Thermal management system and vehicle

Abstract

The utility model discloses a heat management system and a vehicle. The heat management system comprises a motor heat exchange loop; the battery heat exchange loop is connected with the motor heat exchange loop in parallel; the air conditioning system comprises a first compressor, a second compressor, an out-vehicle heat exchanger, a first in-vehicle heat exchanger, a second in-vehicle heat exchanger and a heat exchanger; one end of the second compressor is connected with one end of the external heat exchanger and / or one end of the heat exchanger, and the other end of the second compressor is connected with one end of the first internal heat exchanger; the heating loop is selectively connected with the first in-vehicle heat exchanger or the heat exchanger in series; the first control valve set is connected with the first compressor, the outside-vehicle heat exchanger, the first inside-vehicle heat exchanger and the heat exchanger. The first compressor and the second compressor can be connected in series through the heat exchanger and / or the heat exchanger outside the vehicle, the compression energy and enthalpy difference of refrigerants are improved, energy consumption of heating and heating batteries is reduced, and therefore the cruising ability of the whole vehicle is improved.

Description

Technical Field

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

[0002] Due to different properties and design requirements, each system and its components of pure electric vehicles have different optimal operating temperature ranges, so external auxiliary means are needed to maintain each component in an appropriate temperature range to ensure that the components work normally, stably and efficiently and that the passenger compartment meets the comfort requirements of passengers. With the rapid development of my country's pure electric vehicle industry, the integration of vehicle control systems is becoming increasingly higher.

[0003] The reduction in range of electric vehicles in winter has always been a problem that has troubled OEMs. The heating of the battery and the passenger compartment all come from the battery, resulting in a shorter range for the vehicle in low temperature environments. Utility Model Content

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model proposes a thermal management system, in which the first compressor and the second compressor can be connected in series through a heat exchanger and / or an external heat exchanger to increase the compression energy and enthalpy difference of the refrigerant, reduce the energy consumption of heating and heating the battery, and thus improve the endurance of the whole vehicle.

[0005] According to the thermal management system of the first aspect of the utility model, the thermal management system includes: a motor heat exchange circuit; a battery heat exchange circuit, the battery heat exchange circuit and the motor heat exchange circuit are connected in parallel; an air-conditioning system, the air-conditioning system includes: a first compressor, a second compressor, an outdoor heat exchanger, a first indoor heat exchanger, a second indoor heat exchanger and a heat exchanger, the heat exchanger and the motor heat exchange circuit and / or the battery heat exchange circuit are connected in series, one end of the second compressor is connected to one end of the outdoor heat exchanger and / or one end of the heat exchanger, and the other end of the second compressor is connected to one end of the first indoor heat exchanger; a heating circuit, the heating circuit is selectively connected in series with the first indoor heat exchanger or the heat exchanger; a first control valve group, the first control valve group is respectively connected to the first compressor, the outdoor heat exchanger, the first indoor heat exchanger and the heat exchanger, and controls the first compressor and the second compressor to be connected in series.

[0006] According to the thermal management system of the utility model, the first compressor and the second compressor can be connected in series through a heat exchanger and / or an external heat exchanger to increase the compression energy and enthalpy difference of the refrigerant, reduce the energy consumption of heating and heating the battery, and thus improve the endurance of the entire vehicle.

[0007] According to some embodiments of the present utility model, the first control valve group includes: a first valve port, a second valve port, and a third valve port, the first valve port is connected to one end of the first compressor, the second valve port is connected to the other end of the external heat exchanger, and the third valve port is connected to one end of the first internal heat exchanger.

[0008] According to some embodiments of the present utility model, the first control valve group further includes: a fourth valve port, and the fourth valve port is connected to one end of the heat exchanger.

[0009] According to some embodiments of the present utility model, the thermal management system further includes: a first multi-way valve and a low-temperature radiator, wherein the first multi-way valve is respectively connected to the low-temperature radiator, the motor heat exchange circuit and the battery heat exchange circuit.

[0010] According to some embodiments of the present utility model, the thermal management system also includes: a second control valve group, the second control valve group includes: a fifth valve port, a sixth valve port, a seventh valve port and an eighth valve port, the fifth valve port is connected to one end of the heat exchanger, the sixth valve port is connected to one end of the heating circuit, the seventh valve port is connected to the other end of the heating circuit or one end of the first in-vehicle heat exchanger, and the eighth valve port is connected to the battery heat exchange circuit, the motor heat exchange circuit or the low-temperature radiator.

[0011] According to some embodiments of the present utility model, the thermal management system further includes: a second multi-way valve, wherein the second multi-way valve is respectively connected to the seventh valve port, the heating circuit and the first in-vehicle heat exchanger.

[0012] According to some embodiments of the present utility model, the thermal management system further includes: a first throttle valve, one end of which is connected to the other end of the first in-vehicle heat exchanger or one end of the external heat exchanger and the other end is connected to one end of the heat exchanger; and / or, the thermal management system further includes: a second throttle valve, one end of which is connected to the other end of the first in-vehicle heat exchanger or one end of the external heat exchanger and the other end is connected to one end of the second in-vehicle heat exchanger; and / or, the thermal management system further includes: a third throttle valve, one end of which is connected to the other end of the first in-vehicle heat exchanger and the other end is connected to one end of the external heat exchanger.

[0013] According to some embodiments of the present invention, it also includes: a first one-way valve, one end of which is connected to one end of the external heat exchanger and the other end is connected to one end of the second internal heat exchanger or one end of the heat exchanger; and / or, the thermal management system also includes: a second one-way valve, one end of which is connected to the other end of the second internal heat exchanger and the other end is connected to the other end of the first compressor.

[0014] According to some embodiments of the present utility model, the thermal management system further includes: a first stop valve, one end of which is connected to one end of the external heat exchanger and the other end is connected to the other end of the first compressor; and / or, the thermal management system further includes: a second stop valve, one end of which is connected to the other end of the first in-vehicle heat exchanger and the other end is connected to one end of the heat exchanger or the other end of the second in-vehicle heat exchanger.

[0015] The utility model also provides a vehicle.

[0016] The vehicle according to the second embodiment of the utility model is characterized by comprising: the thermal management system.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a circuit diagram of a thermal management system according to an embodiment of the utility model;

[0020] Figure 2 is a schematic diagram of a first mode of a thermal management system according to an embodiment of the present utility model;

[0021] Figure 3 is a schematic diagram of a second mode of a thermal management system according to an embodiment of the present utility model;

[0022] Figure 4 is a schematic diagram of a third mode of a thermal management system according to an embodiment of the utility model;

[0023] Figure 5 is a schematic diagram of a fourth mode of a thermal management system according to an embodiment of the present utility model;

[0024] Figure 6 is a schematic diagram of a fifth mode of a thermal management system according to an embodiment of the present utility model;

[0025] Figure 7 It is a schematic diagram of the sixth mode of the thermal management system according to an embodiment of the present utility model.

[0026] Reference numerals:

[0027] 100. Thermal management system;

[0028] 10. Motor heat exchange circuit; 11. Motor; 12. First water pump;

[0029] 20. Battery heat exchange circuit; 21. Battery; 22. Second water pump;

[0030] 30. Air conditioning system; 31. First compressor; 32. Second compressor; 33. External heat exchanger; 34. First internal heat exchanger; 35. Second internal heat exchanger; 36. Heat exchanger; 37. First core; 38. Second core; 39. Gas-liquid separator;

[0031] 40. Heating circuit; 41. Electric heater; 42. Warm air core; 43. Third water pump;

[0032] 51. First three-way valve; 52. Second three-way valve; 53. First multi-way valve; 54. Second multi-way valve; 55. Third multi-way valve;

[0033] 61, first throttle valve; 62, second throttle valve; 63, third throttle valve; 64, first one-way valve; 65, second one-way valve; 66, first stop valve; 67, second stop valve;

[0034] 71. Low-temperature radiator; 72. Cooling fan; 73. Active air intake grille. DETAILED DESCRIPTION

[0035] The embodiments of the present utility model are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present utility model are described in detail below.

[0036] Reference below Figure 1-Figure 7 A thermal management system 100 according to an embodiment of the present invention is described, and a vehicle including the thermal management system 100 is also provided.

[0037] Reference Figure 1-Figure 7 As shown, the thermal management system 100 includes: a motor heat exchange circuit 10, a battery heat exchange circuit 20, an air conditioning system 30 and a heating circuit 40. The refrigerant can circulate in the air conditioning system 30, so that the refrigerant can exchange heat with the air in the passenger compartment to cool or heat the passenger compartment, so as to achieve the effect of cooling or heating the passenger compartment.

[0038] The motor heat exchange circuit 10 includes: a motor 11 and a first water pump 12. Coolant flows in the motor heat exchange circuit 10. Driven by the first water pump 12, the coolant flows from the motor heat exchange circuit 10 to the heat exchanger 36 or the low-temperature radiator 71, and then flows from the heat exchanger 36 or the low-temperature radiator 71 to the motor heat exchange circuit 10, so as to realize the circulation of the coolant. If the coolant flowing in the motor heat exchange circuit 10 is higher than the temperature of the motor 11, the coolant heats the motor 11. If the coolant flowing in the motor heat exchange circuit 10 is lower than the temperature of the motor 11, the motor 11 is cooled.

[0039] The battery heat exchange circuit 20 includes: a battery 21 and a second water pump 22. Coolant flows in the battery heat exchange circuit 20. The coolant flows in the battery heat exchange circuit 20 driven by the second water pump 22. If the coolant flowing in the battery heat exchange circuit 20 is higher than the temperature of the battery 21, the coolant heats the battery 21. If the coolant flowing in the battery heat exchange circuit 20 is lower than the temperature of the battery 21, the battery 21 is cooled.

[0040] The air conditioning system 30 includes: a first compressor 31, a second compressor 32, an outdoor heat exchanger 33, a first indoor heat exchanger 34, a second indoor heat exchanger 35 and a heat exchanger 36. The heat exchanger 36 is connected in series with the motor heat exchange circuit 10 and / or the battery heat exchange circuit 20, and the battery heat exchange circuit 20 is connected in parallel with the motor heat exchange circuit 10. The coolant in the battery heat exchange circuit 20 or the motor heat exchange circuit 10 flows through the heat exchanger 36, and the coolant exchanges heat with the refrigerant flowing through the heat exchanger 36 at the heat exchanger 36.

[0041] The air conditioning system 30 further includes: a gas-liquid separator 39 . Before the refrigerant returns to the first compressor 31 , it needs to flow through the gas-liquid separator 39 to separate liquid droplets in the refrigerant airflow to prevent liquid hammer from occurring in the first compressor 31 .

[0042] When the heat exchanger 36 is connected in series with the motor heat exchange circuit 10 , the heat exchanger 36 absorbs heat from the motor heat exchange circuit 10 and releases the heat through the air conditioning system 30 to cool the motor 11 .

[0043] When the heat exchanger 36 is connected in series with the battery heat exchange circuit 20 and the motor heat exchange circuit 10 , the heat exchanger 36 absorbs heat from the motor heat exchange circuit 10 and the battery heat exchange circuit 20 , and releases heat through the air conditioning system 30 to cool the battery 21 and the motor 11 .

[0044] Alternatively, when the heat exchanger 36 is connected in series with the battery heat exchange loop 20 , the heat exchanger 36 can absorb heat from the battery 21 or release heat to the battery heat exchange loop 20 , and exchange heat with the air conditioning system 30 to cool or heat the battery 21 .

[0045] The heating circuit 40 includes a heater core 42 and an electric heater 41, which are connected in series. The heater core 42 and the electric heater 41 can heat the passenger compartment or the battery 21. The electric heater 41 can be a PTC.

[0046] The heating circuit 40 also includes: a third water pump 43. Coolant flows in the heating circuit 40. Driven by the third water pump 43, the coolant circulates in the heating circuit 40, or flows from the heating circuit 40 to the first in-vehicle heat exchanger 34, and finally returns to the heating circuit 40, thereby realizing the circulation of the coolant and heating the passenger compartment.

[0047] The heating circuit 40 is selectively connected in series with the first in-vehicle heat exchanger 34 or the heat exchanger 36. When the heating circuit 40 is connected in series with the first in-vehicle heat exchanger 34, the refrigerant flows through the first in-vehicle heat exchanger 34, and the coolant flowing in the heating circuit 40 can absorb the heat of the refrigerant at the first in-vehicle heat exchanger 34 to heat the passenger compartment. When the heating circuit 40 is connected in series with the first in-vehicle heat exchanger 34 and the heat exchanger 36, the coolant in the heating circuit 40 is divided into two parts, one part absorbs the heat of the refrigerant at the first in-vehicle heat exchanger 34, and the other part flows through the heat exchanger 36 to absorb the heat of the motor 11 and / or the battery 21.

[0048] The first in-vehicle heat exchanger 34 may be a water-cooled condenser, and heat between the air conditioning system 30 and the heating circuit 40 is exchanged through the first in-vehicle heat exchanger 34. When the heating circuit 40 and the first in-vehicle heat exchanger 34 are connected in series, the refrigerant may exchange heat with the coolant of the heating circuit 40 in the first in-vehicle heat exchanger 34.

[0049] The other end of the second compressor 32 is connected to one end of the first in-vehicle heat exchanger 34, and the high-temperature and high-pressure refrigerant can flow from the second compressor 32 to the first in-vehicle heat exchanger 34, and the refrigerant can exchange heat with the heating circuit 40 at the first in-vehicle heat exchanger 34. When cooling the passenger compartment, the refrigerant flowing out of the first in-vehicle heat exchanger 34 flows to the outside heat exchanger 33, releases heat at the outside heat exchanger 33, and flows to the second in-vehicle heat exchanger 35, absorbs heat at the second in-vehicle heat exchanger 35, and cools the passenger compartment; when heating the passenger compartment, the refrigerant flowing out of the first in-vehicle heat exchanger 34 flows to the second in-vehicle heat exchanger 35, releases heat at the second in-vehicle heat exchanger 35, and heats the passenger compartment.

[0050] The thermal management system 100 further includes: a first control valve group, which is respectively connected to the first compressor 31, the external heat exchanger 33, the first internal heat exchanger 34 and the heat exchanger 36, and controls the first compressor 31 to be connected in series with the second compressor 32. One end of the second compressor 32 is connected to one end of the external heat exchanger 33 or one end of the heat exchanger 36, and the other end of the second compressor 32 is connected to one end of the first internal heat exchanger 34.

[0051] The first compressor 31 is provided with a first air inlet and a first air outlet. The high-temperature and low-pressure gaseous refrigerant flows into the first compressor 31 from the first air inlet, and is compressed in the first compressor 31 to form a high-temperature and high-pressure gaseous refrigerant that flows out from the first air outlet.

[0052] The second compressor 32 is provided with a second air inlet and a second air outlet. The low-temperature and high-pressure gaseous refrigerant flows into the second compressor 32 from the second air inlet, and is compressed in the second compressor 32 to form a high-temperature and high-pressure gaseous refrigerant that flows out from the second air outlet.

[0053] In some embodiments, the first compressor 31 and the second compressor 32 may be connected in series via an off-vehicle heat exchanger 33. The off-vehicle heat exchanger 33 is connected with a first core 37, and the first control valve may connect the first compressor 31 and the off-vehicle heat exchanger 33, that is, the first control valve group may connect the other end of the first core 37 and the first air outlet of the first compressor 31; one end of the second compressor 32 is connected to one end of the off-vehicle heat exchanger 33, that is, one end of the first core 37 is connected to the second air inlet of the second compressor 32, and the first core 37 is connected between the first compressor 31 and the second compressor 32.

[0054] The high-temperature and high-pressure refrigerant flows out from the first compressor 31, and can exchange heat with the external heat exchanger 33 at the first core 37 to release heat, thereby reducing the temperature of the refrigerant. After the temperature is reduced, the refrigerant enters the second compressor 32. Since the temperature of the refrigerant is reduced, the second compressor 32 can further compress the refrigerant, thereby increasing the compression energy of the refrigerant under the same volume, thereby increasing the enthalpy difference, so that the heat pump can be used at a lower ambient temperature. The energy consumption of heating is greatly reduced, thereby improving the endurance of the entire vehicle.

[0055] When frost forms on the exterior heat exchanger 33 , the high-pressure and high-temperature refrigerant of the first compressor 31 can quickly melt the frost when passing through the exterior heat exchanger 33 .

[0056] In some other embodiments, the first compressor 31 and the second compressor 32 may be connected in series via a heat exchanger 36. The heat exchanger 36 is connected with a second core 38, and the first control valve group may connect the first compressor 31 and the heat exchanger 36, that is, the first control valve group may connect the other end of the second core 38 and the first air outlet of the first compressor 31; one end of the second compressor 32 is connected to one end of the heat exchanger 36, that is, one end of the second core 38 is connected to the second air inlet of the second compressor 32, and the second core 38 is connected between the first compressor 31 and the second compressor 32.

[0057] The high-temperature and high-pressure refrigerant flows out from the first compressor 31 and can exchange heat with the heat exchanger 36 at the second core 38 to release heat (heat the battery 21), and the temperature of the refrigerant decreases; after the temperature decreases, the refrigerant enters the second compressor 32 again. Since the temperature of the refrigerant decreases, the second compressor 32 can further compress the refrigerant, thereby increasing the compression energy of the refrigerant under the same volume, thereby increasing the enthalpy difference, so that the heat pump can be used at a lower ambient temperature; the energy consumption of heating and heating the battery 21 is greatly reduced, thereby improving the endurance of the entire vehicle.

[0058] Therefore, the first compressor 31 and the second compressor 32 can be connected in series through the heat exchanger 36 and / or the external heat exchanger 33 to increase the compression energy and enthalpy difference of the refrigerant, reduce the energy consumption of heating and heating the battery 21, and thus improve the endurance of the entire vehicle.

[0059] When the vehicle heat pump system is started, the heat pump is used to heat the passenger compartment and the battery 21 to reduce the PTC intervention temperature. The two-stage compression heat pump can greatly reduce the energy consumption of the air conditioning heating and battery 21 heating systems, thereby improving the vehicle's endurance.

[0060] When the vehicle battery 21 needs to be heated, it can be heated by a heat pump, by the heat of the motor 11, or by the waste heat of the two-stage compression generated by the series connection of the first compressor 31 and the second compressor 32. Under different ambient temperatures and working conditions, the first compressor 31 and the second compressor 32 are connected in series using an external heat exchanger 33 and / or a heat exchanger 35 to allow the battery 21 to reach a suitable operating temperature more quickly. At the same time, the motor 11 has a heat preservation effect and can store heat, and when the temperature is appropriate, the heat is given to the battery 21 or the heat pump.

[0061] A two-stage compression indirect heat pump and an electric heater 41 are combined. The heat pump can be used preferentially at low temperatures, and the electric heater 41 is turned on for assistance when the temperature is lower. The combination of the electric heater 41 and the two-stage compression heat pump makes the system heating more energy efficient and energy-saving.

[0062] In addition to absorbing the heat of the motor 11 and the heat of the environment, the heat pump can also absorb the waste heat of the two-stage compression generated by the series connection of the first compressor 31 and the second compressor 32, absorbing all the absorbable energy, which can broaden the operating ambient temperature of the heat pump and lower the lower limit of the operating ambient temperature.

[0063] When frost forms on the exterior heat exchanger 33, the two-stage compressed high-pressure and high-temperature refrigerant can quickly melt the frost when passing through the exterior heat exchanger 33, and the opening size of the first control valve group can be adjusted to ensure that the temperature change in the passenger compartment is controllable and the passengers are more comfortable.

[0064] The waste heat of the two-stage compression can heat the battery 21 and the off-vehicle heat exchanger 33 separately and simultaneously, making them at the optimal working temperature, and using waste heat for heating to save energy.

[0065] According to some embodiments of the utility model, the first control valve group includes: a first valve port, a second valve port, and a third valve port. The first valve port is connected to one end of the first compressor 31, the second valve port is connected to the other end of the external heat exchanger 33, and the third valve port is connected to one end of the first internal heat exchanger 34. When the first valve port and the second valve port are connected, the external heat exchanger 33 can be connected in series with the first compressor 31 and the second compressor 32. One end of the first compressor 31 is connected to the other end of the external heat exchanger 33, that is, one end of the first compressor 31 is connected to one end of the first core 37, and one end of the second compressor 32 is connected to one end of the external heat exchanger 33, that is, the other end of the first core 37 is connected to the second air inlet of the second compressor 32, and the first core 37 is connected between the first compressor 31 and the second compressor 32.

[0066] The refrigerant is compressed in two stages by the first compressor 31 and the second compressor 32, which increases the compression energy of the refrigerant under the same volume, thereby increasing the enthalpy difference, so that the heat pump can be used at a lower ambient temperature; and generates two-stage compression waste heat, which greatly reduces the energy consumption of heating and heating the battery 21, thereby improving the endurance of the entire vehicle.

[0067] Further, the first control valve group further includes: a fourth valve port, and the fourth valve port is connected to one end of the heat exchanger 36. Fourth valve port. When the first valve port and the fourth valve port are connected, the heat exchanger 36 can be connected in series with the first compressor 31 and the second compressor 32. One end of the first compressor 31 is connected to the other end of the heat exchanger 36, that is, one end of the first compressor 31 is connected to one end of the second core 38, and one end of the second compressor 32 is connected to one end of the heat exchanger 36, that is, the other end of the second core 38 is connected to the second air inlet of the second compressor 32, and the first core 37 is connected between the first compressor 31 and the second compressor 32.

[0068] The refrigerant is bipolarly compressed by the first compressor 31 and the second compressor 32, which increases the compression energy of the refrigerant under the same volume, thereby increasing the enthalpy difference, so that the heat pump can be used at a lower ambient temperature; and generates two-stage compression waste heat, which greatly reduces the energy consumption of heating and heating the battery 21, thereby improving the endurance of the entire vehicle.

[0069] In one embodiment of the utility model, the first control valve group includes: a first three-way valve 51 and a second three-way valve 52, the first three-way valve 51 includes: a first valve port, a third valve port and a ninth valve port, the second three-way valve 52 includes: a second valve port, a fourth valve port and a tenth valve port, the first valve port is Figure 1-Figure 7 The a port in the second valve port is Figure 1-Figure 7 The third valve port is Figure 1-Figure 7 The c port in the fourth valve port is Figure 1-Figure 7 The d port in the ninth valve is Figure 1-Figure 7 The i port in the middle; the tenth valve port is Figure 1-Figure 7 The j port in the middle.

[0070] The first valve port is connected to one end of the first compressor 31, the third valve port is connected to one end of the first in-vehicle heat exchanger 34, and the ninth valve port is connected to the tenth valve port; the second valve port is connected to one end of the external heat exchanger 33, that is, the second valve port is connected to one end of the first core 37, and the fourth valve port is connected to one end of the heat exchanger 36, that is, the fourth valve port is connected to one end of the second core 38.

[0071] like Figure 1-Figure 7 As shown, the thermal management system 100 further includes: a first multi-way valve 53 and a low-temperature radiator 71, wherein the first multi-way valve 53 is respectively connected to the low-temperature radiator 71, the motor heat exchange circuit 10 and the battery heat exchange circuit 20. The eleventh valve port is connected to one end of the low-temperature radiator 71, the twelfth valve port is connected to one end of the motor heat exchange circuit 10, and the thirteenth valve port is connected to one end of the battery heat exchange circuit 20 and the eighth valve port.

[0072] Specifically, in one embodiment of the present invention, the first multi-way valve 53 may be a three-way valve, and the first multi-way valve 53 includes: an eleventh valve port, a twelfth valve port, and a thirteenth valve port. Figure 1-Figure 7 The k port in the valve; the twelfth valve port is Figure 1-Figure 7 The m port in the middle; the thirteenth valve port is Figure 1-Figure 7 The n ports in the.

[0073] When the first multi-way valve 53 is connected to the eleventh valve port, the twelfth valve port and / or the thirteenth valve port, the motor heat exchange circuit 10 and / or the battery heat exchange circuit 20 are connected in series with the low-temperature radiator 71, and the motor heat exchange circuit 10 and the battery heat exchange circuit 20 can dissipate heat through the low-temperature heat exchanger 36.

[0074] The thermal management system 100 further includes a cooling fan 72, and a low-temperature radiator 71 and an external heat exchanger 33 are arranged on the air inlet side of the cooling fan 72. Specifically, the low-temperature radiator 71 and the cooling fan 72 are respectively located on both sides of the external heat exchanger 33, and the low-temperature radiator 71 and the cooling fan 72 cooperate with each other to achieve the effect of heat dissipation.

[0075] In some embodiments, in combination Figure 1-Figure 7 As shown, the thermal management system 100 includes: an active air intake grille 73, which is arranged on one side of the low-temperature radiator 71. The active air intake grille 73 can increase the air intake volume, quickly reduce the temperature, and improve the heat dissipation efficiency.

[0076] In some embodiments, the thermal management system 100 further includes: a second control valve group, the second control valve group includes: a fifth valve port, a sixth valve port, a seventh valve port and an eighth valve port. The fifth valve port is connected to one end of the heat exchanger 36, the sixth valve port is connected to one end of the heating circuit 40, the seventh valve port is connected to the other end of the heating circuit 40 or one end of the first in-vehicle heat exchanger 34, and the eighth valve port is connected to the battery heat exchange circuit 20, the motor heat exchange circuit 10 or the low-temperature radiator 71.

[0077] In one embodiment of the present invention, the second control valve group may be a third multi-way valve 55, and the third multi-way valve 55 includes: a fifth valve port, a sixth valve port, a seventh valve port and an eighth valve port. Figure 1-Figure 7 The e port in the sixth valve port is Figure 1-Figure 7 The f port in the seventh valve is Figure 1-Figure 7 The g port in the middle; the eighth valve port is Figure 1-Figure 7 h mouth in the middle;

[0078] When the fifth valve port is connected to the eighth valve port, the heat exchanger 36 can be connected in series with the battery heat exchange circuit 20 and / or the motor heat exchange circuit 10 and / or the low-temperature radiator 71. When the sixth valve port is connected to the seventh valve port, the heating circuit 40 and the first in-vehicle heat exchanger 34 are connected in series or the heating circuit 40 forms a separate circuit.

[0079] When the fifth valve port is connected to the sixth valve port and the seventh valve port is connected to the eighth valve port, the heating circuit 40 is connected in series with the first in-vehicle heat exchanger 34 and / or the heat exchanger 36. The coolant in the heating circuit 40 flows to the heat exchanger 36, and the heat exchanger 36 can be connected in series with the battery heat exchange circuit 20, so that the coolant flows from the heat exchanger 36 to the battery heat exchange circuit 20, thereby increasing the heating rate of the battery 21.

[0080] In some embodiments, the thermal management system 100 further includes: a second multi-way valve 54, the second multi-way valve 54 is respectively connected to the seventh valve port, the heating circuit 40 and the first in-vehicle heat exchanger 34. Specifically, the second multi-way valve 54 includes: a fourteenth valve port, a fifteenth valve port and a sixteenth valve port, the fourteenth valve port is connected to the first in-vehicle heat exchanger 34, the fifteenth valve port is connected to the seventh valve port, and the sixteenth valve port is connected to one end of the heating circuit 40. Specifically, the fourteenth valve port is connected to the first in-vehicle heat exchanger 34, the fifteenth valve port is connected to the seventh valve port, and the sixteenth valve port is connected to one end of the heating circuit 40. Figure 1-Figure 7 The o port in the valve is the fifteenth valve port. Figure 1-Figure 7 The p port in the valve; the sixteenth valve port is Figure 1-Figure 7 The q port in the.

[0081] When only the electric heater 41 is used to heat the passenger compartment, the fifteenth valve port and the sixteenth valve port are connected, and a complete circuit is formed in the heating circuit 40 alone. There is no heat exchange process between the heating circuit 40 and the first in-vehicle heat exchanger 34 and the heat exchanger 36.

[0082] When the sixteenth valve port is connected to the fourteenth valve port, the first in-vehicle heat exchanger 34 and the heating circuit 40 are connected in series, and the heating circuit 40 can absorb the heat of the refrigerant and / or the battery 21 and / or the motor 11 through the first in-vehicle heat exchanger 34 .

[0083] When the fifteenth valve port, the fourteenth valve port and the sixteenth valve port are connected, the coolant in the heating circuit 40 is divided into two parts, one part circulates in the heating circuit 40, and the other part flows to the first in-vehicle heat exchanger 34 and absorbs the heat of the refrigerant and / or the heat of the battery 21 and / or the motor 11.

[0084] In some embodiments, the thermal management system 100 further includes: a first stop valve 66, one end of which is connected to one end of the off-vehicle heat exchanger 33 and the other end of which is connected to the other end of the first compressor 31. Specifically, the first stop valve 66 can connect one end of the off-vehicle heat exchanger 33 and the other end of the first compressor 31. When the first stop valve 66 is opened, one end of the off-vehicle heat exchanger 33 is connected to the other end of the first compressor 31, so that the refrigerant can flow from the off-vehicle heat exchanger 33 to the first compressor 31. When the first stop valve 66 is closed, one end of the off-vehicle heat exchanger 33 is not connected to the other end of the first compressor 31.

[0085] In some other embodiments, the thermal management system 100 further includes: a second stop valve 67, one end of the second stop valve 67 is communicated with the other end of the first in-vehicle heat exchanger 34 and the other end is communicated with one end of the heat exchanger 36 or the other end of the second in-vehicle heat exchanger 35. Specifically, the second stop valve 67 can connect the other end of the first in-vehicle heat exchanger 34 and one end of the heat exchanger 36, so that the refrigerant can flow from the first in-vehicle heat exchanger 34 to the heat exchanger 36.

[0086] The second stop valve 67 can connect the first in-vehicle heat exchanger 34 and the second in-vehicle heat exchanger 35. When the vehicle needs to be dehumidified, the refrigerant flows from the first compressor 31 to the first in-vehicle heat exchanger 34. The refrigerant flowing out of the first in-vehicle heat exchanger 34 is divided into two parts. One part flows to the outside heat exchanger 33 through the third throttle valve 63, where it absorbs ambient heat for heating the passenger compartment; the other part of the refrigerant flows through the second stop valve 67 and the second throttle valve 62 to the second in-vehicle heat exchanger 35. After the second in-vehicle heat exchanger 35 releases heat, it flows through the second one-way valve 65 back to the first compressor 31, achieving heat pump heating and dehumidification at the same time.

[0087] Combination Figure 1-Figure 7As shown, the thermal management system 100 further includes: a first throttle valve 61, one end of the first throttle valve 61 is connected to the other end of the first in-vehicle heat exchanger 34 and the other end is connected to one end of the heat exchanger 36. Specifically, the first throttle valve 61 connects the other end of the first in-vehicle heat exchanger 34 with one end of the heat exchanger 36, and the first throttle valve 61 can cool down and reduce the pressure of the refrigerant. The high-temperature and high-pressure refrigerant flows from the first in-vehicle heat exchanger 34 to the heat exchanger 36, and the refrigerant flows to the first throttle valve 61. The first throttle valve 61 cools down and reduces the pressure of the refrigerant, so that the refrigerant is in a low-temperature and low-pressure state, and then absorbs heat at the heat exchanger 36, and finally returns to the first compressor 31.

[0088] In some embodiments, one end of the first throttle valve 61 is connected to the other end of the outdoor heat exchanger 33 and the other end is connected to one end of the heat exchanger 36. Specifically, the high-temperature and high-pressure refrigerant flows from the first indoor heat exchanger 34 to the outdoor heat exchanger 33, and then flows from the outdoor heat exchanger 33 to the first throttle valve 61. The first throttle valve 61 cools down the refrigerant to reduce its temperature and pressure, so that the refrigerant is in a low-temperature and low-pressure state, and then absorbs heat at the heat exchanger 36, and finally returns to the first compressor 31.

[0089] In some embodiments, the thermal management system 100 further includes: a second throttle valve 62, one end of the second throttle valve 62 is connected to the other end of the first in-vehicle heat exchanger 34 or one end of the external heat exchanger 33 and the other end is connected to one end of the second in-vehicle heat exchanger 35. The second throttle valve 62 is connected to the other end of the first in-vehicle heat exchanger 34 and one end of the second in-vehicle heat exchanger 35, and the second throttle valve 62 can cool down and reduce the pressure of the refrigerant. After the high-temperature and high-pressure refrigerant releases a large amount of heat in the first in-vehicle heat exchanger 34, it flows from the first in-vehicle heat exchanger 34 through the second throttle valve 62, and the second throttle valve 62 can control the flow rate of the refrigerant, cool down and reduce the pressure of the refrigerant, so that the refrigerant is in a low-temperature and low-pressure state; the low-temperature and low-pressure refrigerant flows to the second in-vehicle heat exchanger 35, and the refrigerant absorbs heat at the second in-vehicle heat exchanger 35 to form a high-temperature and low-pressure gaseous refrigerant, and finally returns to the first compressor 31.

[0090] One end of the second throttle valve 62 is connected to one end of the outdoor heat exchanger 33 and the other end is connected to one end of the second indoor heat exchanger 35. The high-temperature and high-pressure refrigerant flows from the first indoor heat exchanger 34 to the outdoor heat exchanger 33, releases a large amount of heat at the outdoor heat exchanger 33, and then flows from the outdoor heat exchanger 33 through the second throttle valve 62 to the second indoor heat exchanger 35. The second throttle valve 62 can control the flow rate of the refrigerant, reduce the temperature and pressure of the refrigerant, and make the refrigerant in a low-temperature and low-pressure state. After that, the low-temperature and low-pressure refrigerant flows to the second indoor heat exchanger 35, where the refrigerant absorbs heat to form a high-temperature and low-pressure gaseous refrigerant, and finally returns to the first compressor 31.

[0091] In some embodiments, the thermal management system 100 further includes: a third throttle valve 63, one end of the third throttle valve 63 is connected to the other end of the first in-vehicle heat exchanger 34 and the other end is connected to one end of the external heat exchanger 33. Specifically, the third throttle valve 63 is connected to one end of the first in-vehicle heat exchanger 34 and one end of the external heat exchanger 33, and the third throttle valve 63 can cool down and reduce the pressure of the refrigerant. The high-temperature and high-pressure refrigerant flows from the first in-vehicle heat exchanger 34 through the third throttle valve 63, and the flow rate of the refrigerant is adjusted by adjusting the third throttle valve 63 to cool down and reduce the pressure of the refrigerant, and then flows to the external heat exchanger 33.

[0092] In some embodiments, the thermal management system 100 further includes: a first one-way valve 64, one end of the first one-way valve 64 is connected to one end of the external heat exchanger 33 and the other end is connected to one end of the second internal heat exchanger 35 or one end of the heat exchanger 36. In other words, the first one-way valve 64 connects one end of the external heat exchanger 33 with one end of the second internal heat exchanger 35 or one end of the heat exchanger 36.

[0093] In some other embodiments, the thermal management system 100 further includes: a second one-way valve 65 , one end of which is connected to the other end of the second in-vehicle heat exchanger 35 and the other end of which is connected to the other end of the first compressor 31 .

[0094] When the thermal management system 100 is in the first mode, the first one-way valve 64 connects one end of the external heat exchanger 33 with one end of the second internal heat exchanger 35 ; the second one-way valve 65 connects the other end of the second internal heat exchanger 35 with the first air inlet of the first compressor 31 .

[0095] Combine the following Figure 1-Figure 7 Six modes of thermal management system 100 are described.

[0096] First mode:

[0097] like Figure 2 As shown, it is the passenger compartment cooling mode. The first valve port is connected to the third valve port, the first compressor 31 is connected to the first in-car heat exchanger 34, the second stop valve 67 is closed, and the high-temperature and high-pressure refrigerant flowing out of the compressor flows through the first in-car heat exchanger 34 to the outside heat exchanger 33, releasing a large amount of heat in the outside heat exchanger 33; the refrigerant then flows through the first one-way valve 64 to the second throttle valve 62, and the second throttle valve 62 cools down the refrigerant; the low-temperature and low-pressure refrigerant flows to the second in-car heat exchanger 35, absorbs heat at the second in-car heat exchanger 35 to cool the passenger compartment, and finally returns to the first compressor 31.

[0098] The battery heat exchange loop 20 and the motor heat exchange loop 10 may be connected in series with the low-temperature radiator 71 , and the heat of the battery heat exchange loop 20 and the motor heat exchange loop 10 may be dissipated through the low-temperature radiator 71 .

[0099] Second mode:

[0100] like Figure 3 As shown, the first heat pump heating mode (absorbs ambient heat) is shown. The third throttle valve 63 connects the first in-vehicle heat exchanger 34 and the outside-vehicle heat exchanger 33 , and the first stop valve 66 connects the outside-vehicle heat exchanger 33 and the first air inlet of the first compressor 31 .

[0101] The first multi-way valve 53 is connected to the twelfth valve port and the thirteenth valve port, so that the battery heat exchange circuit 20 can be connected in series with the motor heat exchange circuit 10 , and the heat of the motor heat exchange circuit 10 can be used to heat the battery 21 .

[0102] The second multi-way valve 54 connects the heating circuit 40 and the first in-vehicle heat exchanger 34 , and the heating circuit 40 and the first in-vehicle heat exchanger 34 are connected in series.

[0103] The first control valve group is connected to the first valve port and the third valve port, the first compressor 31 is connected to the first in-vehicle heat exchanger 34, the second stop valve 67 is closed, and the high-temperature and high-pressure refrigerant flowing out of the compressor flows through the first in-vehicle heat exchanger 34 to the outside heat exchanger 33, and absorbs environmental heat in the outside heat exchanger 33; the refrigerant then flows through the first stop valve 66 and returns to the first compressor 31. Entering the next cycle, in the next cycle, when the refrigerant flows to the first in-vehicle heat exchanger 34, the coolant in the heating circuit 40 absorbs environmental heat in the first in-vehicle heat exchanger 34, and the environmental heat is used to heat the passenger compartment.

[0104] Third mode:

[0105] like Figure 4 As shown, that is, the second heat pump heating mode (absorbing heat from the motor 11 and ambient heat).

[0106] The second multi-way valve 54 connects the heating circuit 40 and the first in-vehicle heat exchanger 34, and the heating circuit 40 and the first in-vehicle heat exchanger 34 are connected in series. The second stop valve 67 and the first throttle valve 61 connect the first in-vehicle heat exchanger 34 and the heat exchanger 36, and the first throttle valve 61 adjusts the flow of the refrigerant to reduce the temperature and pressure of the refrigerant.

[0107] like Figure 4 As shown, the fifth valve port and the sixth valve port of the third multi-way valve 55 are connected, that is, the heat exchanger 36 and the heating circuit 40 are connected in series; the seventh valve port and the eighth valve port are connected, that is, the motor heat exchange circuit 10 and the heating circuit 40 are connected in series.

[0108] That is, the second control valve group and the first multi-way valve 53 connect the motor heat exchange circuit 10 in parallel with the motor heat exchange circuit 10, and connect the heat exchanger 36, the motor heat exchange circuit 10, the heating circuit 40 and the first in-vehicle heat exchanger 34 in series. The heat exchanger 36 can absorb the heat of the motor 11 to heat the passenger compartment. The heat exchanger 36 is also connected in series with the battery heat exchange circuit 20 to heat the battery 21.

[0109] The high-temperature and high-pressure refrigerant flows from the first compressor 31 to the first in-vehicle heat exchanger 34, and the coolant of the heating circuit 40 absorbs the heat of the refrigerant in the first in-vehicle heat exchanger 34; the refrigerant flowing out of the first in-vehicle heat exchanger 34 is divided into two parts, one part flows to the outdoor heat exchanger 33 through the third throttle valve 63 to absorb environmental heat; the other part flows to the heat exchanger 36 through the second stop valve 67 and the first throttle valve 61 to absorb the heat of the motor 11; finally it returns to the first compressor 31 and enters the next cycle. In the next cycle, when the refrigerant flows to the first in-vehicle heat exchanger 34, the first in-vehicle heat exchanger 34 absorbs the heat of the motor 11 and the environmental heat.

[0110] Fourth mode:

[0111] like Figure 5 As shown, the third heat pump heating mode (absorbing ambient heat and waste heat generated by the two-stage compression in the vehicle exterior heat exchanger 33). The second multi-way valve 54 connects the heating circuit 40 and the first vehicle interior heat exchanger 34, and the heating circuit 40 and the first vehicle interior heat exchanger 34 are connected in series. The third throttle valve 63 connects the first vehicle interior heat exchanger 34 and the vehicle exterior heat exchanger 33, and the third throttle valve 63 adjusts the flow rate of the refrigerant to reduce the temperature and pressure of the refrigerant. The first stop valve 66 connects the vehicle exterior heat exchanger 33 and the first air inlet of the first compressor 31.

[0112] The first control valve group is connected to the first air outlet of the first compressor 31 and one end of the first core 37, the other end of the first core 37 is connected to the second air inlet of the second compressor 32, and the second air outlet of the second compressor 32 is connected to one end of the first in-vehicle heat exchanger 34. The in-vehicle heat exchanger 33 is connected to the first compressor 31 and the second compressor 32. The refrigerant is compressed in two stages by the first compressor 31 and the second compressor 32 to increase the compression energy of the refrigerant. The heat of the two-stage compression of the refrigerant at the in-vehicle heat exchanger 33 can be used to heat the passenger compartment.

[0113] The high-temperature and high-pressure refrigerant flows from the first compressor 31 to the outdoor heat exchanger 33, and releases heat in the outdoor heat exchanger 33; after releasing heat, the refrigerant flows to the first indoor heat exchanger 34, and the refrigerant exchanges heat with the coolant in the heating circuit 40 in the first indoor heat exchanger 34, and is used to heat the passenger compartment; then the refrigerant flows to the outdoor heat exchanger 33, and absorbs ambient heat and waste heat generated by two-stage compression in the outdoor heat exchanger 33, and finally returns to the first compressor 31 to enter the next cycle. In the next cycle, when the refrigerant flows to the first indoor heat exchanger 34, the coolant in the heating circuit 40 absorbs ambient heat and waste heat generated by two-stage compression in the first indoor heat exchanger 34.

[0114] Fifth mode:

[0115] like Figure 6 As shown, that is, the fourth heat pump heating mode (absorbing the waste heat generated by the two-stage compression in the heat exchanger 36 and the heat of the motor 11). The second multi-way valve 54 connects the heating circuit 40 and the first in-vehicle heat exchanger 34, and the heating circuit 40 and the first in-vehicle heat exchanger 34 are connected in series. The second stop valve 67 and the first throttle valve 61 connect the first in-vehicle heat exchanger 34 and the heat exchanger 36, and the first throttle valve 61 adjusts the flow rate of the refrigerant to reduce the temperature and pressure of the refrigerant.

[0116] The second control valve group and the first multi-way valve 53 connect the motor heat exchange circuit 10 and the heat exchanger 36 in series. The heat exchanger 36 can absorb the heat of the motor 11 . The heat exchanger 36 is also connected in series with the battery heat exchange circuit 20 to heat the battery 21 .

[0117] The first control valve group is connected to the first air outlet of the first compressor 31 and one end of the second core 38, the other end of the second core 38 is connected to the second air inlet of the second compressor 32, and the second air outlet of the second compressor 32 is connected to one end of the first in-vehicle heat exchanger 34. The heat exchanger 36 is connected to the first compressor 31 and the second compressor 32, and the first compressor 31 and the second compressor 32 perform two-stage compression on the refrigerant to increase the compression energy of the refrigerant. The heat of the two-stage compression of the refrigerant generated at the heat exchanger 36 can be used to heat the passenger compartment.

[0118] The high-temperature and high-pressure refrigerant flows from the first compressor 31 to the heat exchanger 36, and releases heat in the heat exchanger 36; after releasing heat, the refrigerant flows to the first in-vehicle heat exchanger 34, and the refrigerant exchanges heat with the coolant in the heating circuit 40 in the first in-vehicle heat exchanger 34, and is used to heat the passenger compartment; then the refrigerant flows to the heat exchanger 36, and absorbs the heat of the motor 11 and the waste heat generated by the two-stage compression at the heat exchanger 36, and finally returns to the first compressor 31 to enter the next cycle. In the next cycle, when the refrigerant flows to the first in-vehicle heat exchanger 34, the coolant in the heating circuit 40 absorbs the heat of the motor 11 and the waste heat generated by the two-stage compression in the first in-vehicle heat exchanger 34.

[0119] Sixth mode:

[0120] like Figure 7 As shown, the fifth heat pump heating mode (absorbing ambient heat, heat from the motor 11, and waste heat generated by bipolar compression). The second multi-way valve 54 connects the heating circuit 40 and the first in-car heat exchanger 34, and the heating circuit 40 and the first in-car heat exchanger 34 are connected in series. The third throttle valve 63 connects the first in-car heat exchanger 34 and the outside heat exchanger 33, and the third throttle valve 63 adjusts the flow of the refrigerant to cool down and reduce the pressure of the refrigerant. The first stop valve 66 connects the outside heat exchanger 33 and the first air inlet of the first compressor 31; the second stop valve 67 and the first throttle valve 61 connect the first in-car heat exchanger 34 and the heat exchanger 36, and the first throttle valve 61 adjusts the flow of the refrigerant to cool down and reduce the pressure of the refrigerant.

[0121] like Figure 7 As shown, the fifth valve port and the sixth valve port of the third multi-way valve 55 are connected, that is, the heat exchanger 36 and the heating circuit 40 are connected in series; the seventh valve port and the eighth valve port are connected, that is, the motor heat exchange circuit 10 and the heating circuit 40 are connected in series.

[0122] That is, the second control valve group and the first multi-way valve 53 connect the motor heat exchange circuit 10 in parallel with the motor heat exchange circuit 10, and connect the heat exchanger 36, the motor heat exchange circuit 10, the heating circuit 40 and the first in-vehicle heat exchanger 34 in series. The heat exchanger 36 can absorb the heat of the motor 11 to heat the passenger compartment. The heat exchanger 36 is also connected in series with the battery heat exchange circuit 20 to heat the battery 21.

[0123] The first control valve group connects the first air outlet of the first compressor 31 with one end of the first core 37 and one end of the second core 38. The other end of the first core 37 and the other end of the second core 38 are both connected to the second air inlet of the second compressor 32. The second air outlet of the second compressor 32 is connected to one end of the first in-vehicle heat exchanger 34. The external heat exchanger 33 and the heat exchanger 36 are both connected to the first compressor 31 and the second compressor 32. The refrigerant is bipolarly compressed by the first compressor 31 and the second compressor 32 to increase the compression energy of the refrigerant. A part of the refrigerant can generate bipolar compression heat at the external heat exchanger 33, and the other part of the refrigerant can generate two-stage compression heat at the heat exchanger 36. The heat generated by the two parts of two-stage compression can be used to heat the passenger compartment.

[0124] The high-temperature and high-pressure refrigerant flowing out of the first compressor 31 is divided into two parts. One part of the refrigerant flows from the first compressor 31 to the outdoor heat exchanger 33, where it releases heat; after releasing heat, the refrigerant flows to the first indoor heat exchanger 34, where the refrigerant exchanges heat with the coolant in the heating circuit 40 for heating the passenger compartment; then the refrigerant flows to the outdoor heat exchanger 33, where it absorbs ambient heat and waste heat generated by bipolar compression, and finally returns to the first compressor 31 to enter the next cycle. In the next cycle, when the refrigerant flows to the first indoor heat exchanger 34, the coolant in the heating circuit 40 absorbs ambient heat and waste heat generated by bipolar compression in the first indoor heat exchanger 34.

[0125] Another part of the refrigerant flows from the first compressor 31 to the heat exchanger 36, where it releases heat. After releasing heat, the refrigerant flows to the first in-vehicle heat exchanger 34, where it exchanges heat with the coolant in the heating circuit 40 for heating the passenger compartment. Thereafter, the refrigerant flows to the heat exchanger 36, where it absorbs the heat from the motor 11 and the waste heat generated by the two-stage compression, and finally returns to the first compressor 31 to enter the next cycle. In the next cycle, when the refrigerant flows to the first in-vehicle heat exchanger 34, the coolant in the heating circuit 40 absorbs the heat from the motor 11 and the waste heat generated by the two-stage compression in the first in-vehicle heat exchanger 34.

[0126] The vehicle according to the embodiment of the second aspect of the utility model is characterized by comprising: a thermal management system 100 .

[0127] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0128] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0129] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that: include: Motor heat exchange circuit (10); A battery heat exchange circuit (20), wherein the battery heat exchange circuit (20) and the motor heat exchange circuit (10) are connected in parallel; An air conditioning system (30), the air conditioning system (30) comprising: a first compressor (31), a second compressor (32), an off-vehicle heat exchanger (33), a first in-vehicle heat exchanger (34), a second in-vehicle heat exchanger (35), and a heat exchanger (36), the heat exchanger (36) being connected in series with the motor heat exchange circuit (10) and / or the battery heat exchange circuit (20), one end of the second compressor (32) being connected to one end of the off-vehicle heat exchanger (33) and / or one end of the heat exchanger (36), and the other end of the second compressor (32) being connected to one end of the first in-vehicle heat exchanger (34); A heating circuit (40), the heating circuit (40) being selectively connected in series with the first in-vehicle heat exchanger (34) or the heat exchanger (36); A first control valve group, wherein the first control valve group is respectively connected to the first compressor (31), the external heat exchanger (33), the first internal heat exchanger (34) and the heat exchanger (36), and controls the first compressor (31) and the second compressor (32) to be connected in series.

2. The thermal management system according to claim 1, characterized in that: The first control valve group comprises: a first valve port, a second valve port, and a third valve port, the first valve port being connected to one end of the first compressor (31), the second valve port being connected to the other end of the off-vehicle heat exchanger (33), and the third valve port being connected to one end of the first on-vehicle heat exchanger (34).

3. The thermal management system according to claim 2, characterized in that: The first control valve group further comprises: a fourth valve port, the fourth valve port being connected to one end of the heat exchanger (36).

4. The thermal management system according to claim 1, characterized in that: Also includes: A first multi-way valve (53) and a low-temperature radiator (71), wherein the first multi-way valve (53) is respectively connected to the low-temperature radiator (71), the motor heat exchange circuit (10), and the battery heat exchange circuit (20).

5. The thermal management system according to claim 4, characterized in that: Also includes: A second control valve group, the second control valve group comprising: a fifth valve port, a sixth valve port, a seventh valve port and an eighth valve port, the fifth valve port being connected to one end of the heat exchanger (36), the sixth valve port being connected to one end of the heating circuit (40), the seventh valve port being connected to the other end of the heating circuit (40) or one end of the first in-vehicle heat exchanger (34), and the eighth valve port being connected to the battery heat exchange circuit (20), the motor heat exchange circuit (10) or the low-temperature radiator (71).

6. The thermal management system according to claim 5, characterized in that: Also includes: A second multi-way valve (54), the second multi-way valve (54) being respectively connected to the seventh valve port, the heating circuit (40) and the first in-vehicle heat exchanger (34).

7. The thermal management system according to claim 1, characterized in that: Also includes: a first throttle valve (61), one end of the first throttle valve (61) being connected to the other end of the first in-vehicle heat exchanger (34) or one end of the out-vehicle heat exchanger (33) and the other end of the first throttle valve (61) being connected to one end of the heat exchanger (36); and / or The thermal management system (100) further comprises: a second throttle valve (62), one end of the second throttle valve (62) being connected to the other end of the first in-vehicle heat exchanger (34) or one end of the out-vehicle heat exchanger (33) and the other end of the second throttle valve (62) being connected to one end of the second in-vehicle heat exchanger (35); and / or The thermal management system (100) further comprises: a third throttle valve (63), one end of the third throttle valve (63) being connected to the other end of the first in-vehicle heat exchanger (34) and the other end of the third throttle valve (63) being connected to one end of the out-vehicle heat exchanger (33).

8. The thermal management system according to claim 1, characterized in that: Also includes: a first one-way valve (64), one end of the first one-way valve (64) being in communication with one end of the off-vehicle heat exchanger (33) and the other end of the first one-way valve (64) being in communication with one end of the second on-vehicle heat exchanger (35) or one end of the heat exchanger (36); and / or The thermal management system (100) further comprises: a second one-way valve (65), one end of the second one-way valve (65) being connected to the other end of the second in-vehicle heat exchanger (35) and the other end of the second one-way valve (65) being connected to the other end of the first compressor (31).

9. The thermal management system according to claim 1, characterized in that: Also includes: a first stop valve (66), one end of the first stop valve (66) being in communication with one end of the off-board heat exchanger (33) and the other end of the first stop valve (66) being in communication with the other end of the first compressor (31); and / or The thermal management system (100) further comprises: a second stop valve (67), one end of the second stop valve (67) being in communication with the other end of the first in-vehicle heat exchanger (34) and the other end of the second in-vehicle heat exchanger (35) being in communication with one end of the heat exchanger (36) or the other end of the second in-vehicle heat exchanger (35).

10. A vehicle, characterized in that: include: The thermal management system (100) according to any one of claims 1 to 9.

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