Thermal management system and vehicle

Abstract

The utility model discloses a thermal management system and a vehicle. The thermal management system comprises an air-conditioning system and a thermal management system, the control valve communicates with an electric control heat exchange loop, a battery heat exchange loop, a low-temperature radiator, a heat exchanger, a low-temperature condenser and a motor heat exchange loop, and the control valve selectively communicates with one or more of the electric control heat exchange loop, the battery heat exchange loop, the low-temperature radiator, the heat exchanger, the low-temperature condenser and the motor heat exchange loop; a refrigerant of the air conditioning system selectively flows through the low-temperature condenser and / or the heat exchanger. A control valve is respectively communicated with an electric control heat exchange loop, a battery heat exchange loop, a low-temperature radiator, a heat exchanger, a low-temperature condenser and a motor heat exchange loop, cooling liquid is coupled with a refrigerant, and the low-temperature condenser and the heat exchanger jointly radiate heat of the battery heat exchange loop, so that the cooling capacity of the battery pack is effectively improved; different working modes can be flexibly selected in different vehicle using scenes, the same heat source is prevented from being used, the energy consumption of the vehicle is reduced, and the internal space of the vehicle is saved.

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] In simple terms, the pure electric thermal management system is a control system for the internal heat of electric vehicles. It involves multiple subsystems such as battery pack thermal management, drive motor cooling, air conditioning system, and passenger compartment temperature regulation. In pure electric vehicles, since the battery generates a lot of heat when working, and the battery's performance and life are closely related to temperature, an efficient and intelligent thermal management architecture is crucial.

[0003] However, in the existing thermal management system, in order to further improve the fast charging power of the battery pack, the voltage platform is increased under the condition of limited current increase, and the existing battery pack cooling capacity is slightly insufficient. In addition, the thermal management function is implemented in a relatively simple way. In different vehicle usage scenarios, the use of the same heat source may result in high energy consumption. In addition, the use of multiple four- and five-way valves and other components that do not require thermal management in a certain working mode will increase the flow resistance, increase energy consumption, and increase the layout space. 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 that uses a control valve to couple the coolant with the refrigerant to improve the cooling capacity of the battery pack.

[0005] According to the thermal management system of the first aspect of the utility model, the embodiment includes: an air-conditioning system; a control valve, wherein the control valve is connected to an electrically controlled heat exchange circuit, a battery heat exchange circuit, a low-temperature radiator, a heat exchanger, a low-temperature condenser and a motor heat exchange circuit, and the control valve selectively connects one or more of the electrically controlled heat exchange circuit, the battery heat exchange circuit, the low-temperature radiator, the heat exchanger, the low-temperature condenser and the motor heat exchange circuit; wherein the refrigerant of the air-conditioning system selectively flows through the low-temperature condenser and / or the heat exchanger.

[0006] According to the thermal management system of the first aspect of the utility model, the control valve is used to connect the electronically controlled heat exchange circuit, the battery heat exchange circuit, the low-temperature radiator, the heat exchanger, the low-temperature condenser and the motor heat exchange circuit respectively, the coolant and the refrigerant are coupled, the low-temperature condenser and the heat exchanger jointly dissipate the heat for the battery heat exchange circuit, the cooling capacity of the battery pack is effectively improved, different working modes can be flexibly selected in different vehicle usage scenarios, frequent use of the same heat source is avoided, the energy consumption of the vehicle is reduced, and the internal space of the vehicle is saved.

[0007] According to some embodiments of the present utility model, the control valve includes: a first valve port and a second valve port, the first valve port and the second valve port are respectively connected to the two ends of the battery heat exchange circuit; and, the control valve includes: a third valve port and a fourth valve port, the third valve port and the fourth valve port are respectively connected to the two ends of the low-temperature condenser; and, the control valve includes: a fifth valve port and a sixth valve port, the fifth valve port and the sixth valve port are respectively connected to the two ends of the heat exchanger; and, the control valve includes: a seventh valve port and an eighth valve port, the seventh valve port and the eighth valve port are respectively connected to the two ends of the motor heat exchange circuit; and, the control valve includes: a ninth valve port and a tenth valve port, the ninth valve port and the tenth valve port are respectively connected to the two ends of the electrically controlled heat exchange circuit; and, the control valve includes: an eleventh valve port and a twelfth valve port, the eleventh valve port and the twelfth valve port are respectively connected to the two ends of the low-temperature radiator.

[0008] According to some embodiments of the utility model, the air conditioning system includes: a compressor, an outdoor heat exchanger and an evaporator, the outdoor heat exchanger and the low-temperature condenser are selectively connected in series with the compressor, and the evaporator and the heat exchanger are connected in parallel and communicated with the compressor.

[0009] According to some embodiments of the utility model, the air conditioning system further includes: an indoor condenser and a first electric heater, the indoor condenser and the low-temperature condenser are connected in parallel to each other and are connected to the compressor, and the first electric heater and the indoor condenser are arranged opposite to each other.

[0010] According to some embodiments of the utility model, the air-conditioning system also includes: a coaxial tube; one end of the upper side of the coaxial tube is selectively connected to at least one of the outdoor heat exchanger, the indoor condenser and the low-temperature condenser, and the other end of the upper side of the coaxial tube is selectively connected to at least one of the heat exchanger, the evaporator and the outdoor heat exchanger; and, one end of the lower side of the coaxial tube is connected to the compressor, and the other end of the lower side of the coaxial tube is selectively connected to at least one of the heat exchanger, the evaporator and the outdoor heat exchanger.

[0011] According to some embodiments of the utility model, the air-conditioning system further includes: a first one-way valve and a second one-way valve, wherein the first one-way valve is arranged between the outdoor heat exchanger and the upper side of the coaxial tube, and the second one-way valve is arranged between the indoor condenser and the upper side of the coaxial tube.

[0012] According to some embodiments of the utility model, the air-conditioning system further includes: a first stop valve, a second stop valve and a third stop valve, the first stop valve being arranged between the exhaust port of the compressor and the outdoor heat exchanger, the second stop valve being arranged between the exhaust port of the compressor and the indoor condenser, and the third stop valve being arranged between the exhaust port of the compressor and the low-temperature condenser; and the air-conditioning system further includes: a fourth stop valve, the fourth stop valve being arranged between the outdoor heat exchanger and the air inlet of the compressor.

[0013] According to some embodiments of the present utility model, the battery heat exchange circuit includes: a first water pump, a battery pack and a first temperature sensor, the first water pump, the battery pack and the first temperature sensor are arranged in series with each other, and two valve ports of the control valve are connected in series with the battery pack; and the battery heat exchange circuit also includes: a second electric heater, which is arranged between the first water pump and the control valve.

[0014] According to some embodiments of the utility model, the electrically controlled heat exchange circuit includes: a second water pump, an electrically controlled device and a second temperature sensor, the second water pump, the electrically controlled device and the second temperature sensor are arranged in series with each other, and the other two valve ports of the control valve are connected in series with the electrically controlled device.

[0015] A vehicle according to an embodiment of the second aspect of the utility model includes the thermal management system.

[0016] Compared with the prior art, the vehicle provided by the utility model utilizes control valves to respectively connect an electronically controlled heat exchange circuit, a battery heat exchange circuit, a low-temperature radiator, a heat exchanger, a low-temperature condenser and a motor heat exchange circuit, thereby coupling the coolant and the refrigerant. The low-temperature condenser and the heat exchanger jointly dissipate heat for the battery heat exchange circuit, thereby effectively improving the cooling capacity of the battery pack. Different working modes can be flexibly selected in different vehicle usage scenarios, thereby avoiding frequent use of the same heat source, reducing the energy consumption of the vehicle, and saving internal space of the vehicle.

[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 schematic diagram of a thermal management system according to an embodiment of the utility model;

[0020] Figure 2is a schematic diagram of working mode 1 of a thermal management system according to an embodiment of the utility model;

[0021] Figure 3 is a schematic diagram of working mode 2 of a thermal management system according to an embodiment of the utility model;

[0022] Figure 4 is a schematic diagram of working mode 3 of a thermal management system according to an embodiment of the utility model;

[0023] Figure 5 is a schematic diagram of working mode 4 of a thermal management system according to an embodiment of the utility model;

[0024] Figure 6 is a schematic diagram of working mode 5 of a thermal management system according to an embodiment of the utility model;

[0025] Figure 7 is a schematic diagram of working mode 6 of the thermal management system according to an embodiment of the utility model;

[0026] Figure 8 is a schematic diagram of working mode 7 of a thermal management system according to an embodiment of the utility model;

[0027] Fig. 9 is a schematic diagram of working mode eight of a thermal management system according to an embodiment of the utility model;

[0028] Fig.10 is a schematic diagram of working mode nine of a thermal management system according to an embodiment of the utility model;

[0029] Fig.11 is a schematic diagram of working mode 10 of a thermal management system according to an embodiment of the utility model;

[0030] Fig.12 is a schematic diagram of an eleventh working mode of a thermal management system according to an embodiment of the utility model;

[0031] Fig.13 is a schematic diagram of a twelve-step operation mode of a thermal management system according to an embodiment of the present utility model;

[0032] Fig.14 is a schematic diagram of a thirteenth working mode of a thermal management system according to an embodiment of the utility model;

[0033] Fig.15 is a schematic diagram of a fourteenth working mode of a thermal management system according to an embodiment of the utility model;

[0034] Fig.16 is a schematic diagram of a fifteenth working mode of a thermal management system according to an embodiment of the utility model;

[0035] Fig.17 is a schematic diagram of a sixteenth working mode of a thermal management system according to an embodiment of the utility model;

[0036] Fig.18 is a schematic diagram of a seventeenth working mode of a thermal management system according to an embodiment of the utility model;

[0037] Fig.19 is a schematic diagram of working mode 18 of a thermal management system according to an embodiment of the utility model;

[0038] Fig. 20 is a schematic diagram of a nineteenth working mode of a thermal management system according to an embodiment of the utility model;

[0039] Fig.21 is a schematic diagram of working mode 20 of a thermal management system according to an embodiment of the utility model;

[0040] Fig. 22 is a schematic diagram of working mode 21 of the thermal management system according to an embodiment of the utility model;

[0041] Fig.23 is a schematic diagram of working mode 22 of the thermal management system according to an embodiment of the utility model;

[0042] Fig.24 is a schematic diagram of working mode 23 of the thermal management system according to an embodiment of the utility model;

[0043] Fig.25 is a schematic diagram of working mode twenty-four of a thermal management system according to an embodiment of the utility model;

[0044] Fig.26 is a schematic diagram of working mode 25 of the thermal management system according to an embodiment of the utility model;

[0045] Fig. 27 is a schematic diagram of working mode 26 of the thermal management system according to an embodiment of the utility model;

[0046] Fig.28 is a schematic diagram of working mode twenty-seven of a thermal management system according to an embodiment of the utility model;

[0047] Fig.29 is a schematic diagram of working mode twenty-eight of a thermal management system according to an embodiment of the utility model;

[0048] Fig.30 is a schematic diagram of working mode twenty-ninth of the thermal management system according to an embodiment of the utility model;

[0049] Fig.31 is a schematic diagram of working mode 30 of a thermal management system according to an embodiment of the utility model;

[0050] Fig.32 is a schematic diagram of working mode 31 of the thermal management system according to an embodiment of the utility model;

[0051] Fig.33 is a schematic diagram of working mode 32 of the thermal management system according to an embodiment of the utility model;

[0052] Fig.34 is a schematic diagram of working mode thirty-three of the thermal management system according to an embodiment of the utility model.

[0053] Reference numerals:

[0054] 100. Thermal management system;

[0055] 10. Air conditioning system; 11. Compressor; 12. Outdoor heat exchanger; 13. Evaporator; 14. Indoor condenser; 15. First electric heater; 16. Coaxial tube; 17. First non-return valve; 18. Second non-return valve; 19. First stop valve; 20. Second stop valve; 21. Third stop valve; 22. Fourth stop valve; 30. Control valve; 40. Motor heat exchange circuit; 41. Motor; 42. Third temperature sensor; 50. Battery heat exchange circuit; 51. First water pump; 52. Battery pack; 53. First temperature sensor; 54. Second electric heater; 60. Electronically controlled heat exchange circuit; 61. Second water pump; 62. Electronically controlled device; 63. Second temperature sensor; 71. Heat exchanger; 72. Low-temperature radiator; 73. Low-temperature condenser. DETAILED DESCRIPTION

[0056] 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.

[0057] Reference below Figure 1-Figure 34 A thermal management system 100 according to an embodiment of the present invention is described, and the present invention also provides a vehicle.

[0058] Reference Figure 1As shown, the thermal management system 100 of the embodiment of the utility model comprises: an air conditioning system 10 and a control valve 30, the control valve 30 is connected with an electric control heat exchange circuit 60, a battery heat exchange circuit 50, a low temperature radiator 72, a heat exchanger 71, a low temperature condenser 73 and a motor heat exchange circuit 40, and the control valve 30 selectively connects one or more of the electric control heat exchange circuit 60, the battery heat exchange circuit 50, the low temperature radiator 72, the heat exchanger 71, the low temperature condenser 73 and the motor heat exchange circuit 40. In this way, the heat in the electric control heat exchange circuit 60, the battery heat exchange circuit 50, the low temperature radiator 72, the heat exchanger 71, the low temperature condenser 73 and the motor heat exchange circuit 40 can be mutually circulated through the control valve 30, and under the control of the vehicle controller, the heat can be circulated between different circuits or devices according to different thermal management modes of the vehicle, and different working modes can be flexibly selected in different vehicle use scenarios to avoid frequent use of the same heat source and reduce the energy consumption of the vehicle. Furthermore, the thermal management system 100 uses a control valve 30 to control multiple circuits. Each circuit does not interfere with each other but can exchange heat with each other through the control valve 30. This can avoid the situation where a component that does not require thermal management flows through a certain working mode, reduce energy consumption, and save space inside the vehicle, providing more possibilities for the subsequent installation of new functions and technologies. Specifically, the control valve 30 can be a twelve-way valve, with refrigerant flowing in the air-conditioning system 10, and coolant flowing in the electronically controlled heat exchange circuit 60, the battery heat exchange circuit 50, the motor heat exchange circuit 40, and the low-temperature radiator 72.

[0059] Among them, the refrigerant of the air-conditioning system 10 selectively flows through the low-temperature condenser 73 and / or the heat exchanger 71. In this way, the refrigerant in the air-conditioning system 10 can selectively exchange heat with the low-temperature condenser 73 or the heat exchanger 71, and the low-temperature condenser 73 and the heat exchanger 71 can be connected to the battery heat exchange circuit 50, the motor heat exchange circuit 40, etc. through the control valve 30. Through the coupling of the coolant and the refrigerant, the low-temperature condenser 73 and the heat exchanger 71 jointly dissipate heat for the battery heat exchange circuit 50, effectively improving the cooling capacity of the battery pack 52 when facing the high-voltage platform, which is conducive to the platform development of products.

[0060] Therefore, by using the control valve 30 to respectively connect the electronically controlled heat exchange circuit 60, the battery heat exchange circuit 50, the low-temperature radiator 72, the heat exchanger 71, the low-temperature condenser 73 and the motor heat exchange circuit 40, the coolant and the refrigerant are coupled, and the low-temperature condenser 73 and the heat exchanger 71 jointly dissipate heat for the battery heat exchange circuit 50, thereby effectively improving the cooling capacity of the battery pack 52. Different working modes can be flexibly selected in different vehicle usage scenarios to avoid frequent use of the same heat source, reduce the energy consumption of the vehicle, and save space inside the vehicle.

[0061] Reference Figure 1As shown, the control valve 30 includes: a first valve port and a second valve port, and the first valve port and the second valve port are respectively connected to the two ends of the battery heat exchange circuit 50. That is to say, the first valve port and the second valve port on the control valve 30 can be connected to the battery heat exchange circuit 50, so that the battery heat exchange circuit 50 and other valve ports of the control valve 30 can be connected through the first valve port and the second valve port, thereby realizing the connection between the battery heat exchange circuit 50 and other circuits. Among them, the first valve port is Figure 2-Figure 34 The second valve port is Figure 2-Figure 34 The "L" in the

[0062] And, the control valve 30 includes: a third valve port and a fourth valve port, and the third valve port and the fourth valve port are respectively connected to the two ends of the low-temperature condenser 73. That is to say, the third valve port and the fourth valve port on the control valve 30 can be connected to the low-temperature condenser 73, so that the low-temperature condenser 73 can be connected to other valve ports of the control valve 30 through the third valve port and the fourth valve port, thereby realizing the connection between the low-temperature condenser 73 and other circuits. Among them, the third valve port is Figure 2-Figure 34 The second valve port is "B" in Figure 2-Figure 34 The "C" in .

[0063] And, the control valve 30 includes: a fifth valve port and a sixth valve port, and the fifth valve port and the sixth valve port are respectively connected to the two ends of the heat exchanger 71. That is to say, the fifth valve port and the sixth valve port on the control valve 30 can be connected to the heat exchanger 71, so that the heat exchanger 71 and other valve ports of the control valve 30 can be connected through the fifth valve port and the sixth valve port, thereby realizing the connection between the heat exchanger 71 and other circuits. Among them, the fifth valve port is Figure 2-Figure 34 The sixth valve port is Figure 2-Figure 34 The "E" in .

[0064] And, the control valve 30 includes: a seventh valve port and an eighth valve port, and the seventh valve port and the eighth valve port are respectively connected to the two ends of the motor heat exchange circuit 40. That is to say, the seventh valve port and the eighth valve port on the control valve 30 can be connected to the motor heat exchange circuit 40, so that the motor heat exchange circuit 40 and other valve ports of the control valve 30 can be connected through the seventh valve port and the eighth valve port, thereby realizing the connection between the motor heat exchange circuit 40 and other circuits. Among them, the seventh valve port is Figure 2-Figure 34 The "F" in the figure indicates that the eighth valve port is Figure 2-Figure 34 The "G" in the

[0065] And, the control valve 30 includes: a ninth valve port and a tenth valve port, and the ninth valve port and the tenth valve port are respectively connected to the two ends of the electric control heat exchange loop 60. That is to say, the ninth valve port and the tenth valve port on the control valve 30 can be connected to the electric control heat exchange loop 60, so that the electric control heat exchange loop 60 and other valve ports of the control valve 30 can be connected through the ninth valve port and the tenth valve port, thereby realizing the connection between the battery control heat exchange loop and other loops. Among them, the ninth valve port is Figure 2-Figure 34 The "H" in the figure indicates that the tenth valve port is Figure 2-Figure 34 The "I" in .

[0066] And, the control valve 30 includes: an eleventh valve port and a twelfth valve port, and the eleventh valve port and the twelfth valve port are respectively connected to the two ends of the low-temperature radiator 72. That is to say, the eleventh valve port and the twelfth valve port on the control valve 30 can be connected to the low-temperature radiator 72, so that the low-temperature radiator 72 and other valve ports of the control valve 30 can be connected through the eleventh valve port and the twelfth valve port, thereby realizing the connection between the low-temperature radiator 72 and other circuits. Among them, the eleventh valve port is Figure 2-Figure 34 The "J" in the figure indicates that the twelfth valve port is Figure 2-Figure 34 The "K" in .

[0067] The air conditioning system 10 includes: a compressor 11, an outdoor heat exchanger 12 and an evaporator 13. The outdoor heat exchanger 12 and the low-temperature condenser 73 are selectively connected in series with the compressor 11. The evaporator 13 and the heat exchanger 71 are connected in parallel and communicated with the compressor 11. That is, according to different working modes, the refrigerant in the compressor 11 can flow to the outdoor heat exchanger 12 or the low-temperature condenser 73. A cooling fan is provided on one side of the outdoor heat exchanger 12. In other words, the outdoor heat exchanger 12 is an air-cooled condenser, and air is used as a cooling medium. The air is blown through the outdoor condenser by the cooling fan to take away the heat released by the refrigerant. The low-temperature condenser 73 is a water-cooled condenser, and coolant can be used as a cooling medium. The coolant in other circuits connected to the control valve 30 can flow to the low-temperature condenser 73 to take away the heat released by the refrigerant at the low-temperature condenser 73. In addition, the evaporator 13 and the heat exchanger 71 are connected in parallel, so that the operation of the evaporator 13 and the heat exchanger 71 will not interfere with each other.

[0068] The air conditioning system 10 further includes: an indoor condenser 14 and a first electric heater 15. The indoor condenser 14 and the low-temperature condenser 73 are connected in parallel with each other and are in communication with the compressor 11. The first electric heater 15 and the indoor condenser 14 are arranged opposite to each other. The indoor condenser 14 and the first electric heater 15 are arranged opposite to the passenger compartment, so as to cool or heat the passenger compartment.

[0069] The air conditioning system 10 further includes: a coaxial tube 16, one end of the upper side of the coaxial tube 16 is selectively connected to at least one of the outdoor heat exchanger 12, the indoor condenser 14 and the low-temperature condenser 73, and the other end of the upper side of the coaxial tube 16 is selectively connected to at least one of the heat exchanger 71, the evaporator 13 and the outdoor heat exchanger 12. And, one end of the lower side of the coaxial tube 16 is connected to the compressor 11, and the other end of the lower side of the coaxial tube 16 is selectively connected to at least one of the heat exchanger 71, the evaporator 13 and the outdoor heat exchanger 12. The coaxial tube 16 is divided into a high-pressure side and a low-pressure side. The lower the temperature of the gaseous refrigerant in the low-pressure refrigerant tube and the high-pressure refrigerant tube, the better. The low-pressure tube should prevent heat absorption, and the high-pressure tube should allow it to dissipate heat. The low-pressure refrigerant tube and the high-pressure refrigerant tube are coaxial and separated from each other, and heat conduction is effective between them. The internal low-pressure refrigerant tube and the external high-pressure refrigerant tube realize secondary heat exchange in the air conditioning system 10 and improve energy utilization efficiency.

[0070] The air conditioning system 10 further includes: a first one-way valve 17 and a second one-way valve 18, wherein the first one-way valve 17 is disposed between the outdoor heat exchanger 12 and the upper side of the coaxial tube 16, and the second one-way valve 18 is disposed between the indoor condenser 14 and the upper side of the coaxial tube 16. By providing the first one-way valve 17 and the second one-way valve 18, the flow direction of the refrigerant flowing out of the outdoor heat exchanger 12 and the indoor condenser 14 can be controlled to prevent the refrigerant from flowing through devices that do not require thermal management, thereby reducing energy consumption.

[0071] The air conditioning system 10 further includes: a first stop valve 19, a second stop valve 20 and a third stop valve 21, wherein the first stop valve 19 is arranged between the exhaust port of the compressor 11 and the outdoor heat exchanger 12, the second stop valve 20 is arranged between the exhaust port of the compressor 11 and the indoor condenser 14, and the third stop valve 21 is arranged between the exhaust port of the compressor 11 and the low-temperature condenser 73. By arranging the first stop valve 19, the second stop valve 20 and the third stop valve 21, it is possible to control whether the refrigerant flowing out of the compressor 11 flows to the outdoor heat exchanger 12, the low-temperature condenser 73 or the indoor condenser 14. In addition, the air conditioning system 10 further includes: a fourth stop valve 22, which is arranged between the outdoor heat exchanger 12 and the air inlet of the compressor 11. Since the refrigerant in the outdoor heat exchanger 12 can flow in both directions, the fourth stop valve 22 is also arranged between the outdoor heat exchanger 12 and the air inlet of the compressor 11 to prevent the refrigerant from flowing through devices that do not require thermal management.

[0072] The battery heat exchange circuit 50 includes: a first water pump 51, a battery pack 52 and a first temperature sensor 53. The first water pump 51, the battery pack 52 and the first temperature sensor 53 are arranged in series with each other, and two valve ports of the control valve 30 are connected in series with the battery pack 52. Specifically, the position of the control valve 30 in series in the battery heat exchange circuit 50 can be replaced, and the control valve 30 can be connected between the battery pack 52 and the first water pump 51, or between the battery pack 52 and the first temperature sensor 53. The first water pump 51 is the water pump of the battery pack 52, which promotes the circulation of the coolant in the heat exchange circuit of the battery pack 52. The first temperature sensor 53 is used to monitor the temperature of the battery pack 52.

[0073] Furthermore, the battery heat exchange circuit 50 further includes: a second electric heater 54, which is disposed between the first water pump 51 and the control valve 30. The second electric heater 54 can be used to heat the battery pack 52, and can be turned off separately when not in use, without affecting the flow of the coolant in the heat exchange circuit of the battery pack 52.

[0074] The electric control heat exchange loop 60 includes: a second water pump 61, an electric control device 62 and a second temperature sensor 63. The second water pump 61, the electric control device 62 and the second temperature sensor 63 are arranged in series with each other, and the other two valve ports of the control valve 30 are connected in series with the electric control device 62. Specifically, the position of the control valve 30 connected in series in the electric control heat exchange loop 60 can be replaced, and the control valve 30 can be connected between the electric control device 62 and the second water pump 61, or between the electric control device 62 and the second temperature sensor 63. And, the motor heat exchange loop 40 also includes a third temperature sensor 42 for monitoring the temperature of the motor 41.

[0075] Furthermore, the heat generated by the electronic control device 62 and the motor 41 can be used to heat the battery pack 52 and the passenger compartment. The heat generated by the electronic control device 62 is less than the heat generated by the motor 41. Generally, the heat in the electronic control heat exchange loop 60 and the motor heat exchange loop 40 is used together to heat the battery pack 52 or the passenger compartment. However, the heat required for the passenger compartment varies according to the season, and the heat required for the battery pack 52 is also different when the vehicle is under high load and low load. By setting the electronic control heat exchange loop 60 and the motor heat exchange loop 40 separately, it is possible to flexibly control whether to use the heat generated by the electronic control device 62 and the motor 41 or the heat generated by the motor 41 alone. For example, when the required temperature of the passenger compartment is not high, only the heat generated by the motor 41 is used, which can reduce the flow resistance and improve the flexibility of the thermal management system 100. In addition, when the electronic control heat exchange loop 60 fails, the motor heat exchange loop 40 can also be used to heat the battery pack 52 and the passenger compartment, thereby improving the reliability of the thermal management system 100.

[0076] Refer to the following Figure 2-Figure 34 The working mode of the thermal management system 100 according to the embodiment of the present invention is described.

[0077] Reference Figure 2 As shown, the first working mode of the thermal management system 100 of the embodiment of the present utility model is to cool the high-voltage components of the drive system.

[0078] Second water pump 61 → electronic control device 62 → control valve 30 → motor 41 → control valve 30 → first water pump 51 → battery pack 52 → control valve 30 → low-temperature radiator 72 → control valve 30 → second water pump 61. Second water pump 61 → electronic control device 62 → control valve 30 → low-temperature radiator 72 → control valve 30 → second water pump 61. Second water pump 61 → electronic control device 62 → control valve 30 → motor 41 → control valve 30 → low-temperature radiator 72 → control valve 30 → second water pump 61.

[0079] That is to say, the cooling of high-voltage components mainly utilizes the low-temperature radiator 72 to dissipate the heat generated by the high-voltage components. In route 1, the coolant takes away the heat of the electronic control device 62 under the action of the second water pump 61, enters the motor heat exchange circuit 40 after passing through the H valve port and the G valve port of the control valve 30, flows out from the F valve port, and then enters the battery pack 52 heat exchange circuit through the L valve port. At this time, the second electric heater 54 is in a closed state, and the coolant takes away the heat generated by the battery pack 52, flows out from the A valve port, passes through the J valve port, and dissipates the heat at the low-temperature radiator 72. The cooled coolant flows into the control valve 30 from the K valve port, and the cycle is repeated. Alternatively, the heat can be dissipated for the electronic control device 62 alone, or for the electronic control device 62 and the motor 41.

[0080] Reference Figure 3 As shown, the working mode 2 of the thermal management system 100 of the embodiment of the utility model: the battery pack 52 is passively cooled. The valve ports A and J of the control valve 30 are connected, the valve ports K and L are connected, the second electric heater 54 is turned off, and the flow direction of the coolant is: the first water pump 51 → battery pack 52 → control valve 30 → low-temperature radiator 72 → control valve 30 → first water pump 51. The heat of the battery pack 52 is dissipated to the external environment through the low-temperature radiator 72.

[0081] Reference Figure 4 As shown, the third working mode of the thermal management system 100 of the embodiment of the present invention is that the battery pack 52 is actively cooled.

[0082] Coolant side: first water pump 51 → battery pack 52 → control valve 30 → heat exchanger 71 → control valve 30 → first water pump 51. Refrigerant side: compressor 11 → first stop valve 19 → outdoor heat exchanger 12 → first check valve 17 → coaxial tube 16 → heat exchanger 71 → compressor 11. Among them, valve port A is connected to valve port E, valve port D is connected to valve port L, the second electric heater 54 is closed, and the first stop valve 19 is opened. The coolant brings the heat generated by the battery pack 52 to the heat exchanger 71. The compressor 11 produces high-temperature and high-pressure refrigerant at the outlet. After the heat is released by the outdoor heat exchanger 12, it absorbs the heat in the coolant at the heat exchanger 71, thereby cooling the battery pack 52. The refrigerant after absorbing heat returns to the compressor 11 for the next cycle.

[0083] Reference Figure 5 As shown, the fourth working mode of the thermal management system 100 of the embodiment of the present utility model is: the battery pack 52 is cooled by dual cooling.

[0084] Coolant side: first water pump 51 → battery pack 52 → control valve 30 → heat exchanger 71 → control valve 30 → first water pump 51; low-temperature radiator 72 → control valve 30 → low-temperature condenser 73 → control valve 30 → low-temperature radiator 72. Refrigerant side: compressor 11 → first stop valve 19 → outdoor heat exchanger 12 → coaxial tube 16 → heat exchanger 71 → compressor 11; compressor 11 → third stop valve 21 → low-temperature condenser 73 → coaxial tube 16 → heat exchanger 71 → compressor 11.

[0085] The A valve port is connected to the E valve port, the D valve port is connected to the L valve port, the second electric heater 54 is closed, and the first stop valve 19 is opened. The coolant brings the heat generated by the battery pack 52 to the heat exchanger 71, and the compressor 11 produces a high-temperature and high-pressure refrigerant at the outlet. After releasing the heat through the outdoor heat exchanger 12, it absorbs the heat in the coolant at the heat exchanger 71, thereby cooling the battery pack 52. The refrigerant after absorbing heat returns to the compressor 11 for the next cycle. The K valve port is connected to the C valve port, the B valve port is connected to the J valve port, and the third stop valve 21 is opened. The low-temperature coolant at the low-temperature radiator 72 flows to the low-temperature condenser 73. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and releases heat when passing through the low-temperature condenser 73. The low-temperature coolant takes away the heat released by the refrigerant and dissipates through the low-temperature radiator 72. The refrigerant enters the heat exchanger 71 and absorbs the heat of the coolant. In this way, the battery pack 52 can be cooled simultaneously through the outdoor heat exchanger 12 and the low-temperature condenser 73, thereby improving the cooling capacity of the battery pack 52 in the fast charging scenario.

[0086] Reference Figure 6As shown, the working mode 5 of the thermal management system 100 of the embodiment of the utility model: the heating condition 1 of the battery pack 52. The second electric heater 54 → the first water pump 51 → the battery pack 52 → the control valve 30 → the second electric heater 54. The valve port A and the valve port L are connected, and the second electric heater 54 is turned on. The second electric heater 54 is a water-heating PTC, which can directly heat the battery pack 52. In cold weather, the second electric heater 54 can be remotely controlled to turn on and heat the battery pack 52 to improve riding comfort.

[0087] Reference Figure 7 As shown, the sixth working mode of the thermal management system 100 of the embodiment of the utility model: the second heating condition of the battery pack 52 .

[0088] Coolant side: first water pump 51 → battery pack 52 → control valve 30 → low-temperature condenser 73 → control valve 30 → first water pump 51. Refrigerant side: compressor 11 → third stop valve 21 → low-temperature condenser 73 → coaxial tube 16 → outdoor heat exchanger 12 → fourth stop valve 22 → coaxial tube 16 → compressor 11. The B valve port is connected to the L valve port, the A valve port is connected to the D valve port, the second electric heater 54 is closed, and the compressor 11 outlet generates high-temperature and high-pressure refrigerant, which condenses and releases heat at the low-temperature condenser 73. The coolant absorbs the heat at the low-temperature condenser 73 and transfers it to the battery pack 52, thereby heating the battery pack 52.

[0089] Reference Figure 8 As shown, the working mode seven of the thermal management system 100 of the embodiment of the utility model: the battery pack 52 heating condition three.

[0090] Coolant side: first water pump 51 → battery pack 52 → control valve 30 → low-temperature condenser 73 → control valve 30 → first water pump 51; heat exchanger 71 → control valve 30 → second water pump 61 → electronic control device 62 → control valve 30 → motor 41 → control valve 30 → heat exchanger 71. Refrigerant side: compressor 11 → third stop valve 21 → low-temperature condenser 73 → coaxial tube 16 → heat exchanger 71 → compressor 11.

[0091] The B valve port is connected to the L valve port, the A valve port is connected to the C valve port, the second electric heater 54 is turned off, the coolant circulates between the battery heat exchange loop 50 and the low-temperature condenser 73, and the compressor 11 produces a high-temperature and high-pressure refrigerant at the outlet, which condenses and releases heat at the low-temperature condenser 73. The coolant absorbs the heat at the low-temperature condenser 73 and can heat the battery pack 52. The H valve port is connected to the G valve port, the F valve port is connected to the E valve port, and the D valve port is connected to the I valve port. The heat generated by the motor 41 and the electronic control device 62 reaches the heat exchanger 71 along with the coolant. After passing through the coaxial tube 16, the refrigerant absorbs the heat in the coolant at the heat exchanger 71, and finally returns to the compressor 11 for the next cycle.

[0092] Reference Fig. 9 As shown, the working mode eight of the thermal management system 100 of the embodiment of the utility model: the battery pack 52 heating condition four.

[0093] Coolant side: second electric heater 54 → first water pump 51 → battery pack 52 → control valve 30 → low temperature condenser 73 → control valve 30 → second electric heater 54. Refrigerant side: compressor 11 → third stop valve 21 → low temperature condenser 73 → second check valve 18 → outdoor heat exchanger 12 → fourth stop valve 22 → coaxial pipe 16 → compressor 11.

[0094] The B valve port is connected to the L valve port, the A valve port is connected to the C valve port, and the second electric heater 54 is turned on. The second electric heater 54 can be used to directly heat the battery pack 52. In addition, the compressor 11 produces a high-temperature and high-pressure refrigerant at the air outlet, which condenses and releases heat at the low-temperature condenser 73. The coolant absorbs the heat at the low-temperature condenser 73 and transfers it to the battery pack 52. In this way, the second electric heater 54 and the low-temperature condenser 73 can heat the battery pack 52 at the same time, and the heating efficiency of the battery pack 52 is higher.

[0095] Reference Fig.10 As shown, the working mode nine of the thermal management system 100 of the embodiment of the utility model: the battery pack 52 heating condition five.

[0096] Coolant side: second electric heater 54 → first water pump 51 → battery pack 52 → control valve 30 → low-temperature condenser 73 → control valve 30 → second electric heater 54; heat exchanger 71 → control valve 30 → second water pump 61 → electronic control device 62 → control valve 30 → motor 41 → control valve 30 → heat exchanger 71. Refrigerant side: compressor 11 → third stop valve 21 → low-temperature condenser 73 → coaxial tube 16 → heat exchanger 71 → compressor 11.

[0097] The B valve port is connected to the L valve port, the A valve port is connected to the C valve port, the second electric heater 54 is turned on, and the second electric heater 54 can be used to directly heat the battery pack 52, and the coolant circulates between the battery heat exchange circuit 50 and the low-temperature condenser 73. The compressor 11 produces high-temperature and high-pressure refrigerant at the outlet, condenses and releases heat at the low-temperature condenser 73, and the coolant absorbs the heat at the low-temperature condenser 73 to heat the battery pack 52. The H valve port is connected to the G valve port, the F valve port is connected to the E valve port, and the D valve port is connected to the I valve port. The heat generated by the motor 41 and the electronic control device 62 reaches the heat exchanger 71 with the coolant. After passing through the coaxial tube 16, the refrigerant absorbs the heat in the coolant at the heat exchanger 71, and finally returns to the compressor 11 for the next cycle.

[0098] Reference Fig.11 As shown, the working mode ten of the thermal management system 100 of the embodiment of the utility model: the battery pack 52 heating condition six.

[0099] The coolant flows as follows: control valve 30 → second water pump 61 → electronic control device 62 → control valve 30 → motor 41 → control valve 30 → first water pump 51 → battery pack 52 → control valve 30. In other words, the heat generated during the operation of the electronic control device 62 and the motor 41 can be used to heat the battery pack 52, the H valve port is connected to the G valve port, the F valve port is connected to the L valve port, the A valve port is connected to the I valve port, the second electric heater 54 is turned off, and the coolant is used to transfer heat from the electronic control heat exchange circuit 60 and the motor heat exchange circuit 40 to the battery pack 52, thereby heating the battery pack 52.

[0100] The coolant flow direction can also be: control valve 30 → motor 41 → control valve 30 → first water pump 51 → battery pack 52 → control valve 30. The F valve port is connected to the L valve port, the A valve port is connected to the G valve port, the second electric heater 54 is turned off, and only the heat generated by the motor 41 is used to heat the battery pack 52.

[0101] Reference Fig.12 As shown, the working mode eleven of the thermal management system 100 of the embodiment of the utility model: passenger compartment cooling condition one. The flow direction of the refrigerant is: compressor 11→first stop valve 19→outdoor heat exchanger 12→coaxial tube 16→evaporator 13→coaxial tube 16→compressor 11. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and dissipates heat in the outdoor heat exchanger 12, and the cooling fan blows air to dissipate heat to the external environment. The low-temperature refrigerant evaporates and absorbs heat in the evaporator 13, so that the surrounding temperature is reduced. A blower is provided on one side of the evaporator 13. Under the action of the blower, the low-temperature air is blown into the passenger compartment, which can achieve the cooling of the passenger compartment. The refrigerant then flows into the compressor 11 to continue to circulate.

[0102] Reference Fig.13 As shown, the working mode twelfth of the thermal management system 100 of the embodiment of the utility model: passenger compartment cooling condition 2.

[0103] Coolant side: control valve 30 → low temperature radiator 72 → control valve 30 → low temperature condenser 73 → control valve 30. Refrigerant side: compressor 11 → first stop valve 19 → outdoor heat exchanger 12 → coaxial tube 16 → evaporator 13 → coaxial tube 16 → compressor 11; compressor 11 → third stop valve 21 → low temperature condenser 73 → coaxial tube 16 → evaporator 13 → coaxial tube 16 → compressor 11. In other words, the evaporator 13, outdoor heat exchanger 12, low temperature condenser 73 and low temperature radiator 72 degrees passenger compartment can be used at the same time to improve the cooling efficiency and avoid frequent use of the same device. Specifically, the high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and releases heat in the outdoor heat exchanger 12, the cooling fan blows air to dissipate heat to the external environment, the low-temperature refrigerant evaporates and absorbs heat in the evaporator 13, so that the ambient temperature is reduced, and a blower is provided on one side of the evaporator 13. Under the action of the blower, the low-temperature air is blown into the passenger compartment, which can achieve the cooling of the passenger compartment, and the refrigerant flows into the compressor 11 to continue to circulate. In addition, the K valve port is connected to the C valve port, and the B valve port is connected to the J valve port. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and releases heat in the low-temperature condenser 73, and the heat enters the low-temperature radiator 72 along with the coolant. The low-temperature radiator 72 dissipates heat to the external environment to maintain the balance of the thermal management system 100. The low-temperature refrigerant enters the evaporator 13 again to evaporate and absorb heat, so that the ambient temperature is reduced, and a blower is provided on one side of the evaporator 13. Under the action of the blower, the low-temperature air is blown into the passenger compartment, which can achieve the cooling of the passenger compartment, and the refrigerant flows into the compressor 11 to continue to circulate.

[0104] Reference Fig.14 As shown, the working mode thirteen of the thermal management system 100 of the embodiment of the utility model: passenger compartment heating condition 1. The first electric heater 15 is arranged opposite to the passenger compartment, and the first electric heater 15 can be directly controlled to be turned on to achieve passenger compartment heating. In this way, even if the air conditioning system 10 is not enabled, the passenger compartment can be remotely controlled to heat the passenger compartment, thereby improving riding comfort. Among them, the first electric heater 15 can be an air-heated PTC.

[0105] Reference Fig.15 As shown, the working mode fourteen of the thermal management system 100 of the embodiment of the utility model: passenger compartment heating condition two.

[0106] The refrigerant flows as follows: compressor 11 → second stop valve 20 → indoor condenser 14 → second check valve 18 → coaxial tube 16 → outdoor heat exchanger 12 → fourth stop valve 22 → coaxial tube 16 → compressor 11. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and releases heat in the indoor condenser 14, causing the ambient temperature to rise. The high-temperature air is blown into the passenger compartment under the action of the blower, which can achieve heating of the passenger compartment. The refrigerant then flows into the compressor 11 to continue circulating.

[0107] Reference Fig.16 As shown, the working mode fifteen of the thermal management system 100 of the embodiment of the utility model: passenger compartment heating condition three.

[0108] Coolant side: heat exchanger 71 → control valve 30 → second water pump 61 → electronic control device 62 → control valve 30 → motor 41 → control valve 30 → heat exchanger 71. Refrigerant side: compressor 11 → second stop valve 20 → indoor condenser 14 → second check valve 18 → coaxial tube 16 → heat exchanger 71 → compressor 11. The H valve port is connected to the G valve port, the F valve port is connected to the E valve port, and the D valve port is connected to the I valve port. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and releases heat in the indoor condenser 14, causing the ambient temperature to rise. Under the action of the blower, the high-temperature air is blown into the passenger compartment, which can achieve heating of the passenger compartment. The refrigerant then flows into the heat exchanger 71. The heat generated by the electronic control device 62 and the motor 41 can reach the heat exchanger 71 along with the coolant. The low-temperature refrigerant absorbs heat in the heat exchanger 71 and flows back to the compressor 11.

[0109] Reference Fig.17 As shown, the working mode sixteen of the thermal management system 100 of the embodiment of the utility model: passenger compartment heating condition four.

[0110] Coolant side: heat exchanger 71 → control valve 30 → second water pump 61 → electronic control device 62 → control valve 30 → motor 41 → control valve 30 → heat exchanger 71. Refrigerant side: compressor 11 → second stop valve 20 → indoor condenser 14 → second check valve 18 → coaxial tube 16 → heat exchanger 71 → compressor 11; compressor 11 → second stop valve 20 → indoor condenser 14 → coaxial tube 16 → outdoor heat exchanger 12 → fourth stop valve 22 → coaxial tube 16 → compressor 11. The H valve port is connected to the G valve port, the F valve port is connected to the E valve port, and the D valve port is connected to the I valve port. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and releases heat in the indoor condenser 14, causing the ambient temperature to rise. Under the action of the blower, the high-temperature air is blown into the passenger compartment to achieve heating of the passenger compartment. After the low-temperature refrigerant passes through the coaxial tube 16, a part of the refrigerant flows into the heat exchanger 71 again. The heat generated by the electronic control device 62 and the motor 41 can reach the heat exchanger 71 along with the coolant. The low-temperature refrigerant absorbs heat in the heat exchanger 71 and then flows back to the compressor 11. The other part of the refrigerant enters the outdoor heat exchanger 12 and then flows into the compressor 11.

[0111] Reference Fig.18 As shown, the working mode seventeen of the thermal management system 100 of the embodiment of the utility model is dual heating working condition one.

[0112] Coolant side: second electric heater 54 → first water pump 51 → battery pack 52 → control valve 30 → second electric heater 54. Refrigerant side: compressor 11 → second stop valve 20 → indoor condenser 14 → second check valve 18 → outdoor heat exchanger 12 → fourth stop valve 22 → coaxial tube 16 → compressor 11. The A valve port and the L valve port are connected, and the second electric heater 54 is turned on and heats the battery pack 52 alone. The second stop valve 20 and the fourth stop valve 22 are opened, the first stop valve 19 and the third stop valve 21 are closed, the first check valve 17 is closed, and the second check valve 18 is opened. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and releases heat in the indoor condenser 14, causing the ambient temperature to rise. Under the action of the blower, the high-temperature air is blown into the passenger compartment, which can achieve heating of the passenger compartment. The refrigerant then enters the outdoor heat exchanger 12 and flows back to the compressor 11.

[0113] Reference Fig.19 As shown, the working mode eighteen of the thermal management system 100 of the embodiment of the utility model is dual heating working condition two.

[0114] Coolant side: second electric heater 54 → first water pump 51 → battery pack 52 → control valve 30 → second electric heater 54; heat exchanger 71 → control valve 30 → second water pump 61 → electronic control device 62 → control valve 30 → motor 41 → control valve 30 → heat exchanger 71. Refrigerant side: compressor 11 → second stop valve 20 → indoor condenser 14 → coaxial tube 16 → heat exchanger 71 → compressor 11. Valve port A and valve port L are connected, and the second electric heater 54 is turned on to heat the battery pack 52 alone. The H valve port is connected to the G valve port, the F valve port is connected to the E valve port, the D valve port is connected to the I valve port, the second stop valve 20 and the second one-way valve 18 are opened, the first stop valve 19, the third stop valve 21, the fourth stop valve 22 and the first one-way valve 17 are closed, and the high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and releases heat in the indoor condenser 14, so that the ambient temperature rises, and the high-temperature air is blown into the passenger compartment under the action of the blower, which can realize the heating of the passenger compartment, and the refrigerant flows into the heat exchanger 71 again. The heat generated by the electronic control device 62 and the motor 41 can reach the heat exchanger 71 along with the coolant, and the low-temperature refrigerant absorbs heat in the heat exchanger 71 and flows back to the compressor 11.

[0115] Reference Fig. 20 As shown, the working mode 19 of the thermal management system 100 of the embodiment of the utility model is dual heating working condition 3.

[0116] Coolant side: first water pump 51 → battery pack 52 → control valve 30 → low-temperature condenser 73 → control valve 30 → first water pump 51; heat exchanger 71 → control valve 30 → second water pump 61 → electronic control device 62 → control valve 30 → motor 41 → control valve 30 → heat exchanger 71. Refrigerant side: compressor 11 → third stop valve 21 → low-temperature condenser 73 → coaxial tube 16 → heat exchanger 71 → compressor 11. The B valve port is connected to the L valve port, the A valve port is connected to the C valve port, the second electric heater 54 is closed, the first electric heater 15 is opened, and the first electric heater 15 is used to heat the passenger compartment. The coolant circulates between the battery heat exchange circuit 50 and the low-temperature condenser 73. The third control valve 30 is opened, and the other control valves 30 are closed. The compressor 11 outlet produces high-temperature and high-pressure refrigerant, which condenses and releases heat at the low-temperature condenser 73. The coolant absorbs the heat at the low-temperature condenser 73 and can heat the battery pack 52. The H valve port is connected to the G valve port, the F valve port is connected to the E valve port, and the D valve port is connected to the I valve port. The heat generated by the motor 41 and the electronic control device 62 reaches the heat exchanger 71 along with the coolant. After passing through the coaxial tube 16, the refrigerant absorbs the heat in the coolant at the heat exchanger 71, and finally returns to the compressor 11 for the next cycle.

[0117] Reference Fig.21 As shown, the thermal management system 100 of the embodiment of the present utility model has working mode 20: dual heating working condition 4.

[0118] Coolant side: first water pump 51 → battery pack 52 → control valve 30 → low-temperature condenser 73 → control valve 30 → first water pump 51. Refrigerant side: compressor 11 → third stop valve 21 → low-temperature condenser 73 → coaxial tube 16 → outdoor heat exchanger 12 → fourth stop valve 22 → coaxial tube 16 → compressor 11. The B valve port is connected to the L valve port, the A valve port is connected to the D valve port, the second electric heater 54 is closed, the first electric heater 15 is turned on and used for passenger compartment heating, and the coolant flows between the heat exchange circuit of the battery pack 52 and the low-temperature condenser 73. The third stop valve 21 and the fourth stop valve 22 are opened, and the other stop valves are closed. The compressor 11 outlet produces high-temperature and high-pressure refrigerant, which condenses and releases heat at the low-temperature condenser 73. The coolant absorbs the heat at the low-temperature condenser 73 and transfers it to the battery pack 52, thereby achieving heating of the battery pack 52.

[0119] Reference Fig. 22 As shown, the thermal management system 100 of the embodiment of the present utility model has an operating mode twenty-one: dual heating operating condition five.

[0120] Coolant side: second electric heater 54 → first water pump 51 → battery pack 52 → control valve 30 → low-temperature condenser 73 → control valve 30 → second electric heater 54; heat exchanger 71 → control valve 30 → second water pump 61 → electronic control device 62 → control valve 30 → motor 41 → control valve 30 → heat exchanger 71. Refrigerant side: compressor 11 → third stop valve 21 → low-temperature condenser 73 → coaxial tube 16 → heat exchanger 71 → compressor 11. The B valve port is connected to the L valve port, the A valve port is connected to the C valve port, the second electric heater 54 and the first electric heater 15 are turned on, and the first electric heater 15 and the second electric heater 54 are used to heat the passenger compartment and the battery pack 52 respectively, and the coolant circulates between the battery heat exchange circuit 50 and the low-temperature condenser 73. The third control valve 30 is opened, and the other control valves 30 are closed. The compressor 11 produces high-temperature and high-pressure refrigerant at the outlet, which condenses and releases heat at the low-temperature condenser 73. The coolant can also heat the battery pack 52 after absorbing the heat at the low-temperature condenser 73. The H valve port is connected to the G valve port, the F valve port is connected to the E valve port, and the D valve port is connected to the I valve port. The heat generated by the motor 41 and the electronic control device 62 reaches the heat exchanger 71 with the coolant. The refrigerant passes through the coaxial tube 16 and absorbs the heat in the coolant at the heat exchanger 71, and finally returns to the compressor 11 for the next cycle.

[0121] Reference Fig.23 As shown, the thermal management system 100 of the embodiment of the present utility model has an operating mode twenty-two: dual heating operating condition six.

[0122] Coolant side: second electric heater 54 → first water pump 51 → battery pack 52 → control valve 30 → low-temperature condenser 73 → control valve 30 → second electric heater 54. Refrigerant side: compressor 11 → third stop valve 21 → low-temperature condenser 73 → second check valve 18 → outdoor heat exchanger 12 → fourth stop valve 22 → coaxial tube 16 → compressor 11. The B valve port is connected to the L valve port, and the A valve port is connected to the D valve port. The second electric heater 54 and the first electric heater 15 are opened, which are used for heating the passenger compartment and heating the battery pack 52 respectively. The coolant flows between the heat exchange circuit of the battery pack 52 and the low-temperature condenser 73. The third stop valve 21 and the fourth stop valve 22 are opened, and the other stop valves are closed. The compressor 11 outlet produces high-temperature and high-pressure refrigerant, which condenses and releases heat at the low-temperature condenser 73. The coolant absorbs the heat at the low-temperature condenser 73 and transfers it to the battery pack 52, and can also be used to heat the battery pack 52.

[0123] Reference Fig.24 As shown, the thermal management system 100 of the embodiment of the present utility model has an operating mode twenty-three: dual heating operating condition seven.

[0124] Coolant side: control valve 30 → second water pump 61 → electronic control device 62 → control valve 30 → motor 41 → control valve 30 → first water pump 51 → battery pack 52 → control valve 30; control valve 30 → motor 41 → control valve 30 → first water pump 51 → battery pack 52 → control valve 30. Refrigerant side: compressor 11 → second stop valve 20 → indoor condenser 14 → second check valve 18 → outdoor heat exchanger 12 → fourth stop valve 22 → coaxial tube 16 → compressor 11.

[0125] The H valve port is connected to the G valve port, the F valve port is connected to the L valve port, the A valve port is connected to the I valve port, the second electric heater 54 is turned off, and the coolant is used to transfer heat from the electric control heat exchange circuit 60 and the motor heat exchange circuit 40 to the battery pack 52, so as to achieve heating of the battery pack 52. Alternatively, the F valve port is connected to the L valve port, the A valve port is connected to the G valve port, the second electric heater 54 is turned off, and only the heat generated by the motor 41 is used to heat the battery pack 52. The second stop valve 20 and the fourth stop valve 22 are opened, the first stop valve 19 and the third stop valve 21 are closed, the first check valve 17 is closed, and the second check valve 18 is opened. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and releases heat in the indoor condenser 14, so that the ambient temperature rises. Under the action of the blower, the high-temperature air is blown into the passenger compartment, so that the passenger compartment can be heated. The refrigerant then enters the outdoor heat exchanger 12 and flows back to the compressor 11.

[0126] Reference Fig.25 As shown, the thermal management system 100 of the embodiment of the present utility model has an operating mode twenty-four: dual heating operating mode eight.

[0127] Coolant side: second electric heater 54 → first water pump 51 → battery pack 52 → control valve 30 → second electric heater 54; heat exchanger 71 → control valve 30 → second water pump 61 → electronic control device 62 → control valve 30 → motor 41 → control valve 30 → heat exchanger 71. Refrigerant side: compressor 11 → second stop valve 20 → indoor condenser 14 → coaxial tube 16 → heat exchanger 71 → compressor 11; compressor 11 → second stop valve 20 → indoor condenser 14 → second check valve 18 → outdoor heat exchanger 12 → fourth stop valve 22 → coaxial tube 16 → compressor 11.

[0128] The A valve port is connected to the L valve port, and the second electric heater 54 is turned on and used to heat the battery pack 52. The H valve port is connected to the G valve port, the F valve port is connected to the E valve port, and the D valve port is connected to the I valve port. The heat generated by the electronic control device 62 and the motor 41 can reach the heat exchanger 71 through the coolant. The second stop valve 20 and the fourth stop valve 22 are opened, and the other stop valves are closed. The second check valve 18 is opened, and the first check valve 17 is closed. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and releases heat in the indoor condenser 14, so that the ambient temperature rises. Under the action of the blower, the high-temperature air is blown into the passenger compartment, which can achieve heating of the passenger compartment. After the low-temperature refrigerant passes through the coaxial tube 16, a part of the refrigerant flows into the heat exchanger 71 again. The low-temperature refrigerant absorbs heat in the heat exchanger 71 and flows back to the compressor 11. The other part of the refrigerant enters the outdoor heat exchanger 12 and then flows into the compressor 11.

[0129] Reference Fig.26 As shown, the working mode 25 of the thermal management system 100 of the embodiment of the utility model: dual cooling condition 1.

[0130] Coolant side: second electric heater 54 → first water pump 51 → battery pack 52 → control valve 30 → low-temperature radiator 72 → control valve 30 → second electric heater 54. Refrigerant side: compressor 11 → first stop valve 19 → outdoor heat exchanger 12 → coaxial tube 16 → evaporator 13 → coaxial tube 16 → compressor 11. A valve port is connected to J valve port, K ​​valve port is connected to L valve port, the second electric heater 54 is closed, and the heat of the battery pack 52 is dissipated to the external environment through the low-temperature radiator 72. The first stop valve 19 is opened, the other stop valves are closed, the first check valve 17 is opened, and the second check valve 18 is closed. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 exchanges heat in the outdoor heat exchanger 12, and the heat released by the refrigerant is taken away by the air as a cooling medium under the action of the cooling fan, and then enters the evaporator 13 to evaporate and absorb heat, so that the ambient temperature is reduced. Under the action of the blower, the low-temperature air is blown into the passenger compartment, which can realize the refrigeration of the passenger compartment, and the refrigerant flows back to the compressor 11.

[0131] Reference Fig. 27 As shown, the working mode 26 of the thermal management system 100 of the embodiment of the utility model: dual cooling condition 2.

[0132] Coolant side: second electric heater 54 → first water pump 51 → battery pack 52 → control valve 30 → heat exchanger 71 → control valve 30 → second electric heater 54. Refrigerant side: compressor 11 → first stop valve 19 → outdoor heat exchanger 12 → coaxial tube 16 → heat exchanger 71 → compressor 11; compressor 11 → first stop valve 19 → outdoor heat exchanger 12 → coaxial tube 16 → evaporator 13 → coaxial tube 16 → compressor 11. Valve port A is connected to valve port E, valve port D is connected to valve port L, first electric heater 15 and second electric heater 54 are turned off, and coolant brings the heat generated by battery pack 52 to heat exchanger 71. The first stop valve 19 is opened, the other stop valves are closed, the first one-way valve 17 is opened, and the second one-way valve 18 is closed. The compressor 11 produces high-temperature and high-pressure refrigerant at the air outlet, which exchanges heat in the outdoor heat exchanger 12. Under the action of the cooling fan, the air is used as a cooling medium to take away the heat released by the refrigerant. A part of the refrigerant absorbs the heat in the coolant at the heat exchanger 71, thereby cooling the battery pack 52. The refrigerant after absorbing heat returns to the compressor 11 for the next cycle, and the other part of the refrigerant enters the evaporator 13 to evaporate and absorb heat, thereby lowering the ambient temperature. Under the action of the blower, the low-temperature air is blown into the passenger compartment, which can achieve passenger compartment cooling, and the refrigerant flows back to the compressor 11.

[0133] Reference Fig.28 As shown, the working mode twenty-seven of the thermal management system 100 of the embodiment of the utility model: dual cooling condition three.

[0134] Coolant side: first water pump 51 → battery pack 52 → control valve 30 → heat exchanger 71 → control valve 30 → first water pump 51; low-temperature radiator 72 → control valve 30 → low-temperature condenser 73 → control valve 30 → low-temperature radiator 72. Refrigerant side: compressor 11 → first stop valve 19 → outdoor heat exchanger 12 → coaxial tube 16 → heat exchanger 71 → compressor 11; compressor 11 → third stop valve 21 → low-temperature condenser 73 → coaxial tube 16 → heat exchanger 71 → compressor 11; compressor 11 → first stop valve 19 → outdoor heat exchanger 12 → coaxial tube 16 → evaporator 13 → coaxial tube 16 → compressor 11.

[0135] The valve port A is connected to the valve port E, the valve port D is connected to the valve port L, the first electric heater 15 and the second electric heater 54 are turned off, and the coolant brings the heat generated by the battery pack 52 to the heat exchanger 71. The valve port K is connected to the valve port C, and the valve port B is connected to the valve port J, and the coolant can flow between the low-temperature radiator 72 and the low-temperature condenser 73. The first stop valve 19 and the third stop valve 21 are opened, and the other stop valves are closed, the first one-way valve 17 is opened, and the second one-way valve 18 is closed. The air outlet of the compressor 11 produces high-temperature and high-pressure refrigerant, which exchanges heat in the outdoor heat exchanger 12. Under the action of the cooling fan, the air is used as a cooling medium to take away the heat released by the refrigerant. A part of the refrigerant absorbs the heat in the coolant at the heat exchanger 71, thereby cooling the battery pack 52. The refrigerant after absorbing heat returns to the compressor 11 for the next cycle, and the other part of the refrigerant enters the evaporator 13 to evaporate and absorb heat, thereby lowering the ambient temperature. Under the action of the blower, the low-temperature air is blown into the passenger compartment, which can achieve passenger compartment cooling, and the refrigerant flows back to the compressor 11. In addition, the high-temperature and high-pressure refrigerant generated at the air outlet of the compressor 11 can also enter the low-temperature condenser 73 to condense and release heat. The released heat enters the low-temperature radiator 72 through the coolant and is dissipated to the external environment. The low-temperature refrigerant then enters the heat exchanger 71 to absorb the heat in the coolant, which is used to cool the battery pack 52, thereby improving the cooling capacity of the battery pack 52.

[0136] Reference Fig.29 As shown, the working mode 28 of the thermal management system 100 of the embodiment of the utility model is dehumidification condition 1. Compressor 11 → second stop valve 20 → indoor condenser 14 → coaxial tube 16 → evaporator 13 → coaxial tube 16 → compressor 11. The second stop valve 20 is opened, and the other stop valves are closed. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and releases heat in the indoor condenser 14, and then evaporates and absorbs heat in the evaporator 13, reducing the ambient temperature. When the air temperature drops below its dew point temperature, water vapor begins to condense into water droplets, which adhere to the fins and pipe surfaces of the evaporator 13 and are finally discharged to achieve the dehumidification function. The refrigerant returns to the compressor 11 to continue circulating.

[0137] Reference Fig.30 As shown, the working mode 29 of the thermal management system 100 of the embodiment of the utility model is: dehumidification condition 2. Compressor 11→second stop valve 20→indoor condenser 14→coaxial tube 16→evaporator 13→coaxial tube 16→compressor 11. Compressor 11→second stop valve 20→indoor condenser 14→second check valve 18→outdoor heat exchanger 12→fourth stop valve 22→coaxial tube 16→compressor 11.

[0138] The second stop valve 20 is opened, and the other stop valves are closed. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and releases heat in the indoor condenser 14, and then evaporates and absorbs heat in the evaporator 13, lowering the ambient temperature, causing the water vapor in the air to condense into water droplets, which adhere to the fins and pipe surfaces of the evaporator 13 and are finally discharged, achieving the dehumidification function, and the refrigerant returns to the compressor 11 to continue circulating. The second one-way valve 18 is opened, and the first one-way valve 17 is closed. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and releases heat in the indoor condenser 14, and the air is initially cooled, and then enters the outdoor heat exchanger 12, where the air is heated again, the temperature is increased, but the humidity is relatively reduced, achieving the dehumidification function.

[0139] Reference Fig.31 As shown, the working mode 30 of the thermal management system 100 of the embodiment of the utility model: dehumidification working condition 3. Compressor 11→first stop valve 19→outdoor heat exchanger 12→coaxial tube 16→evaporator 13→coaxial tube 16→compressor 11. The first stop valve 19 is opened, and the other stop valves are closed. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and releases heat in the outdoor heat exchanger 12, and then evaporates and absorbs heat in the evaporator 13, reducing the ambient temperature. When the air temperature drops below its dew point temperature, water vapor begins to condense into water droplets, which adhere to the fins and pipe surfaces of the evaporator 13 and are finally discharged to achieve the dehumidification function. The refrigerant returns to the compressor 11 to continue circulating.

[0140] Reference Fig.32 As shown, the thermal management system 100 of the embodiment of the present utility model has working mode thirty-one: dehumidification condition four.

[0141] Compressor 11 → first stop valve 19 → outdoor heat exchanger 12 → coaxial tube 16 → evaporator 13 → coaxial tube 16 → compressor 11. The first electric heater 15 is turned on. The first electric heater 15 is used to increase the air temperature. Increasing the air temperature helps to reduce its relative humidity. The first stop valve 19 is turned on, and the other stop valves are closed. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and releases heat in the outdoor heat exchanger 12, and then evaporates and absorbs heat in the evaporator 13, reducing the ambient temperature. When the air temperature drops below its dew point temperature, water vapor begins to condense into water droplets, which adhere to the fins and pipe surfaces of the evaporator 13 and are finally discharged to achieve the dehumidification function. The refrigerant returns to the compressor 11 to continue circulating.

[0142] Reference Fig.33 As shown, the working mode 32 of the thermal management system 100 of the embodiment of the utility model is heat pump defrosting.

[0143] Coolant side: heat exchanger 71 → control valve 30 → second water pump 61 → electronic control device 62 → control valve 30 → motor 41 → control valve 30 → heat exchanger 71. Refrigerant side: compressor 11 → first stop valve 19 → outdoor heat exchanger 12 → coaxial tube 16 → heat exchanger 71 → compressor 11. H valve port is connected to G valve port, F valve port is connected to E valve port, D valve port is connected to I valve port, first stop valve 19, and other stop valves are closed. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 condenses and releases heat in the outdoor heat exchanger 12, and the refrigerant flows into the heat exchanger 71 again. The heat generated by the electronic control device 62 and the motor 41 can reach the heat exchanger 71 along with the coolant. The low-temperature refrigerant absorbs heat in the heat exchanger 71 and flows back to the compressor 11, and the heat generated by the electronic control device 62 and the motor 41 carried by the coolant is used to defrost.

[0144] Reference Fig.34 As shown, the working mode 33 of the thermal management system 100 of the embodiment of the utility model: battery temperature equalization function. Battery pack 52 → first water pump 51 → battery pack 52. The coolant circulates inside the battery heat exchange loop 50, so that the temperature of each battery cell is kept consistent as much as possible, extending the life of the battery pack 52 and improving the safety of the battery pack 52.

[0145] A vehicle according to an embodiment of the second aspect of the utility model includes a thermal management system 100 .

[0146] 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.

[0147] 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.

[0148] 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: Air conditioning system (10); a control valve (30), wherein the control valve (30) is connected to an electrically controlled heat exchange circuit (60), a battery heat exchange circuit (50), a low-temperature radiator (72), a heat exchanger (71), a low-temperature condenser (73), and a motor heat exchange circuit (40); the control valve (30) selectively connects one or more of the electrically controlled heat exchange circuit (60), the battery heat exchange circuit (50), the low-temperature radiator (72), the heat exchanger (71), the low-temperature condenser (73), and the motor heat exchange circuit (40); Wherein, the refrigerant of the air-conditioning system (10) selectively flows through the low-temperature condenser (73) and / or the heat exchanger (71).

2. The thermal management system according to claim 1, characterized in that: The control valve (30) comprises: a first valve port and a second valve port, wherein the first valve port and the second valve port are respectively connected to two ends of the battery heat exchange circuit (50); and The control valve (30) comprises: a third valve port and a fourth valve port, wherein the third valve port and the fourth valve port are respectively connected to two ends of the low-temperature condenser (73); and The control valve (30) comprises: a fifth valve port and a sixth valve port, wherein the fifth valve port and the sixth valve port are respectively connected to two ends of the heat exchanger (71); and The control valve (30) comprises: a seventh valve port and an eighth valve port, wherein the seventh valve port and the eighth valve port are respectively connected to two ends of the motor heat exchange circuit (40); and The control valve (30) comprises: a ninth valve port and a tenth valve port, wherein the ninth valve port and the tenth valve port are respectively connected to two ends of the electrically controlled heat exchange circuit (60); and The control valve (30) comprises an eleventh valve port and a twelfth valve port, wherein the eleventh valve port and the twelfth valve port are respectively connected to two ends of the low-temperature radiator (72).

3. The thermal management system according to claim 1, characterized in that: The air conditioning system (10) comprises: a compressor (11), an outdoor heat exchanger (12) and an evaporator (13); the outdoor heat exchanger (12) and the low-temperature condenser (73) are selectively connected in series with the compressor (11); the evaporator (13) and the heat exchanger (71) are connected in parallel with each other and communicate with the compressor (11).

4. The thermal management system according to claim 3, characterized in that: The air conditioning system (10) further comprises: an indoor condenser (14) and a first electric heater (15); the indoor condenser (14) and the low-temperature condenser (73) are connected in parallel to each other and are in communication with the compressor (11); and the first electric heater (15) and the indoor condenser (14) are arranged opposite to each other.

5. The thermal management system according to claim 4, characterized in that: The air conditioning system (10) further comprises: a coaxial tube (16); One end of the upper side of the coaxial tube (16) is selectively connected to at least one of the outdoor heat exchanger (12), the indoor condenser (14) and the low-temperature condenser (73), and the other end of the upper side of the coaxial tube (16) is selectively connected to at least one of the heat exchanger (71), the evaporator (13) and the outdoor heat exchanger (12); and, One end of the lower side of the coaxial tube (16) is connected to the compressor (11), and the other end of the lower side of the coaxial tube (16) is selectively connected to at least one of the heat exchanger (71), the evaporator (13) and the outdoor heat exchanger (12).

6. The thermal management system according to claim 5, characterized in that: The air conditioning system (10) further comprises: a first one-way valve (17) and a second one-way valve (18), wherein the first one-way valve (17) is arranged between the outdoor heat exchanger (12) and the upper side of the coaxial tube (16), and the second one-way valve (18) is arranged between the indoor condenser (14) and the upper side of the coaxial tube (16).

7. The thermal management system according to claim 4, characterized in that: The air conditioning system (10) further comprises: a first stop valve (19), a second stop valve (20) and a third stop valve (21), wherein the first stop valve (19) is arranged between the exhaust port of the compressor (11) and the outdoor heat exchanger (12), the second stop valve (20) is arranged between the exhaust port of the compressor (11) and the indoor condenser (14), and the third stop valve (21) is arranged between the exhaust port of the compressor (11) and the low-temperature condenser (73); and, The air conditioning system (10) further comprises: a fourth stop valve (22), wherein the fourth stop valve (22) is arranged between the outdoor heat exchanger (12) and the air inlet of the compressor (11).

8. The thermal management system according to claim 1, characterized in that: The battery heat exchange circuit (50) comprises: a first water pump (51), a battery pack (52) and a first temperature sensor (53), wherein the first water pump (51), the battery pack (52) and the first temperature sensor (53) are connected in series with each other, and two valve ports of the control valve (30) are connected in series with the battery pack (52); and, The battery heat exchange circuit (50) further includes: a second electric heater (54), wherein the second electric heater (54) is arranged between the first water pump (51) and the control valve (30).

9. The thermal management system according to claim 1, characterized in that: The electrically controlled heat exchange circuit (60) comprises: a second water pump (61), an electrically controlled device (62) and a second temperature sensor (63); the second water pump (61), the electrically controlled device (62) and the second temperature sensor (63) are connected in series with each other, and the other two valve ports of the control valve (30) are connected in series with the electrically controlled device (62).

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

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