Thermal management system of vehicle and vehicle

Abstract

The utility model discloses a heat management system of a vehicle and the vehicle, the heat management system comprises a first outside-vehicle heat exchanger, a motor assembly and a battery pack, the motor assembly and the battery pack are connected with the first outside-vehicle heat exchanger, and the first outside-vehicle heat exchanger exchanges heat with the motor assembly and / or the battery pack. Therefore, the motor assembly and the battery pack can achieve heat exchange through the first outside-vehicle heat exchanger, heat of the motor assembly can be transferred and the battery pack can be heated under the low-temperature working condition, the heat exchange efficiency and the low-temperature performance of the battery pack are improved, and the endurance is prolonged.

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 thermal management system of the vehicle usually cools down the battery or drive assembly through a liquid cooling circuit, which requires the thermal management system to be equipped with coolant pipes, water pumps, radiators and other equipment, resulting in complex pipe layout and difficult design in the thermal management system. At the same time, the thermal management system has low heat exchange efficiency for the battery and drive assembly. 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 purpose of the present application is to propose a thermal management system for a vehicle, which can improve the heat dissipation efficiency of the motor assembly and has a good heat exchange effect.

[0004] The application also proposes a vehicle.

[0005] According to the thermal management system of the first aspect embodiment of the present application, the thermal management system includes: a first off-vehicle heat exchanger, a motor assembly and a battery pack, the motor assembly and the battery pack are respectively connected to the first off-vehicle heat exchanger, and the first off-vehicle heat exchanger exchanges heat with the motor assembly and / or the battery pack.

[0006] According to the thermal management system of the first aspect of the present application, the motor assembly and the battery pack are respectively connected to the first external heat exchanger, so that the motor assembly and the battery pack can be cooled at the same time, and the heat generated by the motor assembly can be transferred and heated to the battery pack, thereby improving the heat exchange efficiency.

[0007] In some embodiments of the present application, the thermal management system also includes a first compressor, which is used to compress the refrigerant, and the first end of the first compressor can be connected to the first end of the first external heat exchanger and the first end of the battery pack, respectively, the second end of the first compressor can be connected to the first end of the motor assembly and the first end of the battery pack, respectively, and the second end of the first external heat exchanger can be connected to the second end of the motor assembly and the second end of the battery pack, respectively.

[0008] In some embodiments of the present application, the thermal management system includes a first heating device, which is disposed between the second end of the first compressor and the first end of the motor assembly.

[0009] In some embodiments of the present application, the thermal management system includes a first gas-liquid separator, which is arranged between the second end of the first compressor, the first end of the battery pack and the first end of the first heating device.

[0010] In some embodiments of the present application, the thermal management system also includes a first throttle and a second throttle, the first throttle is arranged between the first external heat exchanger and the motor assembly, and the second throttle is arranged between the second end of the first external heat exchanger and the second end of the battery pack.

[0011] In some embodiments of the present application, the thermal management system also includes: a first solenoid valve, which is arranged between the first end of the first compressor and the first end of the battery pack; a second solenoid valve, which is arranged between the second end of the first compressor and the first end of the battery pack; and a third solenoid valve, which is arranged between the first end of the first compressor and the first end of the first external heat exchanger.

[0012] In some embodiments of the present application, when the second solenoid valve and the third solenoid valve are closed and the first solenoid valve is opened, the thermal management system is in a condition of heating the battery pack and cooling the motor assembly; when the second solenoid valve and the third solenoid valve are opened and the first solenoid valve is closed, the thermal management system is in a condition of cooling the battery pack and the motor assembly.

[0013] In some embodiments of the present application, the first off-board heat exchanger, the motor assembly and the battery pack constitute a first heat exchange circuit, and the thermal management system also includes a second heat exchange circuit, which is suitable for cooling or heating the cockpit, and the first heat exchange circuit and the second heat exchange circuit are not connected to each other.

[0014] In some embodiments of the present application, the second heat exchange circuit includes a second compressor, a second gas-liquid separator, a refrigeration circuit and a heating circuit; the refrigeration circuit is connected to the second gas-liquid separator and the second compressor; the heating circuit is connected to the second gas-liquid separator and the second compressor.

[0015] In some embodiments of the present application, the refrigeration circuit includes a second outdoor heat exchanger and a second indoor heat exchanger, the second outdoor heat exchanger is connected to the refrigerant outlet side of the second compressor, the second indoor heat exchanger is connected between the second outdoor heat exchanger and the second gas-liquid separator, and is used to cool the cockpit.

[0016] In some embodiments of the present application, the heating circuit includes a first in-vehicle heat exchanger and a second heating device, the first in-vehicle heat exchanger is connected to the refrigerant outlet side of the second compressor, and the second heating device is connected between the first in-vehicle heat exchanger and the second gas-liquid separator.

[0017] In some embodiments of the present application, the heating circuit further includes a third heating device, and the third heating device is used to heat the cockpit.

[0018] A vehicle according to an embodiment of the second aspect of the present application includes the above-mentioned thermal management system.

[0019] 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

[0020] 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:

[0021] Figure 1 is a schematic structural diagram of a thermal management system according to an embodiment of the present application;

[0022] Figure 2 is a schematic diagram of a cooling mode of a thermal management system according to an embodiment of the present application;

[0023] Figure 3 It is a schematic diagram of a heating mode of a thermal management system according to an embodiment of the present application.

[0024] Reference numerals:

[0025] Thermal management system 100;

[0026] The first heat exchange branch 10; the second heat exchange branch 20; the first pipe section 201; the second pipe section 202; the third pipe section 203;

[0027] A first compressor 1; a first refrigerant inlet 11; a first refrigerant outlet 12; a first off-vehicle heat exchanger 2; a motor assembly 3; a battery pack 4; a first heating device 5; and a first gas-liquid separator 6;

[0028] A first throttle member 71; a second throttle member 72; a third throttle member 73; a fourth throttle member 74;

[0029] A first solenoid valve 81; a second solenoid valve 82; a third solenoid valve 83; a fourth solenoid valve 84; a fifth solenoid valve 85;

[0030] A first one-way valve 91; a second one-way valve 92; a third one-way valve 93; a fourth one-way valve 94; a fifth one-way valve 95;

[0031] Air conditioning subsystem 30;

[0032] a second compressor 31; a second refrigerant inlet 311; a second refrigerant outlet 312; a second external heat exchanger 32; a first internal heat exchanger 33; a second heating device 34; a third heating device 35; a second internal heat exchanger 36; a second gas-liquid separator 37;

[0033] The first condensation branch 301 ; the second condensation branch 302 ; the first evaporation branch 303 ; the second evaporation branch 304 . DETAILED DESCRIPTION

[0034] 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.

[0035] Reference below Figure 1-Figure 3 A thermal management system 100 of a vehicle according to an embodiment of the present application is described. The vehicle is provided with a motor assembly 3 and a battery pack 4 . The motor assembly 3 and the battery pack 4 can exchange heat through the thermal management system 100 .

[0036] Specifically, the thermal management system 100 includes a first external heat exchanger 2, a motor assembly 3 and a battery pack 4. The motor assembly 3 and the battery pack 4 are respectively connected to the first external heat exchanger 2, and the first external heat exchanger 2 exchanges heat with the motor assembly 3 and / or the battery pack 4.

[0037] Reference Figure 1 The first external heat exchanger 2 is used for exchanging heat with the outside, and heat is exchanged with the motor assembly 3 through the first external heat exchanger 2, so that the motor assembly 3 can be cooled; heat is exchanged with the battery pack 4 through the first external heat exchanger 2, so that the battery pack 4 can be cooled; and the motor assembly 3 and the battery pack 4 cooperate in heat exchange, so that the battery pack 4 can be heated and the motor assembly 3 can be cooled at the same time.

[0038] Therefore, the thermal management system 100 in the present application can realize multiple heat exchange modes, and can transfer the heat of the motor assembly 3 and heat the battery pack 4, thereby improving the low-temperature performance of the battery pack 4 and increasing the battery life.

[0039] In some embodiments of the present application, the thermal management system 100 also includes a first compressor 1, which is used to compress the refrigerant, and the first end of the first compressor 1 can be connected to the first end of the first external heat exchanger 2 and the first end of the battery pack 4 respectively, and the second end of the first compressor 1 can be connected to the first end of the motor assembly 3 and the first end of the battery pack 4 respectively, and the second end of the first external heat exchanger 2 can be connected to the second end of the motor assembly 3 and the second end of the battery pack 4 respectively.

[0040] The "first end" of the first compressor 1 refers to the refrigerant outlet side of the first compressor 1; the "second end" of the first compressor 1 refers to the refrigerant inlet side of the first compressor. The first compressor 1 is provided with a first refrigerant inlet 11 and a first refrigerant outlet 12. The first end of the motor assembly 3 is used for refrigerant discharge, and the second end of the motor assembly 3 is used for refrigerant inflow.

[0041] Among them, a first heat exchange branch 10 and a second heat exchange branch 20 are provided in the thermal management system 100 , the motor assembly 3 is provided on the first heat exchange branch 10 , and the battery pack 4 is provided on the second heat exchange branch 20 .

[0042] Specifically, the first heat exchange branch 10 is connected between the first off-vehicle heat exchanger 2 and the first refrigerant inlet 11 of the first compressor 1. That is, the refrigerant discharged through the first refrigerant outlet 12 can enter the first heat exchange branch 10 after flowing through the first off-vehicle heat exchanger 2, and further return to the first compressor 1 through the first heat exchange branch 10; the first end of the second heat exchange branch 20 is selectively connected to the first off-vehicle heat exchanger 2 or the first heat exchange branch 10, and the second end of the second heat exchange branch 20 is selectively connected to the first refrigerant inlet 11 or the first refrigerant outlet 12.

[0043] It can be understood that the thermal management system 100 can form a variety of refrigerant circulation loops by adjusting the access method of the second heat exchange branch 20. In the various refrigerant circulation loops, the motor assembly 3 is used to heat the refrigerant, that is, the refrigerant can evaporate and absorb heat at the motor assembly 3 to be converted into a gaseous state. The motor assembly 3 is equivalent to the evaporation structure in the refrigerant circulation loop, thereby meeting the heat dissipation requirements of the motor assembly 3.

[0044] Reference Figure 2 The high-temperature gaseous refrigerant compressed by the first compressor 1 can be transported to the first external heat exchanger 2, and enters the first heat exchange branch 10 after being condensed by the first external heat exchanger 2. The refrigerant evaporates and absorbs heat at the motor assembly 3 to cool the motor assembly 3, and returns to the compressor after flowing through the first heat exchange branch 10.

[0045] Reference Figure 2, when the second heat exchange branch 20 is connected in parallel with the first heat exchange branch 10, the first end of the second heat exchange branch 20 is connected to the first off-vehicle heat exchanger 2, and the second end of the second heat exchange branch 20 is connected to the first refrigerant inlet 11, the refrigerant discharged from the first off-vehicle heat exchanger 2 can flow into the first heat exchange branch 10 and the second heat exchange branch 20 respectively, and the refrigerant can evaporate and absorb heat at the battery pack 4 to cool the battery pack 4, and return to the first compressor 1 after flowing through the second heat exchange branch 20. Under this working condition, the battery pack 4 and the motor assembly 3 can be cooled to meet the cooling requirements of the battery pack 4 and the motor assembly 3.

[0046] Reference Figure 3 , when the first end of the second heat exchange branch 20 is connected to the first heat exchange branch 10, and the second end of the second heat exchange branch 20 is connected to the first refrigerant outlet 12, the refrigerant compressed by the first compressor 1 flows into the second heat exchange branch 20, and the refrigerant condenses and releases heat at the battery pack 4 to heat the battery pack 4. Moreover, after flowing through the second heat exchange branch 20, the refrigerant enters the first heat exchange branch 10, evaporates and absorbs heat at the motor assembly 3 to cool the motor assembly 3, and returns to the compressor after flowing through the first heat exchange branch 10. Under this working condition, the motor assembly 3 can be cooled and the battery pack 4 can be heated, meeting the cooling demand of the motor assembly 3 and the heating demand of the battery pack 4 at the same time.

[0047] Therefore, the motor assembly 3 and the battery pack 4 can both achieve heat exchange through the refrigerant circulation loop formed by the thermal management system 100, with high heat exchange efficiency. It can also achieve heating of the battery pack 4 and cooling of the battery pack 4 and the motor assembly 3 while cooling the motor assembly 3, thereby meeting various heat exchange requirements of the battery pack 4 and the motor assembly 3.

[0048] In some embodiments of the present application, the thermal management system 100 includes a first heating device 5 , which is disposed between the second end of the first compressor 1 and the first end of the motor assembly 3 .

[0049] Among them, the first heating device 5 is arranged on the first heat exchange branch 10, and the first heating device 5 is located between the motor assembly 3 and the first compressor 1. The first heating device 5 can be used to heat the refrigerant to ensure the evaporation effect of the refrigerant in the first heat exchange branch 10.

[0050] It can be understood that when the heat at the motor assembly 3 is insufficient to convert all the refrigerant into gas, the first heating device 5 works, and the refrigerant is heated by the first heating device 5, which can further heat and evaporate the refrigerant, so that the fully evaporated refrigerant returns to the compressor.

[0051] In a specific embodiment of the present application, the first heating device 5 is configured as a tubular heater. It should be noted that the configuration of the first heating device 5 is not limited thereto.

[0052] like Figure 1 As shown, in a further embodiment of the present application, the thermal management system 100 includes a first gas-liquid separator 6, which is arranged between the second end of the first compressor 1, the first end of the battery pack 4 and the first end of the first heating device 5.

[0053] Among them, the first gas-liquid separator 6 is arranged on the side of the first refrigerant inlet 11. The first gas-liquid separator 6 can separate the refrigerant flowing to the first refrigerant inlet 11 (such as: the refrigerant heated by the first heating device 5 and flowing to the side of the first refrigerant inlet 11, the refrigerant flowing to the side of the first refrigerant inlet 11 through the battery pack 4) from gas and liquid, preventing the liquid refrigerant from entering the first compressor 1, avoiding the first compressor 1 from generating liquid hammer, and ensuring the operating reliability and stability of the first compressor 1.

[0054] In some embodiments of the present application, the thermal management system further includes: a first throttle 71, which is arranged between the second end of the first off-vehicle heat exchanger 2 and the second end of the motor assembly 3. The first throttle 71 is arranged on the first heat exchange branch 10 and is located between the first off-vehicle heat exchanger 2 and the motor assembly 3. The refrigerant entering the first heat exchange branch 10 through the first off-vehicle heat exchanger 2 is throttled by the first throttle 71 and can become low-temperature and low-pressure wet steam, so that the refrigerant can absorb heat in the motor assembly 3 and cool the motor assembly 3.

[0055] In some embodiments of the present application, the first heat exchange circuit is further provided with a second throttle 72, and the second throttle 72 is provided between the second end of the first off-board heat exchanger 2 and the second end of the battery pack 4. The second throttle 72 can throttle the refrigerant entering the second heat exchange branch 20 through the first off-board heat exchanger 2 to form low-temperature and low-pressure wet steam, and the refrigerant can further absorb heat at the battery pack 4 to cool the battery pack 4.

[0056] Among them, when cooling the motor assembly 3 and the battery pack 4, the first throttling member 71 is used to throttle the refrigerant flowing from the first external heat exchanger 2 to the motor assembly 3, and the second throttling member 72 is used to throttle the refrigerant flowing from the first external heat exchanger 2 to the battery pack 4; when cooling the motor assembly 3 and heating the battery pack 4, the battery pack 4 is connected to the refrigerant outlet side of the first compressor 1, and the first throttling member 71 is used to throttle the refrigerant flowing from the battery pack 4 to the motor assembly 3.

[0057] In some embodiments of the present application, the thermal management system 100 also includes: a first solenoid valve 81, a second solenoid valve 82 and a third solenoid valve 83, the first solenoid valve 81 is arranged between the first end of the first compressor 1 and the first end of the battery pack 4; the second solenoid valve 82 is arranged between the second end of the first compressor 1 and the first end of the battery pack 4; the third solenoid valve 83 is arranged between the first end of the first compressor 1 and the first end of the first external heat exchanger 2.

[0058] When the second solenoid valve 82 and the third solenoid valve 83 are closed and the first solenoid valve 81 is open, the thermal management system 100 is in a condition of heating the battery pack 4 and cooling the motor assembly 3; when the second solenoid valve 82 and the third solenoid valve 83 are open and the first solenoid valve 81 is closed, the thermal management system 100 is in a condition of cooling the battery pack 4 and the motor assembly 3.

[0059] like Figure 1 As shown, in a further embodiment of the present application, the second heat exchange branch 20 includes: a first pipe section 201, a second pipe section 202 and a third pipe section 203. The battery pack 4 is arranged on the first pipe section 201, and one end of the first pipe section 201 is connected to the first off-board heat exchanger 2 or the first heat exchange branch 10; the second pipe section 202 is connected between the other end of the first pipe section 201 and the first refrigerant outlet 12, and the second pipe section 202 is provided with a first solenoid valve 81, and the first solenoid valve 81 is used to control the on-off state of the second pipe section 202; the third pipe section 203 is connected between the other end of the first pipe section 201 and the first refrigerant inlet 11, and the third pipe section 203 is provided with a second solenoid valve 82, and the second solenoid valve 82 is used to control the on-off state of the third pipe section 203.

[0060] Reference Figure 2 and Figure 3 By controlling the on / off states of the first solenoid valve 81 and the second solenoid valve 82, the access mode of the second heat exchange branch 20 can be adjusted, thereby forming a variety of refrigerant circulation loops in the thermal management system 100 to meet the heat dissipation or heating requirements of the battery pack 4.

[0061] Reference Figure 1 and Figure 2 The second solenoid valve 82 is located between the connection between the first gas-liquid separator 6 and the first heat exchange branch 10 and the battery pack 4. When the second solenoid valve 82 is opened, the refrigerant in the second heat exchange branch 20 can flow to the first gas-liquid separator 6 through the third pipe section 203.

[0062] It should be noted that, refer to Figure 3 When the first pipe section 201 and the second pipe section 202 of the second heat exchange branch 20 are connected to the refrigerant circulation loop, the refrigerant flows through the battery pack 4 in the first pipe section 201 to the first end side. Under this working condition, the second throttling member 72 can remain in a fully open state, that is, it does not play a throttling role.

[0063] like Figure 1 As shown, in some embodiments of the present application, the thermal management system 100 also includes a third solenoid valve 83, which is arranged between the first refrigerant outlet 12 and the first external heat exchanger 2, and is used to control the on and off of the first compressor 1 and the first external heat exchanger 2.

[0064] The third solenoid valve 83 is located between the connection point between the second pipe section 202 and the first refrigerant outlet 12 and the external condenser. Figure 2 When the first external heat exchanger 2 needs to be connected to the refrigerant circulation path, the third solenoid valve 83 is opened and the second solenoid valve 82 is closed, and the refrigerant discharged from the first compressor 1 can flow to the side of the first external heat exchanger 2 .

[0065] like Figure 1 As shown, in some embodiments of the present application, the thermal management system 100 also includes a first one-way valve 91, which is arranged between the connection between the first heat exchange branch 10 and the first end and the first external heat exchanger 2, and is used to limit the refrigerant discharged through the first external heat exchanger 2 to flow into at least one of the first heat exchange branch 10 and the second heat exchange branch 20 in one direction.

[0066] Reference Figure 2 and Figure 3 The cooling and heating conditions of the thermal management system 100 according to the embodiment of the present application are described.

[0067] like Figure 2 As shown, the second solenoid valve 82 and the third solenoid valve 83 are opened and the first solenoid valve 81 is closed, and the refrigerant discharged from the first compressor 1 enters the first external heat exchanger 2, and the refrigerant discharged from the first external heat exchanger 2 flows into the first heat exchange branch 10 and the second heat exchange branch 20 (i.e., the first pipe section 201 and the third pipe section 203) respectively, and the motor assembly 3 and the battery pack 4 are cooled by evaporation of the refrigerant and heat absorption, and the refrigerant then returns to the first compressor 1 through the first gas-liquid separator 6.

[0068] like Figure 3 As shown, the first solenoid valve 81 is opened and the second solenoid valve 82 and the third solenoid valve 83 are closed, and the refrigerant discharged from the first compressor 1 enters the first heat exchange branch 10 (i.e., the first pipe section 201 and the second pipe section 202), heats the battery pack 4 through the heat release by condensation of the refrigerant, and enters the first heat exchange branch 10 through the first end of the second heat exchange branch 20, and is throttled by the first throttling element 71 to become low-temperature and low-pressure wet steam, and the refrigerant can further absorb heat at the motor assembly 3 to cool the motor assembly 3, and the refrigerant then returns to the first compressor 1 through the first gas-liquid separator 6.

[0069] It should be noted that, in the above two working conditions, when the heat at the motor assembly 3 is insufficient to convert all the refrigerant into gas, the evaporating refrigerant can be further heated by the first heating device 5 .

[0070] At the same time, the thermal management system 100 in the present application arranges the battery pack 4 and the motor assembly 3 in the same refrigerant circulation loop, so that the heat of the motor assembly 3 can be efficiently transferred and the battery can be heated under low-temperature conditions, thereby improving the low-temperature performance of the battery pack 4 and increasing the cruising range.

[0071] In some embodiments of the present application, the first off-board heat exchanger 2, the motor assembly 3 and the battery pack 4 constitute a first heat exchange loop, and the thermal management system further includes a second heat exchange loop 30, the second heat exchange loop 30 is suitable for cooling or heating the cockpit, and the first heat exchange loop and the second heat exchange loop are not connected to each other. It should be noted that the second heat exchange loop 30 is equivalent to the air conditioning system of the vehicle.

[0072] Thus, the motor assembly 3 and the battery pack 4 can be heat-exchanged through the first heat exchange loop, and the cockpit can be heat-exchanged through the second heat exchange loop 30, and the first heat exchange loop and the second heat exchange loop 30 are independent of each other, so as to meet various heat exchange requirements of the thermal management system 100. For example: the battery pack 4 and the motor assembly 3 are cooled while the cockpit is heated; the battery pack 4 and the motor assembly 3 are cooled while the cockpit is cooled; the motor assembly 3 is cooled and the battery pack 4 is heated while the cockpit is heated; the motor assembly 3 is cooled and the battery pack 4 is heated while the cockpit is cooled.

[0073] In some embodiments of the present application, the second heat exchange circuit 30 includes a second compressor 31, a second gas-liquid separator 37, a refrigeration circuit and a heating circuit, the refrigeration circuit is connected to the second gas-liquid separator 37 and the second compressor 31; the heating circuit is connected to the second gas-liquid separator 37 and the second compressor 31.

[0074] It can be understood that the second heat exchange circuit 30 can operate a refrigeration circuit and a heating circuit. When the second heat exchange circuit 30 operates the refrigeration circuit, the cockpit can be cooled; when the second heat exchange circuit 30 operates the heating circuit, the cockpit can be heated.

[0075] like Figure 1 As shown, in a further embodiment of the present application, the refrigeration circuit includes a second outdoor heat exchanger 32 and a second indoor heat exchanger 36, the second outdoor heat exchanger 32 is connected to the refrigerant outlet side of the second compressor 31, the second indoor heat exchanger 36 is connected between the second outdoor heat exchanger 32 and the second gas-liquid separator 37, and is used to cool the cockpit.

[0076] The second exterior heat exchanger 32 is used for exchanging heat with the exterior of the vehicle, and the second interior heat exchanger 36 is used for exchanging heat with the interior of the vehicle. In the refrigeration circuit, the second interior heat exchanger 36 is equivalent to an evaporation structure, and the second interior heat exchanger 36 can exchange heat with the cockpit and be used to cool the cockpit.

[0077] like Figure 1 As shown, in some embodiments of the present application, the heating circuit includes a first in-vehicle heat exchanger 33 and a second heating device 34, and in the heating circuit, the first in-vehicle heat exchanger 33 is connected to the refrigerant outlet side of the second compressor 31, and the second heating device 34 is connected between the first in-vehicle heat exchanger 33 and the second gas-liquid separator 37, and is used to heat the refrigerant.

[0078] The first in-vehicle heat exchanger 33 is used to heat the cockpit. In the heating circuit, the first in-vehicle heat exchanger 33 is equivalent to a condensation structure. The first in-vehicle heat exchanger 33 can exchange heat with the cockpit and be used to heat the cockpit.

[0079] like Figure 1 As shown, in some embodiments of the present application, the heating circuit further includes a third heating device 35, which is used to heat the cockpit to further enhance the heating effect of the cockpit. The third heating device 35 may be configured as a PTC heater.

[0080] Among them, the third heating device 35 can be arranged near the first in-vehicle heat exchanger 33 to further increase the temperature of the air flow delivered to the cockpit when the first in-vehicle heat exchanger 33 cannot meet the heating demand of the cockpit, thereby improving the heating effect of the second heat exchange circuit 30 on the cockpit.

[0081] In some embodiments of the present application, the second heat exchange circuit 30 includes: a second compressor 31 , a first condensation branch 301 , a second condensation branch 302 , a first evaporation branch 303 and a second evaporation branch 304 .

[0082] Among them, the second compressor 31 is used to compress the refrigerant, the first condensation branch 301 is connected to the second refrigerant outlet 312 of the second compressor 31, and the first condensation branch 301 is provided with a second external heat exchanger 32 for heat exchange with the outside world, the second condensation branch 302 is connected to the second refrigerant outlet 312, and the second condensation branch 302 is provided with a first internal heat exchanger 33 for heat exchange with the cockpit, and the second condensation branch 302 is connected in parallel with the first condensation branch 301.

[0083] Furthermore, the first evaporation branch 303 is provided with a second in-vehicle heat exchanger 36 for the cockpit, the second evaporation branch 304 is provided with a second heating device 34 for heating the refrigerant, and the second evaporation branch 304 is connected in parallel with the first evaporation branch 303 .

[0084] It can be understood that one of the first condensation branch 301 and the second condensation branch 302 is connected to one of the first evaporation branch 303 and the second evaporation branch 304 to form a refrigerant circulation loop to achieve temperature regulation of the cockpit.

[0085] Reference Figure 2 When the cockpit needs to be cooled, the second compressor 31, the first condensation branch 301 and the first evaporation branch 303 form a refrigerant circulation loop. In this working condition, the cockpit can be cooled by the second in-vehicle heat exchanger 36.

[0086] Reference Figure 3When the cockpit needs to be heated, the second compressor 31, the second condensation branch 302 and the second evaporation branch 304 form a refrigerant circulation loop. In this working condition, the cockpit can be heated by the first in-vehicle heat exchanger 33.

[0087] like Figure 1 As shown, in a further embodiment of the present application, the second heat exchange circuit 30 also includes a second gas-liquid separator 37, the second gas-liquid separator 37 is connected to one side of the second refrigerant inlet 311, and the second gas-liquid separator 37 is arranged between the second refrigerant inlet 311 and the first evaporation branch 303, and between the second refrigerant inlet 311 and the second evaporation branch 304.

[0088] Reference Figure 1 The refrigerant flowing through the first evaporation branch 303 or the second evaporation branch 304 enters the second gas-liquid separator 37 , and returns to the second compressor 31 after gas-liquid separation in the second gas-liquid separator 37 .

[0089] like Figure 1 As shown, in some embodiments of the present application, the first condensation branch 301 is also provided with a second one-way valve 92, and the second one-way valve 92 is used to limit the one-way flow of the refrigerant discharged through the second external heat exchanger 32 into the first evaporation branch 303 or the second evaporation branch 304; the second condensation branch 302 is also provided with a third one-way valve 93, and the third one-way valve 93 is used to limit the one-way flow of the refrigerant discharged through the first internal heat exchanger 33 into the first evaporation branch 303 or the second evaporation branch 304.

[0090] like Figure 1 As shown, in some embodiments of the present application, the first evaporation branch 303 is also provided with a fourth one-way valve 94, which is used to limit the one-way flow of the refrigerant discharged through the second in-vehicle heat exchanger 36 into the second gas-liquid separator 37; the second evaporation branch 304 is also provided with a fifth one-way valve 95, which is used to limit the one-way flow of the refrigerant discharged through the second heating device 34 into the second gas-liquid separator 37.

[0091] like Figure 1 As shown, in some embodiments of the present application, the first condensation branch 301 is further provided with a fourth solenoid valve 84, which is provided between the second refrigerant outlet 312 and the second off-vehicle heat exchanger 32, and is used to control the on-off of the first condensation branch 301. When the second compressor 31 needs to be connected to the first condensation branch 301, the fourth solenoid valve 84 is opened.

[0092] like Figure 1As shown, in some embodiments of the present application, the second condensation branch 302 is further provided with a fifth solenoid valve 85, which is provided between the second refrigerant outlet 312 and the first in-vehicle heat exchanger 33, and is used to control the on-off of the second condensation branch 302. When the second compressor 31 needs to be connected to the second condensation branch 302, the fifth solenoid valve 85 is opened.

[0093] like Figure 1 As shown, in some embodiments of the present application, the first evaporation branch 303 is also provided with a third throttling member 73, and the third throttling member 73 is used to throttle the refrigerant flowing into the first evaporation branch 303 into low-temperature and low-pressure wet steam, and the refrigerant can further absorb heat at the second in-vehicle heat exchanger 36 to cool the cockpit.

[0094] like Figure 1 As shown, in some embodiments of the present application, the second evaporation branch 304 is further provided with a fourth throttling member 74 , and the fourth throttling member 74 is used to throttle the refrigerant flowing into the second evaporation branch 304 .

[0095] It should be noted that the throttling elements (such as the first throttling element 71, the second throttling element 72, the third throttling element 73 and the fourth throttling element 74) in the present application can be configured as expansion valves. The heating devices (such as the first heating device 5 and the second heating device 34) can be configured as tubular heaters. By heating the refrigerant through the first heating device 5 and the second heating device 34, the heat utilization efficiency in the thermal management system 100 can be improved, and the heating performance and energy efficiency ratio of the thermal management system 100 can be improved.

[0096] Reference Figure 2 and Figure 3 The cooling and heating conditions of the second heat exchange circuit 30 according to the present application are described.

[0097] Reference Figure 2 , the second heat exchange circuit 30 is in refrigeration condition:

[0098] The fourth solenoid valve 84 is opened and the fifth solenoid valve 85 is closed. The refrigerant discharged from the second compressor 31 enters the first condensation branch 301, and enters the first evaporation branch 303 after being condensed by the second external heat exchanger 32. The refrigerant evaporates and absorbs heat at the second internal heat exchanger 36, and returns to the second compressor 31 through the second gas-liquid separator 37.

[0099] In this operating condition, the cockpit can be cooled by the second in-vehicle heat exchanger 36 .

[0100] Reference Figure 3 , the second heat exchange circuit 30 is in heating condition:

[0101] The fifth solenoid valve 85 is opened and the fourth solenoid valve 84 is closed. The refrigerant discharged from the second compressor 31 enters the second condensation branch 302, and enters the second evaporation branch 304 after being condensed by the first in-vehicle heat exchanger 33. The refrigerant condenses and releases heat at the first in-vehicle heat exchanger 33, and is further heated and evaporated by the second heating device 34 before entering the second gas-liquid separator 37 and returning to the second compressor 31.

[0102] Under this operating condition, the cockpit can be heated by the first in-vehicle heat exchanger 33 .

[0103] According to the thermal management system 100 of the embodiment of the present application, the motor assembly 3 and the battery pack 4 are in a refrigerant circulation loop, which is independent of the refrigerant circulation loop formed by the second heat exchange loop 30, and can realize multiple heat exchange conditions such as single battery pack 4 cooling, single battery pack 4 heating, single cockpit cooling, single cockpit heating, cockpit heating and battery pack 4 cooling, cockpit heating and battery pack 4 heating, so as to form a variety of cooling and heating mode combinations, realize energy consumption management of the thermal management system 100 under different working conditions, further reduce energy consumption, improve user experience, and increase battery life.

[0104] According to the vehicle of the embodiment of the present application, including the above-mentioned thermal management system 100, by setting the above-mentioned thermal management system 100, the heat dissipation efficiency of the motor assembly 3 can be improved, and under low temperature conditions, the heat of the motor assembly 3 can be transferred and the battery pack 4 can be heated, thereby improving the low temperature performance of the battery pack 4 and increasing the endurance.

[0105] At the same time, two independent refrigerant circulation loops can be formed in the thermal management system 100, which can realize various combinations of cooling and heating modes, further reduce energy consumption, improve user experience, and increase battery life.

[0106] In the description of the present application, it should be understood that the terms "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to 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 application.

[0107] In the description of this application, "first feature" or "second feature" may include one or more of the features.

[0108] In the description of the present application, “plurality” means two or more.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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 thermal management system comprises: a first compressor (1), a first off-vehicle heat exchanger (2), a motor assembly (3) and a battery pack (4); the motor assembly (3) and the battery pack (4) are respectively connected to the first off-vehicle heat exchanger (2), and the first off-vehicle heat exchanger (2) exchanges heat with the motor assembly (3) and / or the battery pack (4); the first end of the first compressor (1) can be respectively connected to the first end of the first off-vehicle heat exchanger (2) and the first end of the battery pack (4); the second end of the first compressor (1) can be respectively connected to the first end of the motor assembly (3) and the first end of the battery pack (4); the second end of the first off-vehicle heat exchanger (2) can be respectively connected to the second end of the motor assembly (3) and the second end of the battery pack (4).

2. The thermal management system of a vehicle according to claim 1, characterized in that: It comprises a first heating device (5), wherein the first heating device (5) is arranged between the second end of the first compressor (1) and the first end of the motor assembly (3).

3. The thermal management system for a vehicle according to claim 2, characterized in that: It comprises a first gas-liquid separator (6), wherein the first gas-liquid separator (6) is arranged between the second end of the first compressor (1), the first end of the battery pack (4) and the first end of the first heating device (5).

4. The thermal management system for a vehicle according to claim 1, characterized in that: include: A first throttle member (71), the first throttle member (71) being arranged between a second end of the first off-board heat exchanger (2) and a second end of the motor assembly (3); A second throttle member (72), wherein the second throttle member (72) is disposed between a second end of the first off-board heat exchanger (2) and a second end of the battery pack (4).

5. The thermal management system for a vehicle according to claim 1, characterized in that: Also includes: a first solenoid valve (81), the first solenoid valve (81) being arranged between a first end of the first compressor (1) and a first end of the battery pack (4); a second solenoid valve (82), the second solenoid valve (82) being arranged between the second end of the first compressor (1) and the first end of the battery pack (4); A third solenoid valve (83), the third solenoid valve (83) being arranged between the first end of the first compressor (1) and the first end of the first external heat exchanger (2).

6. The thermal management system for a vehicle according to claim 5, characterized in that: When the second solenoid valve (82) and the third solenoid valve (83) are closed, and the first solenoid valve (81) is opened, the thermal management system (100) is in a state of heating the battery pack (4) and cooling the motor assembly (3); When the second solenoid valve (82) and the third solenoid valve (83) are opened and the first solenoid valve (81) is closed, the thermal management system (100) is in a condition of cooling the battery pack (4) and the motor assembly (3).

7. The thermal management system for a vehicle according to claim 1, characterized in that: The first off-board heat exchanger (2), the motor assembly (3) and the battery pack (4) constitute a first heat exchange circuit, and the thermal management system further comprises a second heat exchange circuit, the second heat exchange circuit being suitable for cooling or heating the cockpit, and the first heat exchange circuit and the second heat exchange circuit are not connected to each other.

8. The thermal management system for a vehicle according to claim 7, characterized in that: The second heat exchange circuit comprises a second compressor (31), a second gas-liquid separator (37), a refrigeration circuit and a heating circuit; The refrigeration circuit is connected to the second gas-liquid separator (37) and the second compressor (31); The heating circuit is connected to the second gas-liquid separator (37) and the second compressor (31).

9. The thermal management system for a vehicle according to claim 8, characterized in that: The refrigeration circuit includes a second outdoor heat exchanger (32) and a second indoor heat exchanger (36), wherein the second outdoor heat exchanger (32) is connected to the refrigerant outlet side of the second compressor (31), and the second indoor heat exchanger (36) is connected between the second outdoor heat exchanger (32) and the second gas-liquid separator (37) and is used to cool the cockpit.

10. The thermal management system for a vehicle according to claim 8, characterized in that: The heating circuit includes a first in-vehicle heat exchanger (33) and a second heating device (34), wherein the first in-vehicle heat exchanger (33) is connected to the refrigerant outlet side of the second compressor (31), and the second heating device (34) is connected between the first in-vehicle heat exchanger (33) and the second gas-liquid separator (37).

11. The thermal management system for a vehicle according to claim 10, characterized in that: The heating circuit further comprises a third heating device (35), and the third heating device (35) is used for heating the cockpit.

12. A vehicle, characterized in that: Comprising a thermal management system according to any one of claims 1-11.

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