and the second evaporation flow path 202 form a refrigerant circulation loop. The second compressor 21 discharges the refrigerant, which flows through the second off-vehicle heat exchanger 22 and then flows through the drive motor assembly 23, where the motor is cooled and cooled, and then further returns to the second compressor 21 through the second heating device 24.

[0142] In the above working condition, the refrigerant in the first heat exchange subsystem 1 flows through the first heat exchanger 3, and the refrigerant in the second heat exchange subsystem 2 does not flow through the first heat exchanger 3, and the refrigerant in the first heat exchange subsystem 1 and the refrigerant in the second heat exchange subsystem 2 do not exchange heat.

[0143] Reference Figure 3 , which is the second operating condition for cooling the passenger compartment, cooling the battery module 14, and cooling the drive motor assembly 23.

[0144] In the first heat exchange subsystem 1, the first compressor 11, the first condensation flow path 101 (the first condensation branch 1011), the first heat exchange flow path 104, the battery heat exchange branch 103 (the first pipeline 1031, the third pipeline 1033 and the fifth pipeline 1035), and the first evaporation flow path 102 (the second evaporation branch 1022) form a refrigerant circulation loop. The first compressor 11 discharges high-temperature and high-pressure gas refrigerant, which is condensed into high-pressure and medium-temperature liquid through the first off-vehicle heat exchanger 12, and further passes through the first heat exchanger 3 (the first heat exchanger 3 is not working at this time) to flow to the battery module 14 and the second heat exchanger 16 respectively, to achieve cooling of the battery module 14 and the passenger compartment, and finally flows through the first gas-liquid separator 17 back to the first compressor 11.

[0145] In the second heat exchange subsystem 2, the second compressor 21, the second condensation branch 1012, the second heat exchange flow path 203 (the first heat exchange branch 2031 and the second heat exchange branch 2032), and the second evaporation flow path 202 form a refrigerant circulation loop. The second compressor 21 discharges the refrigerant, which flows into the first heat exchange branch 2031 and the second heat exchange branch 2032 after passing through the second off-board heat exchanger 22, and further enters the second evaporation flow path 202, realizes heat dissipation and cooling of the motor in the drive motor assembly 23, and finally returns to the second compressor 21 through the second heating device 24.

[0146] In the above working conditions, the refrigerant in the first heat exchange subsystem 1 flows through the first heat exchanger 3, and the refrigerant in the second heat exchange subsystem 2 also flows through the first heat exchanger 3. The refrigerant in the first heat exchange subsystem 1 and the refrigerant in the second heat exchange subsystem 2 can exchange heat at the first heat exchanger 3 to achieve heat exchange between the first heat exchange subsystem 1 and the second heat exchange subsystem 2. The cooling comfort of the passenger compartment can be improved according to the heat exchange requirements, the heat dissipation requirements of the battery module 14 under high temperature fast charging can be met, or the heat dissipation on the side of the drive motor assembly 23 can be improved.

[0147] Reference Figure 4 , which is the operating condition of heating the passenger compartment, heating the battery module 14, and cooling the drive motor assembly 23.

[0148] In the first heat exchange subsystem 1, the first compressor 11, the first condensation flow path 101 (the second condensation branch 1012), the battery heat exchange branch 103 (the first pipeline 1031, the second pipeline 1032 and the fourth pipeline 1034) and the first evaporation flow path 102 (the first evaporation branch 1021) form a refrigerant circulation loop. The first compressor 11 discharges high-temperature and high-pressure gas refrigerant, which flows into the second condensation branch 1012 and the battery heat exchange branch 103 respectively, and condenses through the in-vehicle heat exchanger 13 and the battery module 14 respectively to heat the passenger compartment and the battery module 14, and then further flows into the first evaporation branch 1021 through the first heat exchange branch 2031, is heated and evaporated by the first heating device 15, and finally flows through the first gas-liquid separator 17 back to the first compressor 11.

[0149] In the second heat exchange subsystem 2, the second compressor 21, the second heat exchange flow path 203 (the first heat exchange branch 2031) and the second evaporation flow path 202 form a refrigerant circulation loop. The second compressor 21 discharges the refrigerant, which enters the second evaporation flow path 202 after passing through the first heat exchange branch 2031 (flowing through the second refrigerant flow path), realizes heat dissipation and cooling of the motor in the drive motor assembly 23, and finally returns to the second compressor 21 through the second heating device 24.

[0150] In the above working condition, the refrigerant in the first heat exchange subsystem 1 flows through the first heat exchanger 3, and the refrigerant in the second heat exchange subsystem 2 also flows through the first heat exchanger 3. The refrigerant in the first heat exchange subsystem 1 and the refrigerant in the second heat exchange subsystem 2 can exchange heat at the first heat exchanger 3 to achieve heat exchange between the first heat exchange subsystem 1 and the second heat exchange subsystem 2. At the same time, the first heat exchanger 3 is equivalent to the condenser in the second heat exchange subsystem 2, and the refrigerant in the second heat exchange subsystem 2 is condensed by heating the refrigerant in the first heat exchange subsystem 1.

[0151] It should be noted that the above passenger compartment cooling or heating and battery module 14 cooling or heating can be operated separately, such as: only the first compressor 11, the first condensing flow path 101 and the first evaporating flow path 102 are connected in the first heat exchange subsystem 1, and this is the passenger compartment cooling mode only. At the same time, the second heating device 24 will only start working when there is insufficient heat in the drive motor assembly 23.

[0152] According to the vehicle of the second aspect of the present application, the vehicle includes the above-mentioned thermal management system 100, and the thermal management system 100 can meet the cooling or heating requirements of various working modes.

[0153] In the present application, the drive motor assembly 23 in the thermal management system 100 is cooled and dissipated by the refrigerant, which can improve the heat dissipation efficiency of the drive motor assembly 23. At the same time, by setting the first heat exchanger 3, the refrigerant in the first heat exchange subsystem 1 and the refrigerant in the second heat exchange subsystem 2 can be heat exchanged. In the heating mode, the heat of the drive motor assembly 23 can be directly and efficiently exchanged through the first heat exchanger 3, thereby improving the heating effect of the battery module 14 and the passenger compartment side.

[0154] It should be noted that the conventional coolant system is eliminated in the present application, which can avoid the problem of electrical short circuit caused by coolant leakage and improve the electrical safety of the entire vehicle. In addition, since the density of the refrigerant is lower than that of the coolant, the weight of the thermal management system 100 can be reduced to achieve a lightweight design.

[0155] Reference Figure 1 In some embodiments of the present application, the vehicle is further provided with a third heating device 6, and the third heating device 6 is used to heat the passenger compartment.

[0156] The third heating device 6 is configured as a PTC heater, which can heat the air blown to the passenger compartment to increase the air supply temperature in the passenger compartment and improve the heating effect on the passenger compartment.

[0157] In the description of this application, "first feature" or "second feature" may include one or more of the features.

[0158] In the description of the present application, “plurality” means two or more.

[0159] In the description of the present application, a first feature being “on” or “under” a second feature may include that the first and second features are directly in contact with each other, or may include that the first and second features are not in direct contact with each other but are in contact with each other via another feature therebetween.

[0160] In the description of the present application, “above”, “over” and “above” a first feature to a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0161] 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 present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0162] Although the embodiments of the present application 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 application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, characterized in that: The vehicle is provided with a drive motor assembly (23) and a battery module (14), and the thermal management system comprises: A first heat exchange subsystem (1), wherein the first heat exchange subsystem (1) can be used to exchange heat with a passenger compartment of a vehicle, and the battery module (14) is connected to the first heat exchange subsystem (1), and the first heat exchange subsystem (1) can exchange heat with the battery module (14); A second heat exchange subsystem (2), wherein the second heat exchange subsystem (2) is provided with the drive motor assembly (23) and is used to cool the drive motor assembly (23); A first heat exchanger (3), wherein the first heat exchanger (3) is provided with a first refrigerant flow path and a second refrigerant flow path, wherein the first refrigerant flow path is connected to the first heat exchange subsystem (1), and the second refrigerant flow path is connected to the second heat exchange subsystem (2), and the refrigerant in the first heat exchange subsystem (1) can selectively exchange heat with the refrigerant in the second heat exchange subsystem (2) at the first heat exchanger (3).

2. The thermal management system of a vehicle according to claim 1, characterized in that: The first heat exchange subsystem (1) comprises: A first compressor (11), the first compressor (11) is used to compress the refrigerant; a first condensing flow path (101) and a first evaporating flow path (102), wherein the first condensing flow path (101) is in communication with a first refrigerant outlet (111) of the first compressor (11), the first evaporating flow path (102) is in communication with a first refrigerant inlet (112) of the first compressor (11), and the first condensing flow path (101) and the first evaporating flow path (102) are in communication via a first heat exchange flow path (104); A battery heat exchange branch (103), the battery module (14) is connected to the battery heat exchange branch (103), and the battery heat exchange branch (103) can be selectively connected between the first condensation flow path (101) and the first evaporation flow path (102).

3. The thermal management system for a vehicle according to claim 2, characterized in that: The battery heat exchange branch (103) is arranged in parallel with the first condensation flow path (101) to heat the battery module (14) through the first heat exchange subsystem (1); Alternatively, the battery heat exchange branch (103) is arranged in parallel with the first evaporation flow path (102) to cool the battery module (14) through the first heat exchange subsystem (1).

4. The thermal management system for a vehicle according to claim 3, characterized in that: The second heat exchange subsystem (2) comprises: A second compressor (21), the second compressor (21) is used to compress the refrigerant; A second condensation flow path (201) and a second evaporation flow path (202), wherein the second condensation flow path (201) is connected to a second refrigerant outlet (211) of the second compressor (21), the second evaporation flow path (202) is provided with a drive motor assembly (23), and the second evaporation flow path (202) is connected to a second refrigerant inlet (212) of the second compressor (21).

5. The thermal management system for a vehicle according to claim 3, characterized in that: The battery heat exchange branch (103) comprises: A first pipeline (1031), the battery module (14) being arranged on the first pipeline (1031), and one end of the first pipeline (1031) being selectively connected to the first refrigerant inlet (112) or the first refrigerant outlet (111); a second pipeline (1032), one end of the second pipeline (1032) being connected to the other end of the first pipeline (1031), and the other end of the second pipeline (1032) being respectively connected to the first heat exchange flow path (104) and the first condensation flow path (101); A third pipeline (1033), one end of the third pipeline (1033) is connected to the other end of the first pipeline (1031), and the other end of the third pipeline (1033) is respectively connected to the first heat exchange flow path (104) and the first evaporation flow path (102).

6. The thermal management system for a vehicle according to claim 5, characterized in that: The third pipeline (1033) is provided with a first throttling member (181).

7. The thermal management system for a vehicle according to claim 5, characterized in that: The second pipeline (1032) is provided with a third solenoid valve (43), and the third solenoid valve (43) is used to control the on-off of the second pipeline (1032).

8. The thermal management system for a vehicle according to claim 5, characterized in that: The battery heat exchange branch (103) further includes: a fourth pipeline (1034), the fourth pipeline (1034) being connected between the first refrigerant outlet (111) and one end of the first pipeline (1031), and the fourth pipeline (1034) being provided with a fourth solenoid valve (44), the fourth solenoid valve (44) being used to control the on-off of the fourth pipeline (1034); A fifth pipeline (1035), wherein the fifth pipeline (1035) is connected between the first refrigerant inlet (112) and one end of the first pipeline (1031), and the fifth pipeline (1035) is provided with a fifth solenoid valve (45), and the fifth solenoid valve (45) is used to control the on-off of the fifth pipeline (1035).

9. The thermal management system for a vehicle according to claim 3, characterized in that: The first condensation flow path (101) comprises: A first condensation branch (1011), wherein the first condensation branch (1011) is provided with a first off-vehicle heat exchanger (12) for exchanging heat with the outside, and the first condensation branch (1011) can be selectively connected to the first refrigerant outlet (111); A second condensation branch (1012), wherein the second condensation branch (1012) is provided with an in-vehicle heat exchanger (13) for exchanging heat with the passenger compartment, and the second condensation branch (1012) can be selectively connected to the first refrigerant outlet (111); Wherein, the second condensation branch (1012) is connected in parallel with the first condensation branch (1011).

10. The thermal management system for a vehicle according to claim 9, characterized in that: The first condensation branch (1011) is provided with a first solenoid valve (41), and the first solenoid valve (41) is located between the first refrigerant outlet (111) and the first off-vehicle heat exchanger (12); The second condensation branch (1012) is provided with a second solenoid valve (42), and the second solenoid valve (42) is located between the first refrigerant outlet (111) and the in-vehicle heat exchanger (13).

11. The thermal management system for a vehicle according to claim 3, characterized in that: The first evaporation flow path (102) comprises: A first evaporation branch (1021), wherein the first evaporation branch (1021) is provided with a first heating device (15), and the first evaporation branch (1021) can be selectively connected to the first refrigerant inlet (112); a second evaporation branch (1022), wherein the second evaporation branch (1022) is provided with a second heat exchanger (16) for exchanging heat with the passenger compartment, and the second evaporation branch (1022) is selectively connected to the first refrigerant inlet (112); Wherein, the second evaporation branch (1022) is connected in parallel with the first evaporation branch (1021).

12. The thermal management system for a vehicle according to claim 11, characterized in that: The first evaporation branch (1021) is provided with a second throttling member (182), and the second throttling member (182) is provided between the first heating device (15) and the first heat exchanger (3); The second evaporation branch (1022) is provided with a third throttling element (183), and the third throttling element (183) is arranged between the second heat exchanger (16) and the first heat exchanger (3).

13. The thermal management system for a vehicle according to claim 4, characterized in that: The second heat exchange subsystem (2) also includes: a second heat exchange flow path (203), and the second heat exchange flow path (203) is selectively connected between the second refrigerant outlet (211) and the second evaporation flow path (202), or connected between the second condensation flow path (201) and the second evaporation flow path (202).

14. The thermal management system for a vehicle according to claim 13, characterized in that: The second heat exchange flow path (203) comprises: a first heat exchange branch (2031), wherein one end of the first heat exchange branch (2031) is connected to the second refrigerant outlet (211), and the other end of the first heat exchange branch (2031) is selectively connected to one of the second condensation flow path (201) and the second evaporation flow path (202); A second heat exchange branch (2032), wherein the second heat exchange branch (2032) is connected between the first heat exchange branch (2031) and the second evaporation flow path (202), and one end of the second heat exchange branch (2032) is connected to the first heat exchange branch (2031) and is located between the second refrigerant flow path and the second refrigerant outlet (211), and the other end of the second heat exchange branch (2032) is connected to the second evaporation flow path (202) and is located between the connection between the second evaporation flow path (202) and the second condensation flow path (201) and the drive motor assembly (23).

15. The thermal management system for a vehicle according to claim 14, characterized in that: The second condensing flow path (201) is provided with a second external heat exchanger (22) for exchanging heat with the outside, and a sixth solenoid valve (46) is provided between the second external heat exchanger (22) and the second refrigerant outlet (211), and the sixth solenoid valve is used to control the opening and closing of the second refrigerant outlet (211) and the second condensing flow path (201).

16. The thermal management system for a vehicle according to claim 14, characterized in that: The first heat exchange branch (2031) is provided with a seventh solenoid valve (47), and the seventh solenoid valve (47) is used to control the connection and disconnection between the second refrigerant outlet (211) and the first heat exchange branch (2031).

17. The thermal management system for a vehicle according to claim 14, characterized in that: The second evaporation flow path (202) is further provided with an eighth solenoid valve (48), and the eighth solenoid valve (48) is used to control the connection and disconnection of the second evaporation flow path (202) and the second condensation flow path (201).

18. The thermal management system for a vehicle according to claim 17, characterized in that: The second evaporation flow path (202) is also provided with a fourth throttling member (26) located between the eighth solenoid valve (48) and the drive motor assembly (23), and the connection between the second heat exchange branch (2032) and the second evaporation flow path (202) is located between the eighth solenoid valve (48) and the fourth throttling member (26).

19. The thermal management system for a vehicle according to claim 14, characterized in that: The first heat exchange branch (2031) is provided with a ninth solenoid valve (49), and the ninth solenoid valve (49) is provided on the first heat exchange branch (2031) and is located between the connection between the second condensation flow path (201) and the second evaporation flow path (202) and the second refrigerant flow path.

20. The thermal management system for a vehicle according to claim 4, characterized in that: The second evaporation flow path (202) is also provided with a second heating device (24), which is arranged between the drive motor assembly (23) and the second refrigerant inlet (212) and is used to heat the refrigerant.

21. The thermal management system for a vehicle according to claim 4, characterized in that: The first heat exchange subsystem (1) further comprises a first gas-liquid separator (17), wherein the first gas-liquid separator (17) is arranged between the first refrigerant inlet (112) and the first evaporation flow path (102); And / or, the second heat exchange subsystem (2) further comprises a second gas-liquid separator (25), and the second gas-liquid separator (25) is arranged between the second refrigerant inlet (212) and the second evaporation flow path (202).

22. A vehicle, characterized in that: Comprising a thermal management system according to any one of claims 1-21.

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