Vehicle thermal management system and vehicle

Abstract

The present application discloses a vehicle thermal management system and a vehicle. The vehicle thermal management system provided by the present application includes: a battery, a blower, a heater core, an electric drive assembly, a connecting pipe group and a first control valve, the electric drive assembly is used to generate heat, and the first control valve is connected to the battery, the heater core and the electric drive assembly through the connecting pipe group; the connecting pipe group includes a first pipe, a second pipe, a third pipe and a fourth pipe, the first pipe is connected to the first control valve and the electric drive assembly respectively, the second pipe is connected to the first control valve and the heater core respectively, the third pipe is connected to the first control valve and the battery respectively, the fourth pipe is connected to the electric drive assembly, and the battery and the heater core are connected to the electric drive assembly through the fourth pipe respectively; wherein the first control valve is configured to connect the first pipe to at least one of the second pipe and the third pipe, and the air outlet of the blower is arranged toward the heater core. Thus, there is no need to set up an additional heater, and the heat of the electric drive assembly is fully utilized, saving costs.

Description

Technical Field

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

[0002] With the continuous development of the automotive industry, the thermal management system inside new energy vehicles is simpler than that inside traditional gasoline vehicles. For example, compared with traditional internal combustion engine models, new energy vehicles have no engine waste heat to utilize.

[0003] At present, the heating function of the passenger compartment and the heating function of the high-voltage battery often need to be realized by configuring additional heating systems or heat sources, but the prices of heaters are generally high, which leads to higher costs for the vehicle thermal management system and the entire vehicle. Utility Model Content

[0004] The main purpose of this application is to provide a vehicle thermal management system and a vehicle, aiming to solve the above-mentioned technical problems existing in the prior art.

[0005] To solve the above problems, the present application provides a vehicle thermal management system, which includes: a battery, a blower, a heater core, an electric drive assembly, a connecting pipe group and a first control valve, the electric drive assembly is used to generate heat, and the first control valve is connected to the battery, the heater core and the electric drive assembly respectively through the connecting pipe group; the connecting pipe group includes a first pipe, a second pipe, a third pipe and a fourth pipe, the first pipe is connected to the first control valve and the electric drive assembly respectively, the second pipe is connected to the first control valve and the heater core respectively, the third pipe is connected to the first control valve and the battery respectively, the fourth pipe is connected to the electric drive assembly, and the battery and the heater core are connected to the electric drive assembly respectively through the fourth pipe; wherein the first control valve is configured to connect the first pipe with at least one of the second pipe and the third pipe, and the air outlet of the blower is arranged toward the heater core.

[0006] In some embodiments, the vehicle thermal management system further includes a water pump disposed in the fourth pipe.

[0007] In some embodiments, the vehicle thermal management system also includes a radiator and a second control valve, the first pipeline also includes a first sub-pipeline and a second sub-pipeline, the connecting pipe group also includes a fifth pipeline, the first sub-pipeline is respectively connected to the second control valve and the electric drive assembly, the second sub-pipeline is respectively connected to the first control valve and the second control valve, the fifth pipeline is respectively connected to the radiator and the second control valve, and the radiator is connected to the electric drive assembly through a fourth pipeline; wherein the second control valve is configured to connect the first sub-pipeline with at least one of the second sub-pipeline and the fifth pipeline.

[0008] In some embodiments, the vehicle thermal management system also includes a condenser, a fan and a battery cooling unit, the connecting pipe group also includes a sixth pipe and a seventh pipe, the sixth pipe respectively connects the outlet of the condenser and the battery cooling unit, the seventh pipe respectively connects the battery cooling unit and the inlet of the condenser, the battery cooling unit has a partition wall, the partition wall divides the battery cooling unit into a first chamber and a second chamber, the first chamber is respectively connected to the sixth pipe and the seventh pipe, and the second chamber is respectively connected to the third pipe and the battery.

[0009] In some embodiments, the vehicle thermal management system further includes a compressor disposed in the seventh conduit, the compressor being configured to generate power.

[0010] In some embodiments, the vehicle thermal management system further includes a first expansion valve, which is disposed in the sixth pipeline and is used to adjust the pressure in the sixth pipeline.

[0011] In some embodiments, the vehicle thermal management system also includes an evaporator, and the connecting pipe group also includes an eighth pipe and a ninth pipe, the eighth pipe respectively connects the outlet of the condenser and the evaporator, the ninth pipe respectively connects the evaporator and the seventh pipe, the compressor is located downstream of the evaporator, and the evaporator is located downstream of the air outlet of the blower.

[0012] In some embodiments, the vehicle thermal management system further includes a second expansion valve, which is disposed in the eighth pipe and is used to adjust the pressure in the eighth pipe.

[0013] In some embodiments, the electric drive assembly is configured to output heat to the first pipe in a first state, and to stop outputting heat to the first pipe in a second state.

[0014] In order to solve the above problems, the present application provides a vehicle, including the above-mentioned vehicle thermal management system.

[0015] Compared with the prior art, the vehicle thermal management system of the present application includes: a battery, a blower, a heater core, an electric drive assembly, a connecting pipe group and a first control valve. The electric drive assembly is used to generate heat. The first control valve is connected to the battery, the heater core and the electric drive assembly respectively through the connecting pipe group; the connecting pipe group includes a first pipe, a second pipe, a third pipe and a fourth pipe. The first pipe is connected to the first control valve and the electric drive assembly respectively, the second pipe is connected to the first control valve and the heater core respectively, the third pipe is connected to the first control valve and the battery respectively, the fourth pipe is connected to the electric drive assembly, and the battery and the heater core are connected to the electric drive assembly respectively through the fourth pipe; wherein the first control valve is configured to connect the first pipe with at least one of the second pipe and the third pipe, and the air outlet of the blower is arranged toward the heater core. Through the above embodiment, the heat generated by the electric drive assembly can be transferred to the first control valve through the first pipe, and then transferred to at least one of the second pipe and the third pipe through the first control valve, so that the heat is transferred to the heater core and the battery, and then the battery is heated and the passenger compartment is heated through the blower and the heater core, and further a loop is formed with the electric drive assembly through the fourth pipe to circulate the heat generated by the electric drive assembly. Therefore, the passenger compartment can be heated and the battery can be heated by utilizing the heat generated by the electric drive assembly without the need to set up an additional heater, thereby improving the utilization rate of the heat generated by the electric drive assembly and saving costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0017] Figure 1 is a schematic structural diagram of a vehicle according to one or more embodiments of the present application;

[0018] Figure 2 is a schematic structural diagram of a vehicle thermal management system according to one or more embodiments of the present application;

[0019] Figure 3 is a schematic structural diagram of a vehicle thermal management system in a passenger compartment heating mode according to one or more embodiments of the present application;

[0020] Figure 4 is a schematic structural diagram of a vehicle thermal management system in a battery heating mode according to one or more embodiments of the present application;

[0021] Figure 5 is a schematic structural diagram of a vehicle thermal management system in a passenger compartment cooling mode according to one or more embodiments of the present application;

[0022] Figure 6 is a schematic structural diagram of a vehicle thermal management system in a battery cooling mode according to one or more embodiments of the present application;

[0023] Figure 7 is a schematic structural diagram of a vehicle thermal management system in an electric drive assembly cooling mode according to one or more embodiments of the present application;

[0024] Figure 8 is a structural schematic diagram of a vehicle thermal management system in a passenger compartment heating mode and a battery heating mode at the same time according to one or more embodiments of the present application;

[0025] Fig. 9 is a structural schematic diagram of a vehicle thermal management system according to one or more embodiments of the present application being in a passenger compartment cooling mode, a battery cooling mode, and an electric drive assembly cooling mode at the same time;

[0026] Fig.10 is a schematic structural diagram of a vehicle thermal management system in a passenger compartment cooling mode and a battery cooling mode at the same time according to one or more embodiments of the present application;

[0027] Fig.11 is a schematic structural diagram of a vehicle thermal management system in which the vehicle thermal management system is simultaneously in an electric drive assembly cooling mode and a battery cooling mode according to one or more embodiments of the present application;

[0028] Fig.12 It is a structural schematic diagram of a vehicle thermal management system in which the vehicle is in an electric drive assembly cooling mode and a passenger compartment cooling mode at the same time according to one or more embodiments of the present application.

[0029] Figure numbers: vehicle 1; vehicle thermal management system 2; battery 10; blower 20; heater core 30; electric drive assembly 40; connecting pipe group 50; first pipe 51; first sub-pipe 511; second sub-pipe 512; second pipe 52; third pipe 53; fourth pipe 54; fifth pipe 55; sixth pipe 56; seventh pipe 57; eighth pipe 58; ninth pipe 59; first control valve 60; water pump 70; radiator 80; second control valve 90; condenser 100; fan 110; battery cooling unit 120; first chamber 121; second chamber 122; partition wall 123; compressor 130; first expansion valve 140; evaporator 150; second expansion valve 160. DETAILED DESCRIPTION

[0030] The following embodiments of the technical solution of the present application are described in detail in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application, and are therefore only used as examples, and cannot be used to limit the scope of protection of the present application.

[0031] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by technicians in the technical field to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" in the specification and claims of this application and the above-mentioned figure descriptions and any variations thereof are intended to cover non-exclusive inclusions.

[0032] In the description of the embodiments of the present application, the technical terms "first", "second", etc. are only used to distinguish different objects, and cannot be understood as indicating or implying relative importance or implicitly indicating the number, specific order or primary and secondary relationship of the indicated technical features. In the description of the embodiments of the present application, the meaning of "multiple" is more than two, unless otherwise clearly and specifically defined.

[0033] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0034] In the description of the embodiments of the present application, the term "and / or" is only a description of the association relationship of the associated objects, indicating that there may be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0035] In the description of the embodiments of the present application, the term "multiple" refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple pieces" refers to more than two pieces (including two pieces).

[0036] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, which are only for the convenience of describing the embodiments of the present application 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 embodiments of the present application.

[0037] In the description of the embodiments of the present application, unless otherwise clearly specified and limited, technical terms such as "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal connection of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0038] With the continuous development of the automotive industry, the thermal management system inside new energy vehicles is simpler than that inside traditional gasoline vehicles. For example, compared with traditional internal combustion engine models, new energy vehicles have no engine waste heat to utilize.

[0039] At present, the heating function of the passenger compartment and the heating function of the high-voltage battery often need to be realized by configuring additional heating systems or heat sources, but the prices of heaters are generally high, which leads to higher costs for the vehicle thermal management system and the entire vehicle.

[0040] Please refer to Figure 1 , Figure 1 is a schematic diagram of the structure of a vehicle according to one or more embodiments of the present application.

[0041] The vehicle 1 may be a new energy vehicle, etc. The new energy vehicle may be a pure electric vehicle, a hybrid vehicle or an extended range vehicle, etc. The vehicle 1 may be a front-wheel drive vehicle, a four-wheel drive vehicle, etc. The vehicle 1 is provided with a vehicle thermal management system 2, which may be used to control the ambient temperature of the passenger compartment of the vehicle 1 and the interior of the vehicle 1, etc.

[0042] like Figure 2 As shown, Figure 2 It is a schematic diagram of the structure of a vehicle thermal management system according to one or more embodiments of the present application.

[0043] The present application provides a vehicle thermal management system 2, which includes: a battery 10, a blower 20, a heater core 30, an electric drive assembly 40, a connecting pipe group 50 and a first control valve 60. The electric drive assembly 40 is used to generate heat. The first control valve 60 is connected to the battery 10, the heater core 30 and the electric drive assembly 40 through the connecting pipe group 50; the connecting pipe group 50 includes a first pipe 51, a second pipe 52, a third pipe 53 and a fourth pipe 54. The first pipe 51 is connected to the first control valve 60, the second pipe 52, the third pipe 53 and the fourth pipe 54. The first control valve 60 and the electric drive assembly 40, the second pipe 52 are connected to the first control valve 60 and the heater core 30 respectively, the third pipe 53 are connected to the first control valve 60 and the battery 10 respectively, the fourth pipe 54 is connected to the electric drive assembly 40, and the battery 10 and the heater core 30 are connected to the electric drive assembly 40 through the fourth pipe 54 respectively; wherein, the first control valve 60 is configured to connect the first pipe 51 with at least one of the second pipe 52 and the third pipe 53, and the air outlet of the blower 20 is arranged toward the heater core 30.

[0044] The electric drive assembly 40 can convert electrical energy into mechanical power, and then drive the wheels to enable the vehicle 1 to travel. The electric drive assembly 40 generates heat when working. The battery 10 can be a high-voltage battery. The battery 10 can be a rechargeable battery. Its advantage is that it can be recycled many times after charging. The output current load capacity of the rechargeable battery is higher than that of most disposable batteries 10. The common types of rechargeable batteries at present are: lead-acid batteries, nickel-metal hydride batteries and lithium-ion batteries. Lithium-ion batteries have the advantages of light weight, large capacity (the capacity is 1.5 to 2 times that of nickel-metal hydride batteries 10 of the same weight), no memory effect, and have a very low self-discharge rate. Therefore, even if the price is relatively high, it is still widely used. Lithium-ion batteries are currently also widely used in pure electric vehicles and hybrid vehicles. The capacity of lithium-ion batteries used for this purpose is relatively low, but they have a larger output and charging current, and also have a longer service life.

[0045] The heater core 30 can be made of aluminum alloy or magnesium-aluminum alloy, and has a strong heat exchange effect and ventilation and moisture absorption function. It is mainly composed of one or more high-efficiency steam power pipes (which may be heat exchange pipes in some applications), and media such as coolant or steam can flow through these pipes to achieve the transfer and exchange of heat energy. The heater core 30 can receive the heat generated by the electric drive assembly 40. The air outlet of the blower 20 is set toward the heater core 30. The blower 20 can blow the warm air around the heater core 30 to the passenger compartment, thereby achieving heating of the passenger compartment.

[0046] The connecting pipe group 50 may include a first pipe 51, a second pipe 52, a third pipe 53 and a fourth pipe 54. The first control valve 60 is connected to the electric drive assembly 40, the heater core 30 and the battery 10 through the first pipe 51, the second pipe 52 and the third pipe 53, respectively. The fourth pipe 54 is connected to the electric drive assembly 40. The battery 10 and the heater core 30 are connected to the electric drive assembly 40 through the fourth pipe 54, respectively. The first control valve 60 is configured to connect the first pipe 51 with at least one of the second pipe 52 and the third pipe 53. Exemplarily, the first control valve 60 can connect the first pipe 51 and the second pipe 52, and cut off the first pipe 51 and the third pipe 53. At this time, the heat of the electric drive assembly 40 is transferred to the heater core 30 via the first pipe 51, the first control valve 60 and the second pipe 52, so as to achieve heating of the passenger compartment. Alternatively, the first control valve 60 can connect the first pipe 51 with the third pipe 53, and cut off the first pipe 51 and the third pipe 53. The first pipe 51 and the second pipe 52 are connected. At this time, the heat of the electric drive assembly 40 is transferred to the battery 10 via the first pipe 51, the first control valve 60 and the third pipe 53, so that the battery 10 is heated; or, the first control valve 60 connects the first pipe 51 with the second pipe 52 and the third pipe 53 at the same time, and the heat of the electric drive assembly 40 is transferred to the heater core 30 and the battery 10 via the first pipe 51, the first control valve 60 and the second pipe 52 and the third pipe 53 respectively, so that the passenger compartment is heated and the battery 10 is heated at the same time. The fourth pipe 54 can be connected to the electric drive assembly 40 at one end and to the heater core 30 and the battery 10 at the other end, so as to form a heat loop with the first pipe 51, the second pipe 52 and the third pipe 53. It can be understood that the heat in the vehicle thermal management system 2 can be transferred through a heat-conducting medium, which can be a gas or a liquid, such as a coolant, and the heat-conducting medium can flow inside the connecting pipe group 50. Exemplarily, the electric drive assembly 40 may have a cooling pipeline, the first pipeline 51 may be connected to the outlet of the cooling pipeline of the electric drive assembly 40, and the fourth pipeline 54 may be connected to the inlet of the cooling pipeline of the electric drive assembly 40, so that the heat-conducting medium absorbs heat in the pipeline of the electric drive assembly 40 and leaves the electric drive assembly 40 through the first pipeline 51, and after transferring heat to the heater core 30 and the battery 10, enters the electric drive assembly 40 again through the fourth pipeline 54 to absorb heat.

[0047] Through the above embodiment, the heat generated by the electric drive assembly 40 can be transferred to the first control valve 60 through the first pipe 51, and transferred to at least one of the second pipe 52 and the third pipe 53 through the first control valve 60, so as to transfer the heat to the heater core 30 and the battery 10, thereby heating the battery 10 and heating the passenger compartment through the blower 20 and the heater core 30, and further forming a loop with the electric drive assembly 40 through the fourth pipe 54 to circulate the heat generated by the electric drive assembly 40. Therefore, the heat generated by the electric drive assembly 40 can be used to heat the passenger compartment and the battery 10 without the need to set up an additional heater, thereby improving the utilization rate of the heat generated by the electric drive assembly 40 and saving costs.

[0048] In some embodiments, the vehicle thermal management system 2 further includes a water pump 70, which is disposed in the fourth pipe 54. It is understood that the water pump 70 can provide power for the heat-conducting medium, such as coolant, in the connecting pipe group 50, thereby promoting the flow of the heat-conducting medium in the vehicle thermal management system 2, thereby improving the heat transfer efficiency of the vehicle thermal management system 2. The water pump 70 is disposed in the fourth pipe 54. It is understood that in the heat circuit, the water pump 70 can be located upstream of the electric drive assembly 40 and downstream of the battery 10 and the heater core 30. As a result, the water pump 70 can provide power for the vehicle thermal management system 2 and improve the heat transfer efficiency of the vehicle thermal management system 2.

[0049] In some embodiments, the vehicle thermal management system 2 further includes a radiator 80 and a second control valve 90, the first pipeline 51 further includes a first sub-pipeline 511 and a second sub-pipeline 512, the connecting pipe group 50 further includes a fifth pipeline 55, the first sub-pipeline 511 is connected to the second control valve 90 and the electric drive assembly 40 respectively, the second sub-pipeline 512 is connected to the first control valve 60 and the second control valve 90 respectively, the fifth pipeline 55 is connected to the radiator 80 and the second control valve 90 respectively, and the radiator 80 is connected to the electric drive assembly 40 through the fourth pipeline 54; wherein the second control valve 90 is configured to connect the first sub-pipeline 511 to at least one of the second sub-pipeline 512 and the fifth pipeline 55. The radiator 80 can cool the heat transfer medium passing through the radiator 80. Exemplarily, the second control valve 90 can connect the first sub-pipeline 511 and the fifth pipe 55, and disconnect the first sub-pipeline 511 and the second sub-pipeline 512, so that the heat of the electric drive assembly 40 is transferred to the radiator 80 via the first sub-pipeline 511 and the fifth pipe 55, so that the heat of the heat-conducting medium is dissipated in the radiator 80, and then transferred to the electric drive assembly 40 again via the fourth pipe 54, so as to cool the electric drive assembly 40. Thus, a cooling loop can be formed by the first sub-pipeline 511, the fifth pipe 55, the radiator 80 and the fourth pipe 54, so as to cool the electric drive assembly 40 and improve the heat dissipation effect of the electric drive assembly 40.

[0050] In some embodiments, the vehicle thermal management system 2 further includes a condenser 100, a fan 110 and a battery cooling unit 120, the connecting pipe group 50 further includes a sixth pipe 56 and a seventh pipe 57, the sixth pipe 56 is connected to the outlet of the condenser 100 and the battery cooling unit 120 respectively, the seventh pipe 57 is connected to the battery cooling unit 120 and the inlet of the condenser 100 respectively, the battery cooling unit 120 has a partition 123, the partition 123 divides the battery cooling unit 120 into a first chamber 121 and a second chamber 122, the first chamber 121 is connected to the sixth pipe 56 and the seventh pipe 57 respectively, and the second chamber 122 is connected to the third pipe 53 and the battery 10 respectively. The condenser 100, the fan 110 and the radiator 80 can cooperate with each other to dissipate the high-temperature air generated after the heat exchange between the radiator 80 and the condenser 100, thereby enhancing the cooling effect of the heat transfer medium in the vehicle thermal management system 2. It is understandable that the heat transfer medium may be in a gaseous state before entering the condenser 100 , and may be in a liquid state after passing through the condenser 100 . The first chamber 121 and the second chamber 122 of the battery cooling unit 120 are separated by a partition wall 123. It should be noted that the first chamber 121 and the second chamber 122 can exchange heat through the partition wall 123. For example, when the second control valve 90 is connected to the first sub-pipeline 511 and the second sub-pipeline 512, and the first control valve 60 is connected to the second sub-pipeline 512 and the third pipe 53, the heat-conducting medium circulates between the electric drive assembly 40, the first pipe 51, the third pipe 53, the second chamber 122 and the battery 10. At the same time, the heat-conducting medium also circulates between the condenser 100, the sixth pipe 56, the first chamber 121 and the seventh pipe 57. The first chamber 121 is cooled by the condenser 100, and the heat-conducting medium with a lower temperature cools the heat-conducting medium with a higher temperature in the second chamber 122 through the partition wall 123, thereby further cooling the battery 10. As a result, the vehicle thermal management system 2 is convenient for cooling the battery 10, and the heat dissipation performance and safety of the battery 10 are improved.

[0051] In some embodiments, the electric drive assembly 40 is configured to output heat to the first pipe 51 in the first state, and stop outputting heat to the first pipe 51 in the second state. It is understandable that in some application scenarios, whether the electric drive assembly 40 outputs heat to the first pipe 51 is adjustable. For example, when the vehicle thermal management system 2 is in one or more of the passenger compartment heating state, the battery 10 heating state, and the electric drive assembly 40 cooling state, the electric drive assembly 40 is in the first state and outputs heat to the first pipe 51. When the vehicle thermal management system 2 is only in the battery 10 cooling state, the electric drive assembly 40 can be in the second state, and the electric drive assembly 40 stops outputting heat to the first pipe 51. As a result, when the vehicle thermal management system 2 is only in the battery 10 cooling state, the influence of the heat of the electric drive assembly 40 on the battery 10 is reduced, and the cooling efficiency and safety of the battery 10 are improved.

[0052] In some embodiments, the vehicle thermal management system 2 further includes a compressor 130, which is disposed in the seventh pipe 57 and is used to generate power. The compressor 130 can provide power for the heat transfer medium to make the heat transfer medium flow in the vehicle thermal management system 2. For example, the compressor 130 can cause the heat transfer medium to flow from the first chamber 121 of the battery cooling unit 120 to the inlet of the condenser 100 through the seventh pipe 57. Thus, the compressor 130 can improve the heat transfer efficiency of the vehicle thermal management system 2.

[0053] In some embodiments, the vehicle thermal management system 2 further includes a first expansion valve 140, which is disposed in the sixth pipe 56 and is used to adjust the pressure in the sixth pipe 56. It is understood that the first expansion valve 140 can adjust the pressure and flow of the heat-conducting medium on both sides thereof, the pressure of the heat-conducting medium can be reduced after passing through the first expansion valve 140, and the flow of the heat-conducting medium when passing through the first expansion valve 140 is adjustable. For example, the heat-conducting medium between the condenser 100 and the first expansion valve 140 is a high-pressure liquid, and the heat-conducting medium between the first expansion valve 140 and the battery cooling unit 120 can be a low-pressure liquid. As a result, it is convenient to adjust and control the dosage of the heat-conducting medium entering the battery cooling unit 120, thereby improving the reliability of the vehicle thermal management system 2.

[0054] In some embodiments, the vehicle thermal management system 2 further includes an evaporator 150, and the connecting pipe group 50 further includes an eighth pipe 58 and a ninth pipe 59, wherein the eighth pipe 58 is connected to the outlet of the condenser 100 and the evaporator 150 respectively, and the ninth pipe 59 is connected to the evaporator 150 and the seventh pipe 57 respectively, and the compressor 130 is located downstream of the evaporator 150, and the evaporator 150 is located downstream of the air outlet of the blower 20. When the passenger compartment needs to be cooled, under the action of the compressor 130, the low-temperature condensed liquid passes through the evaporator 150, vaporizes and absorbs heat, and exchanges heat with the outside air, thereby interfering with the cooling of the air near the evaporator 150, and then the blower 20 blows the cooled air into the passenger compartment, thereby achieving a cooling effect.

[0055] In some embodiments, the vehicle thermal management system 2 further includes a second expansion valve 160, which is disposed in the eighth pipe 58 and is used to adjust the pressure in the eighth pipe 58. It is understood that the second expansion valve 160 can adjust the pressure and flow of the heat transfer medium on both sides thereof, the pressure of the heat transfer medium can be reduced after passing through the second expansion valve 160, and the flow of the heat transfer medium when passing through the second expansion valve 160 is adjustable. For example, the heat transfer medium between the condenser 100 and the second expansion valve 160 is a high-pressure liquid, and the heat transfer medium between the second expansion valve 160 and the evaporator 150 can be a low-pressure liquid. Thus, it is convenient to adjust and control the dosage of the heat transfer medium entering the evaporator 150, so that the evaporator 150 can adapt to the change of the refrigeration load, reduce the risk of hydraulic phenomenon in the compressor 130, and improve the reliability of the vehicle thermal management system 2.

[0056] See also Figure 3-Figure 12 , Figure 3 is a schematic structural diagram of a vehicle thermal management system in a passenger compartment heating mode according to one or more embodiments of the present application; Figure 4 is a schematic structural diagram of a vehicle thermal management system in a battery heating mode according to one or more embodiments of the present application; Figure 5 is a schematic structural diagram of a vehicle thermal management system in a passenger compartment cooling mode according to one or more embodiments of the present application; Figure 6 is a schematic structural diagram of a vehicle thermal management system in a battery cooling mode according to one or more embodiments of the present application; Figure 7 is a schematic structural diagram of a vehicle thermal management system in an electric drive assembly cooling mode according to one or more embodiments of the present application; Figure 8 is a structural schematic diagram of a vehicle thermal management system in a passenger compartment heating mode and a battery heating mode at the same time according to one or more embodiments of the present application; Fig. 9 is a structural schematic diagram of a vehicle thermal management system according to one or more embodiments of the present application being in a passenger compartment cooling mode, a battery cooling mode, and an electric drive assembly cooling mode at the same time; Fig.10 is a schematic structural diagram of a vehicle thermal management system in a passenger compartment cooling mode and a battery cooling mode at the same time according to one or more embodiments of the present application; Fig.11 is a schematic structural diagram of a vehicle thermal management system in which the vehicle thermal management system is simultaneously in an electric drive assembly cooling mode and a battery cooling mode according to one or more embodiments of the present application; Fig.12 It is a structural schematic diagram of a vehicle thermal management system in which the vehicle is in an electric drive assembly cooling mode and a passenger compartment cooling mode at the same time according to one or more embodiments of the present application.

[0057] In some application scenarios, the vehicle thermal management system 2 has at least a passenger compartment heating mode, a battery 10 heating mode, a passenger compartment cooling mode, a battery 10 cooling mode, and an electric drive assembly 40 cooling mode. Figure 3 When the vehicle thermal management system 2 is in the passenger compartment heating mode, the second control valve 90 is connected to the first sub-pipeline 511 and the second sub-pipeline 512, and the first control valve 60 is connected to the second sub-pipeline 512 and the second pipe 52, so that the heat of the electric drive assembly 40 is transferred to the heater core 30 through the heat transfer medium, and the hot air around the heater core 30 is blown into the passenger compartment through the blower 20; Figure 4 When the vehicle thermal management system 2 is in the battery 10 heating mode, the second control valve 90 is connected to the first sub-pipe 511 and the second sub-pipe 512, and the first control valve 60 is connected to the second sub-pipe 512 and the third pipe 53, so that the heat of the electric drive assembly 40 is transferred to the battery 10 through the heat transfer medium; Figure 5 When the vehicle thermal management system 2 is in the passenger compartment cooling mode, the second expansion valve 160 is in an open state, the heat transfer medium is cooled in the condenser 100, and flows to the evaporator 150 under the action of the compressor 130, and further the cold air around the evaporator 150 is blown into the passenger compartment through the blower 20; Figure 6 When the vehicle thermal management system 2 is in the battery 10 cooling mode, the first expansion valve 140 is in an open state, the heat transfer medium is cooled in the condenser 100, and flows to the first chamber 121 of the battery cooling unit 120 under the action of the compressor 130, and at the same time, the second control valve 90 connects the first sub-pipeline 511 and the second sub-pipeline 512, and the first control valve 60 connects the second sub-pipeline 512 and the third pipe 53, and the low-temperature heat transfer medium in the first chamber 121 cools the high-temperature heat transfer medium in the second chamber 122, and the high-temperature heat transfer medium in the second chamber 122 is cooled and flows to the battery 10 under the action of the air pump, thereby cooling the battery 10; Figure 7When the vehicle thermal management system 2 is in the electric drive assembly 40 cooling mode, the second control valve 90 is connected to the first sub-pipeline 511 and the fifth pipe 55, and the heat transfer medium enters the radiator 80 for cooling through the first sub-pipeline 511 and the fifth pipe 55, and enters the electric drive assembly 40 through the fourth pipe 54, thereby further cooling the electric drive assembly 40. It should be noted that the vehicle thermal management system 2 can be in one or more of the above modes at the same time. For example, the vehicle thermal management system 2 can be in any of the above modes alone; or, as Figure 8 , the vehicle thermal management system 2 can be in the passenger compartment heating mode and the battery 10 heating mode at the same time; or Fig. 9 , the vehicle thermal management system 2 can be in the passenger compartment cooling mode, the battery 10 cooling mode and the electric drive assembly 40 cooling mode at the same time; or Fig.10 , the vehicle thermal management system 2 can be in the passenger compartment cooling mode and the battery 10 cooling mode at the same time; or Fig.11 , the vehicle thermal management system 2 can be in the electric drive assembly 40 cooling mode and the battery 10 cooling mode at the same time; or Fig.12 The vehicle thermal management system 2 can be in the electric drive assembly 40 cooling mode and the passenger compartment cooling mode at the same time.

[0058] In summary, the vehicle thermal management system 2 provided by the present application includes: a battery 10, a blower 20, a heater core 30, an electric drive assembly 40, a connecting pipe group 50 and a first control valve 60. The electric drive assembly 40 is used to generate heat. The first control valve 60 is connected to the battery 10, the heater core 30 and the electric drive assembly 40 through the connecting pipe group 50; the connecting pipe group 50 includes a first pipe 51, a second pipe 52, a third pipe 53 and a fourth pipe 54. The first pipe 51 is connected to the first control valve 60, respectively. 0 and the electric drive assembly 40, the second pipe 52 is connected to the first control valve 60 and the heater core 30 respectively, the third pipe 53 is connected to the first control valve 60 and the battery 10 respectively, the fourth pipe 54 is connected to the electric drive assembly 40, and the battery 10 and the heater core 30 are connected to the electric drive assembly 40 through the fourth pipe 54 respectively; wherein the first control valve 60 is configured to connect the first pipe 51 with at least one of the second pipe 52 and the third pipe 53, and the air outlet of the blower 20 is arranged toward the heater core 30. Through the above-mentioned embodiment, the heat generated by the electric drive assembly 40 can be transferred to the first control valve 60 through the first pipe 51, and transferred to at least one of the second pipe 52 and the third pipe 53 through the first control valve 60, so as to transfer the heat to the heater core 30 and the battery 10, thereby heating the battery 10 and heating the passenger compartment through the blower 20 and the heater core 30, and further forming a loop with the electric drive assembly 40 through the fourth pipe 54, recycling the heat generated by the electric drive assembly 40. As a result, the heat generated by the electric drive assembly 40 can be used to heat the passenger compartment and the battery 10 without the need to set up an additional heater, thereby improving the utilization rate of the heat generated by the electric drive assembly 40 and saving costs. Compared with other vehicle thermal management systems, the vehicle thermal management system 2 provided in the present application has lower costs and higher heat utilization rates of the electric drive assembly 40.

[0059] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A vehicle thermal management system, characterized in that: The vehicle thermal management system comprises: a battery, a blower, a heater core, an electric drive assembly, a connecting pipe group and a first control valve, wherein the electric drive assembly is used to generate heat, and the first control valve is respectively connected to the battery, the heater core and the electric drive assembly through the connecting pipe group; The connecting pipe group includes a first pipe, a second pipe, a third pipe and a fourth pipe, the first pipe is respectively connected to the first control valve and the electric drive assembly, the second pipe is respectively connected to the first control valve and the heater core, the third pipe is respectively connected to the first control valve and the battery, the fourth pipe is connected to the electric drive assembly, and the battery and the heater core are respectively connected to the electric drive assembly through the fourth pipe; The first control valve is configured to connect the first pipeline with at least one of the second pipeline and the third pipeline, and the air outlet of the blower is arranged toward the warm air core.

2. The vehicle thermal management system according to claim 1, characterized in that: The vehicle thermal management system further includes a water pump, which is disposed in the fourth pipeline.

3. The vehicle thermal management system according to claim 1 or 2, characterized in that: The vehicle thermal management system further includes a radiator and a second control valve, the first pipeline further includes a first sub-pipeline and a second sub-pipeline, the connecting pipe group further includes a fifth pipeline, the first sub-pipeline is respectively connected to the second control valve and the electric drive assembly, the second sub-pipeline is respectively connected to the first control valve and the second control valve, the fifth pipeline is respectively connected to the radiator and the second control valve, and the radiator is connected to the electric drive assembly through the fourth pipeline; Wherein, the second control valve is configured to connect the first sub-pipeline with at least one of the second sub-pipeline and the fifth pipe.

4. The vehicle thermal management system according to claim 1, characterized in that: The vehicle thermal management system also includes a condenser, a fan and a battery cooling unit, the connecting pipe group also includes a sixth pipe and a seventh pipe, the sixth pipe is connected to the outlet of the condenser and the battery cooling unit respectively, the seventh pipe is connected to the battery cooling unit and the inlet of the condenser respectively, the battery cooling unit has a partition wall, the partition wall divides the battery cooling unit into a first chamber and a second chamber, the first chamber is connected to the sixth pipe and the seventh pipe respectively, and the second chamber is connected to the third pipe and the battery respectively.

5. The vehicle thermal management system according to claim 4, characterized in that: The vehicle thermal management system further includes a compressor, which is disposed in the seventh pipe and is used to generate power.

6. The vehicle thermal management system according to claim 5, characterized in that: The vehicle thermal management system further includes a first expansion valve, which is disposed in the sixth pipeline and is used to adjust the pressure in the sixth pipeline.

7. The vehicle thermal management system according to claim 5, characterized in that: The vehicle thermal management system also includes an evaporator, and the connecting pipe group also includes an eighth pipe and a ninth pipe, the eighth pipe is connected to the outlet of the condenser and the evaporator respectively, and the ninth pipe is connected to the evaporator and the seventh pipe respectively, the compressor is located downstream of the evaporator, and the evaporator is located downstream of the air outlet of the blower.

8. The vehicle thermal management system according to claim 7, characterized in that: The vehicle thermal management system further includes a second expansion valve, which is disposed in the eighth pipeline and is used to adjust the pressure in the eighth pipeline.

9. The vehicle thermal management system according to claim 1, characterized in that: The electric drive assembly is configured to output heat to the first pipe in a first state, and stop outputting heat to the first pipe in a second state.

10. A vehicle, characterized in that: The vehicle comprises a vehicle thermal management system as claimed in any one of claims 1 to 9.

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