Thermal management system and vehicle

Abstract

The utility model discloses a heat management system and a vehicle. The heat management system comprises a high-pressure heat exchange loop and a heat exchange loop, the air conditioning system comprises a compressor, an out-vehicle heat exchanger, a first in-vehicle heat exchanger and a heat exchanger, and the heat exchanger exchanges heat of the air conditioning system and the high-pressure heat exchange loop; one end of the battery is selectively communicated with one end or the other end of the compressor, the other end of the battery is selectively communicated with one end of the heat exchanger or one end of the external heat exchanger, and the battery and the first internal heat exchanger are arranged in parallel. In the cold environment, the refrigerant can directly flow through the battery and exchange heat with the battery, so that the heating efficiency of the battery is improved, the temperature of the battery is quickly increased, and the cruising ability of the vehicle is improved.

Description

Technical Field

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

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

[0003] In an environment below -10℃, the battery has low working efficiency due to the low ambient temperature, resulting in a shorter vehicle range in low temperature environments. Utility Model Content

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model proposes a thermal management system, in which the refrigerant can directly flow through the battery and exchange heat with the battery in a cold environment, thereby improving the heating efficiency of the battery and quickly raising the temperature of the battery to improve the endurance of the vehicle.

[0005] The utility model also provides a vehicle.

[0006] According to the thermal management system of the first aspect of the embodiment of the utility model, it includes: a high-pressure heat exchange circuit; an air-conditioning system, the air-conditioning system includes: a compressor, an outdoor heat exchanger, a first indoor heat exchanger and a heat exchanger, the heat exchanger exchanges heat between the air-conditioning system and the high-pressure heat exchange circuit; a battery, one end of the battery is selectively connected to one end or the other end of the compressor, and the other end is selectively connected to one end of the heat exchanger or one end of the outdoor heat exchanger, and the battery and the first indoor heat exchanger are arranged in parallel.

[0007] According to the thermal management system of the embodiment of the utility model, the refrigerant can directly flow through the battery and exchange heat with the battery, thereby improving the heating efficiency of the battery; even in a cold environment, the temperature of the battery can be quickly increased to improve the endurance of the vehicle.

[0008] According to some embodiments of the utility model, the air-conditioning system includes: a first branch, the first branch is arranged between the battery and the exhaust port of the compressor, and a first stop valve is arranged on the first branch; and the air-conditioning system includes: a second branch, the second branch is arranged between the external heat exchanger and the air inlet of the compressor, the battery is arranged in the second branch, and a second stop valve and a first electronic expansion valve are arranged between the battery and the air inlet of the compressor, and a second electronic expansion valve is arranged between the battery and the external heat exchanger.

[0009] According to some embodiments of the utility model, the air-conditioning system includes: a third branch, the third branch is arranged between the exhaust port of the compressor and the external heat exchanger, a third stop valve and a fourth stop valve are arranged on the third branch, the third stop valve is connected to the compressor, and the fourth stop valve is connected to the external heat exchanger.

[0010] According to some embodiments of the utility model, the air conditioning system further includes: a fourth branch, the fourth branch is arranged between the exhaust port of the compressor and the heat exchanger, and a third electronic expansion valve is arranged on the second branch.

[0011] According to some embodiments of the present utility model, the thermal management system further includes: a radiator, wherein the radiator, the high-pressure heat exchange circuit and the heat exchanger are connected in parallel.

[0012] According to some embodiments of the present utility model, the thermal management system further includes: a control valve, which is respectively connected to the high-pressure heat exchange circuit, the radiator and the heat exchanger, and the control valve is used to control the interconnection of any two of the high-pressure heat exchange circuit, the radiator and the heat exchanger.

[0013] According to some embodiments of the present invention, the thermal management system further includes: a heating circuit, the heating circuit includes: an electric heater, a first water pump and a warm air core, and the electric heater, the first water pump and the warm air core are connected in series.

[0014] According to some embodiments of the present invention, the thermal management system further includes: a second in-vehicle heat exchanger, one side of the second in-vehicle heat exchanger is connected to the compressor, and the other side of the second in-vehicle heat exchanger is connected in series with the heating circuit.

[0015] According to some embodiments of the utility model, the air-conditioning system further includes: a fifth branch, one end of the fifth branch is connected to the second in-vehicle heat exchanger, and the other end is connected to the first in-vehicle heat exchanger, and a fifth stop valve is provided on the fifth branch.

[0016] The vehicle according to the second embodiment of the utility model includes: the thermal management system. The refrigerant can directly flow through the battery and exchange heat with the battery to improve the heating efficiency of the battery; even in a cold environment, the temperature of the battery can be quickly increased to improve the endurance 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 circuit diagram of a thermal management system according to the first embodiment of the utility model;

[0020] Figure 2 is a circuit diagram of a thermal management system according to Embodiment 2 of the present utility model;

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

[0022] Figure 4 is a schematic diagram of a second mode of a thermal management system according to Embodiment 2 of the present utility model;

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

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

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

[0026] Figure 8 is a schematic diagram of a sixth mode of the thermal management system according to the second embodiment of the present utility model;

[0027] Fig. 9 is a schematic diagram of a sixth mode of the thermal management system according to the second embodiment of the present utility model;

[0028] Fig.10 It is a circuit diagram of a thermal management system according to the third embodiment of the present utility model.

[0029] Reference numerals:

[0030] 100. Thermal management system;

[0031] 10. High-pressure heat exchange circuit; 11. Motor; 12. Second water pump;

[0032] 20. Air conditioning system; 21. Compressor; 22. External heat exchanger; 23. First internal heat exchanger; 24. Heat exchanger; 25. Second internal heat exchanger;

[0033] 31. Battery; 32. Radiator; 33. Control valve; 34. Cooling fan;

[0034] 41. First stop valve; 42. Second stop valve; 43. Third stop valve; 44. Fourth stop valve; 45. First electronic expansion valve; 46. Second electronic expansion valve; 47. Third electronic expansion valve; 48. Fifth stop valve; 49. Fourth electronic expansion valve;

[0035] 50. Heating circuit; 51. Electric heater; 52. Warm air core; 53. First water pump. DETAILED DESCRIPTION

[0036] 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.

[0037] Reference below Figure 1-Figure 10 A thermal management system 100 according to an embodiment of the present invention is described, and a vehicle including the thermal management system 100 is also provided.

[0038] Combination Figure 1 , Figure 2 and Fig.10 As shown, the thermal management system 100 includes: a high-pressure heat exchange circuit 10, an air conditioning system 20 and a battery 31. The high-pressure heat exchange circuit 10 includes: a motor 11 and a second water pump 12. Coolant flows in the high-pressure heat exchange circuit 10. Driven by the second water pump 12, the coolant flows from the high-pressure heat exchange circuit 10 to the heat exchanger 24 or the low-temperature radiator 32, and then flows from the heat exchanger 24 or the low-temperature radiator 32 to the high-pressure heat exchange circuit 10, so as to realize the circulation of the coolant. If the coolant flowing through the high-pressure heat exchange circuit 10 is higher than the temperature of the motor 11, the coolant heats the motor 11. If the coolant flowing through the high-pressure heat exchange circuit 10 is lower than the temperature of the motor 11, the motor 11 is cooled.

[0039] The air conditioning system 20 includes a compressor 21, an outdoor heat exchanger 22, a first indoor heat exchanger 23, and a heat exchanger 24, and the heat exchanger 24 exchanges heat between the air conditioning system 20 and the high-pressure heat exchange loop 10. The heat exchanger 24 exchanges heat between the high-pressure heat exchange loop 10 and the air conditioning system 20 to use the heat of the high-pressure heat exchange loop 10 to heat the passenger compartment.

[0040] The compressor 21 is provided with an air inlet and an exhaust port. A high-temperature, low-pressure gaseous refrigerant flows into the compressor 21 from the air inlet, and is compressed in the compressor 21 to form a high-temperature, high-pressure gaseous refrigerant that flows out from the exhaust port.

[0041] One end of the battery 31 is selectively connected to one end or the other end of the compressor 21 , and the other end is selectively connected to one end of the heat exchanger 24 or one end of the exterior heat exchanger 22 , and the battery 31 and the first interior heat exchanger 23 are arranged in parallel.

[0042] The thermal management system 100 can realize the independent cooling of the battery 31. The air inlet of the compressor 21 is connected to one end of the battery 31, the exhaust port of the compressor 21 is connected to the other end of the external heat exchanger 22, and one end of the external heat exchanger 22 is connected to the other end of the battery 31, that is, the compressor 21, the external heat exchanger 22, and the battery 31 are connected in series in sequence. After the high-temperature refrigerant flowing out of the exhaust port releases a large amount of heat at the external heat exchanger 22, it flows to the battery 31, absorbs the heat of the battery 31 at the battery 31 to cool the battery 31, and finally the refrigerant returns to the compressor 21 from the air inlet.

[0043] The thermal management system 100 can realize cooling the battery 31 and refrigerating the passenger compartment at the same time. Specifically, the air inlet of the compressor 21 is connected to one end of the battery 31, the air outlet of the compressor 21 is connected to the other end of the external heat exchanger 22, and one end of the external heat exchanger 22 is connected to the other end of the battery 31, that is, the compressor 21, the external heat exchanger 22, and the battery 31 are connected in series in sequence, and the first internal heat exchanger 23 is connected in parallel at both ends of the battery 31. After the high-temperature refrigerant flowing out of the exhaust port releases a large amount of heat at the external heat exchanger 22, the refrigerant is divided into two parts, one part flows to the battery 31, absorbs the heat of the battery 31 at the battery 31 to cool the battery 31; the other part flows to the first internal heat exchanger 23, absorbs the heat of the passenger compartment at the first internal heat exchanger 23 to realize refrigeration of the passenger compartment; finally, the refrigerant flowing out of the battery 31 and the first internal heat exchanger 23 merges and returns to the compressor 21 from the air inlet.

[0044] The thermal management system 100 can heat the battery 31 separately. Specifically, the exhaust port of the compressor 21 is connected to one end of the battery 31, the other end of the battery 31 is connected to one end of the heat exchanger 24, and the other end of the heat exchanger 24 is connected to the air inlet of the compressor 21, that is, the compressor 21, the battery 31, and the heat exchanger 24 are connected in sequence. The high-temperature refrigerant flowing out of the exhaust port flows to the battery 31, and releases a large amount of heat at the battery 31 to heat the battery 31; then the refrigerant flows from the battery 31 to the heat exchanger 24, absorbs the heat of the high-pressure heat exchange circuit 10 at the heat exchanger 24, and finally returns to the compressor 21. The heat of the motor 11 is used to heat the battery 31 to realize the utilization of waste heat, which can reduce the energy consumption of the thermal management system 100; even in a low temperature environment, the normal operation of the battery 31 can still be guaranteed.

[0045] Thus, the refrigerant can directly flow through the battery 31 and exchange heat with the battery 31, thereby improving the heating efficiency of the battery 31; even in an environment below -10°C, the battery may not work due to the low ambient temperature. In the present invention, when heating the battery 31, the refrigerant can flow directly to the battery 31, quickly increase the temperature of the battery 31, and improve the endurance of the vehicle. The refrigerant can absorb the heat of the high-pressure heat exchange circuit 10, and the high-pressure heat exchange circuit 10 is used to heat the battery 31 or heat the passenger compartment, realizing waste heat utilization, and ensuring the normal operation of the battery 31 in a low temperature environment.

[0046] Combination Figure 1 and Figure 2 As shown, the air conditioning system 20 includes: a first branch, the first branch is arranged between the battery 31 and the exhaust port of the compressor 21, and the first branch is provided with a first stop valve 41 and a first electronic expansion valve 45. Specifically, the first stop valve 41 can connect the exhaust port of the compressor 21 and the battery 31. When the battery 31 needs to be heated, the first stop valve 41 is opened, and the exhaust port of the compressor 21 is directly connected to one end of the battery 31, so that the high-temperature refrigerant can flow to the battery 31, and a large amount of heat is released at the battery 31 to heat the battery 31. When the battery 31 does not need to be heated, the first stop valve 41 is closed, and the exhaust port of the compressor 21 is not directly connected to the battery 31, so that the high-temperature refrigerant cannot flow to the battery 31.

[0047] And, the air conditioning system 20 includes: a second branch, the second branch is arranged between the external heat exchanger 22 and the air inlet of the compressor 21, the battery 31 is arranged in the second branch, and a second stop valve 42 and a first electronic expansion valve 45 are arranged between the battery 31 and the air inlet of the compressor 21, and a second electronic expansion valve 46 is arranged between the battery 31 and the external heat exchanger 22. Specifically, the second stop valve 42 connects the air inlet of the compressor 21 and the battery 31. When the battery 31 needs to be cooled, the second stop valve 42 is opened. The battery 31 can be connected to the air inlet of the compressor 21, and the refrigerant returns to the compressor 21 after absorbing heat at the battery 31. When the battery 31 does not need to be cooled, the second stop valve 42 is closed, and the battery 31 cannot be directly connected to the air inlet of the compressor 21.

[0048] The second electronic expansion valve 46 can reduce the temperature and pressure of the refrigerant. Figure 4 As shown, the refrigerant flowing out of the exhaust port releases a large amount of heat at the external heat exchanger 22, and the refrigerant flows from the external heat exchanger 22 to the second electronic expansion valve 46. The flow rate of the refrigerant is adjusted by adjusting the second electronic expansion valve 46 to cool and reduce the pressure of the refrigerant, and then flows to the battery 31.

[0049] The first electronic expansion valve 45 can reduce the temperature and pressure of the refrigerant. Figure 4As shown, the refrigerant flowing out of the battery 31 flows to the first electronic expansion valve 45 , and the flow rate of the refrigerant is adjusted by adjusting the first electronic expansion valve 45 to reduce the temperature and pressure of the refrigerant, and then returns to the compressor 21 .

[0050] The air conditioning system 20 includes: a third branch, the third branch is arranged between the exhaust port of the compressor 21 and the external heat exchanger 22, a third stop valve 43 and a fourth stop valve 44 are arranged on the third branch, the third stop valve 43 is connected to the compressor 21, and the fourth stop valve 44 is connected to the external heat exchanger 22. Specifically, the third stop valve 43 connects the exhaust port of the compressor 21 and the heat exchanger 24 or the external heat exchanger 22; the fourth stop valve 44 connects the third stop valve 43 and the external heat exchanger 22.

[0051] When the first stop valve 41 is opened and the third stop valve 43 is closed, the refrigerant flows from the exhaust port to the battery 31 to heat the battery 31 ; when the first stop valve 41 is closed and the third stop valve 43 is opened, the refrigerant can flow from the exhaust port to the external heat exchanger 22 .

[0052] When the third stop valve 43 is opened and the fourth stop valve 44 is opened, the refrigerant flows from the exhaust port to the exterior heat exchanger 22 to cool the battery 31 or to cool the battery 31 and the passenger compartment at the same time.

[0053] The air conditioning system 20 further includes: a fourth branch, which is arranged between the exhaust port of the compressor 21 and the heat exchanger 24, and a third electronic expansion valve 47 is arranged on the second branch. Figure 1 As shown, the third electronic expansion valve 47 can be arranged between the third stop valve 43 and the heat exchanger 24. The third electronic expansion valve 47 can adjust the opening degree. When the opening degree of the third electronic expansion valve 47 is 0, the refrigerant cannot flow from the exhaust port to the heat exchanger 24; when the third stop valve 43 is opened, the fourth stop valve 44 is closed, and the opening degree of the third electronic expansion valve 47 is not 0, the refrigerant can flow from the third stop valve 43 to the heat exchanger 24, and the refrigerant can absorb the heat of the high-pressure heat exchange circuit 10 for heat pump heating.

[0054] In other embodiments, Fig.10 As shown, the third electronic expansion valve 47 is disposed between the exhaust port and the heat exchanger 24. The third electronic expansion valve 47 can adjust the opening degree. When the opening degree of the third electronic expansion valve 47 is 0, the refrigerant cannot flow from the exhaust port to the heat exchanger 24; when the first stop valve 41 and the third stop valve 43 are both closed and the opening degree of the third electronic expansion valve 47 is not 0, the refrigerant can flow from the exhaust port to the heat exchanger 24, and can absorb the heat of the high-pressure heat exchange circuit 10 for heat pump heating.

[0055] like Figure 1-Figure 2As shown, the thermal management system 100 further includes: a radiator 32. The thermal management system 100 further includes: a cooling fan 34, and the radiator 32 and the external heat exchanger 22 are arranged on the air inlet side of the cooling fan 34. The radiator 32 and the cooling fan 34 are respectively located on both sides of the external heat exchanger 22, and the radiator 32 and the cooling fan 34 cooperate with each other to play a role in heat dissipation.

[0056] like Figure 1-Figure 10 As shown, the thermal management system 100 further includes: a control valve 33, the control valve 33 is respectively connected to the high-pressure heat exchange loop 10, the radiator 32 and the heat exchanger 24, and the control valve 33 is used to control any two of the high-pressure heat exchange loop 10, the radiator 32 and the heat exchanger 24 to be connected to each other. Specifically, the control valve 33 has a first valve port, a second valve port and a third valve port, the first valve port is connected to one end of the radiator 32, the second valve port is connected to one end of the high-pressure heat exchange loop 10, the third valve port is connected to one end of the heat exchanger 24, and the other end of the high-pressure heat exchange loop 10 is connected to the other end of the heat exchanger 24 and the other end of the radiator 32.

[0057] The radiator 32 , the high-pressure heat exchange circuit 10 and the heat exchanger 24 are connected in parallel.

[0058] When the first valve port, the second valve port and the third valve port are connected, the radiator 32, the high-pressure heat exchange loop 10 and the heat exchanger 24 are connected in parallel, that is, part of the heat of the high-pressure heat exchange loop 10 can be dissipated to the outside through the radiator 32, and the other part can be absorbed by the refrigerant flowing through the heat exchanger 24 to absorb the heat of the high-pressure heat exchange loop 10.

[0059] When the second valve port is connected to the third valve port, the high-pressure heat exchange circuit 10 and the heat exchanger 24 form a closed circuit, the refrigerant can flow through the heat exchanger 24 to exchange heat with the heat exchanger 24, and the refrigerant can absorb heat from the high-pressure heat exchange circuit 10.

[0060] In some embodiments, the thermal management system 100 further includes: a heating circuit 50, the heating circuit 50 includes: an electric heater 51, a first water pump 53 and a heater core 52, and the electric heater 51, the first water pump 53 and the heater core 52 are connected in series. Specifically, the heater core 52 and the electric heater 51 are connected in series. The heater core 52 and the electric heater 51 can heat the passenger compartment or the battery 31. Among them, the electric heater 51 can be a PTC.

[0061] The heating circuit 50 further includes: a second water pump 12. Coolant flows in the heating circuit 50. Driven by the second water pump 12, the coolant circulates in the heating circuit 50 to realize the circulation of the coolant, so as to achieve heating of the passenger compartment.

[0062] like Figure 2-Figure 9As shown, the thermal management system 100 further includes: a second in-vehicle heat exchanger 25, one side of the second in-vehicle heat exchanger 25 is connected to the compressor 21, and the other side of the second in-vehicle heat exchanger 25 is connected in series with the heating circuit 50. Specifically, the second in-vehicle heat exchanger 25 is arranged between the third stop valve 43 and the fourth stop valve 44, and the second in-vehicle heat exchanger 25 is connected to the other end of the third stop valve 43, so that the exhaust port can be connected to the second in-vehicle heat exchanger 25, and the high-temperature refrigerant can flow to the second in-vehicle heat exchanger 25; the second in-vehicle heat exchanger 25 can be connected in series with the heating circuit 50, and the high-temperature refrigerant exchanges heat with the coolant in the heating circuit 50 at the second in-vehicle heat exchanger 25, so that the heat pump can heat the passenger compartment. The refrigerant exchanges heat with the coolant in the heating circuit 50 through the second in-vehicle heat exchanger 25, forming an indirect heat pump.

[0063] According to some embodiments of the utility model, the air conditioning system 20 further includes: a fifth branch, one end of the fifth branch is connected to the second in-car heat exchanger 25, and the other end is connected to the first in-car heat exchanger 23, and a fifth stop valve 48 is provided on the fifth branch. Specifically, when the passenger compartment needs to be dehumidified, the fifth stop valve 48 is opened, and the compressor 21, the second in-car heat exchanger 25, and the first in-car heat exchanger 23 are connected in series in sequence. The refrigerant flowing out of the exhaust port of the compressor 21 flows to the second in-car heat exchanger 25, and after the second in-car heat exchanger 25 releases heat, it flows to the first in-car heat exchanger 23, absorbs heat at the first in-car heat exchanger 23, and realizes dehumidification of the passenger compartment.

[0064] A fourth electronic expansion valve 49 is provided between the external heat exchanger 22 and the first internal heat exchanger 23 . The fourth electronic expansion valve 49 cools down and reduces the pressure of the refrigerant flowing out of the external heat exchanger 22 . The refrigerant then flows to the first internal heat exchanger 23 to absorb heat from the passenger compartment and finally returns to the compressor 21 .

[0065] The following takes an indirect heat pump as an example. Figure 3-Figure 9 Seven modes of thermal management system 100 are described.

[0066] First mode:

[0067] like Figure 3 As shown, that is, the passenger compartment is cooled separately. The third stop valve 43 and the fourth stop valve 44 are opened, the fourth electronic expansion valve 49 is opened, and the opening degree of the fourth electronic expansion valve 49 is adjusted.

[0068] The refrigerant flows from the exhaust port through the second in-vehicle heat exchanger 25 to the outdoor heat exchanger 22. The second in-vehicle heat exchanger 25 and the heating circuit 50 are not working at this time; the refrigerant releases a large amount of heat to the outdoors at the outdoor heat exchanger 22; the refrigerant flows from the outdoor heat exchanger 22 to the first in-vehicle heat exchanger 23, absorbs heat from the passenger compartment at the first in-vehicle heat exchanger 23, and realizes cooling of the passenger compartment.

[0069] The fourth electronic expansion valve 49 cools down the temperature and pressure of the refrigerant flowing out of the exterior heat exchanger 22 , and the refrigerant then flows to the first interior heat exchanger 23 to absorb heat from the passenger compartment, and finally returns to the compressor 21 .

[0070] Second mode:

[0071] like Figure 4 As shown, that is, the battery 31 is cooled alone. The third stop valve 43 and the fourth stop valve 44 are opened, the second stop valve 42 is also opened, the fourth electronic expansion valve 49 is opened to 0, the air inlet of the compressor 21 is connected to one end of the battery 31, the exhaust port of the compressor 21 is connected to the other end of the external heat exchanger 22, and one end of the external heat exchanger 22 is connected to the other end of the battery 31, that is, the compressor 21, the external heat exchanger 22, and the battery 31 are connected in series in sequence.

[0072] The high-temperature refrigerant flowing out of the exhaust port flows through the second in-vehicle heat exchanger 25 and flows to the outdoor heat exchanger 22. The second in-vehicle heat exchanger 25 and the heating circuit 50 are not working at this time; after releasing a large amount of heat at the outdoor heat exchanger 22, the refrigerant flows to the battery 31, absorbs the heat of the battery 31 at the battery 31 to cool the battery 31, and finally the refrigerant returns to the compressor 21 from the air inlet.

[0073] Third mode:

[0074] like Figure 5 As shown, the battery 31 is cooled and the passenger compartment is refrigerated at the same time. The third stop valve 43 and the fourth stop valve 44 are opened, the second stop valve 42 is also opened, the fourth electronic expansion valve 49 is opened, and the opening degree of the fourth electronic expansion valve 49 is adjusted.

[0075] The air inlet of the compressor 21 is connected to one end of the battery 31, the exhaust port of the compressor 21 is connected to the other end of the outdoor heat exchanger 22, and one end of the outdoor heat exchanger 22 is connected to the other end of the battery 31, that is, the compressor 21, the outdoor heat exchanger 22, and the battery 31 are connected in series in sequence, and the first indoor heat exchanger 23 is connected in parallel at both ends of the battery 31.

[0076] The high-temperature refrigerant flowing out of the exhaust port flows through the second in-vehicle heat exchanger 25 and flows to the outdoor heat exchanger 22. The second in-vehicle heat exchanger 25 and the heating circuit 50 are not working at this time; after the refrigerant releases a large amount of heat at the outdoor heat exchanger 22, the refrigerant is divided into two parts, one part flows to the battery 31, absorbs the heat of the battery 31 at the battery 31 to cool the battery 31; the other part flows to the first in-vehicle heat exchanger 23, absorbs the heat of the passenger compartment at the first in-vehicle heat exchanger 23 to achieve cooling of the passenger compartment; finally, the refrigerant flowing out of the battery 31 and the first in-vehicle heat exchanger 23 merge and return to the compressor 21 from the air inlet.

[0077] Fourth mode:

[0078] like Figure 6 As shown, that is, the passenger compartment heating mode alone.

[0079] The third stop valve 43 is opened, the compressor 21, the second in-vehicle heat exchanger 25, and the heat exchanger 24 are connected in series in sequence, the second in-vehicle heat exchanger 25 is connected in series with the heating circuit 50, the air conditioning system 20 and the heating circuit 50 are both working, and the refrigerant absorbs the heat of the high-pressure heat exchange circuit 10 to heat the passenger compartment; and the heater core 52 and the electric heater 51 are both working to heat the passenger compartment. The refrigerant flowing out of the exhaust port of the compressor 21 flows to the second in-vehicle heat exchanger 25, and the refrigerant exchanges heat with the coolant in the heating circuit 50 to heat the passenger compartment. The refrigerant flows from the second in-vehicle heat exchanger 25 to the heat exchanger 24, and can absorb the heat of the high-pressure heat exchange circuit 10 to heat the passenger compartment, realizing waste heat utilization and reducing the energy consumption of the thermal management system 100.

[0080] Fifth mode:

[0081] like Figure 7 As shown, that is, the battery 31 is heated alone. The compressor 21, the battery 31, and the heat exchanger 24 are connected in sequence. The first stop valve 41 and the first electronic expansion valve 45 are both opened, the exhaust port of the compressor 21 is connected to one end of the battery 31, the other end of the battery 31 is connected to one end of the heat exchanger 24, and the other end of the heat exchanger 24 is connected to the air inlet of the compressor 21, that is, the compressor 21, the battery 31, and the heat exchanger 24 are connected in sequence.

[0082] The high-temperature refrigerant flowing out of the exhaust port flows to the battery 31, and releases a large amount of heat at the battery 31 to heat the battery 31; then the refrigerant flows from the battery 31 to the heat exchanger 24, absorbs the heat of the high-pressure heat exchange circuit 10 at the heat exchanger 24, and finally returns to the compressor 21. The heat of the motor 11 is used to heat the battery 31, realizing waste heat utilization, which can reduce the energy consumption of the thermal management system 100; even in a low temperature environment, the normal operation of the battery 31 can still be guaranteed.

[0083] Sixth mode:

[0084] like Figure 8 As shown, that is, the battery 31 is heated and the passenger compartment is heated at the same time. The first stop valve 41 and the third stop valve 43 are both opened, the compressor 21, the battery 31, and the heat exchanger 24 are connected in series in sequence, and the second in-vehicle heat exchanger 25 is connected in parallel to both ends of the battery 31.

[0085] The refrigerant flowing out of the exhaust port is divided into two parts. One part flows to the second in-vehicle heat exchanger 25, where the refrigerant exchanges heat with the coolant in the heating circuit 50 to heat the passenger compartment. The refrigerant flows from the second in-vehicle heat exchanger 25 to the heat exchanger 24, where it can absorb the heat of the high-pressure heat exchange circuit 10, and is used to heat the passenger compartment, realizing waste heat utilization and reducing the energy consumption of the thermal management system 100. At this time, the heater core 52 and the electric heater 51 on the heating circuit 50 can work to improve the efficiency of heating the passenger compartment; the other part flows to the battery 31, and releases a large amount of heat at the battery 31 to heat the battery 31; then the refrigerant flows from the battery 31 to the heat exchanger 24, where it absorbs the heat of the high-pressure heat exchange circuit 10, and finally returns to the compressor 21. The heat of the motor 11 is used to heat the battery 31, realizing waste heat utilization, and reducing the energy consumption of the thermal management system 100; even in a low temperature environment, the normal operation of the battery 31 can still be guaranteed.

[0086] Seventh mode:

[0087] like Fig. 9 As shown, that is, dehumidification mode. The first stop valve 41 is closed, the third stop valve 43 and the fifth stop valve 48 are opened, and the compressor 21, the second in-vehicle heat exchanger 25, and the first in-vehicle heat exchanger 23 are connected in series in sequence. The refrigerant flowing out of the exhaust port of the compressor 21 flows to the second in-vehicle heat exchanger 25, and after releasing heat in the second in-vehicle heat exchanger 25, it flows to the first in-vehicle heat exchanger 23, absorbs heat in the first in-vehicle heat exchanger 23, and realizes dehumidification of the passenger compartment.

[0088] The vehicle according to the second embodiment of the utility model includes: a thermal management system 100. In the utility model, when heating the battery 31, the refrigerant can flow directly to the battery 31, quickly increase the temperature of the battery 31, and improve the endurance of the vehicle. The refrigerant can also absorb the heat of the high-pressure heat exchange circuit 10, and use the heat of the high-pressure heat exchange circuit 10 to heat the battery 31 or heat the passenger compartment, so as to realize the utilization of waste heat, and still ensure the normal operation of the battery 31 in a low temperature environment.

[0089] 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.

[0090] 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.

[0091] 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: High pressure heat exchange circuit (10); An air conditioning system (20), the air conditioning system (20) comprising: a compressor (21), an external heat exchanger (22), a first internal heat exchanger (23), and a heat exchanger (24), the heat exchanger (24) exchanging heat between the air conditioning system (20) and the high-pressure heat exchange circuit (10); A battery (31), one end of the battery (31) selectively connected to one end or the other end of the compressor (21), and the other end selectively connected to one end of the heat exchanger (24) or one end of the off-vehicle heat exchanger (22), and the battery (31) and the first on-vehicle heat exchanger (23) are arranged in parallel.

2. The thermal management system according to claim 1, characterized in that: The air conditioning system (20) comprises: a first branch, the first branch being arranged between the battery (31) and an exhaust port of the compressor (21), the first branch being provided with a first stop valve (41); and, The air conditioning system (20) comprises: a second branch, the second branch being arranged between the off-board heat exchanger (22) and the air inlet of the compressor (21), the battery (31) being arranged in the second branch, a second stop valve (42) and a first electronic expansion valve (45) being arranged between the battery (31) and the air inlet of the compressor (21), and a second electronic expansion valve (46) being arranged between the battery (31) and the off-board heat exchanger (22).

3. The thermal management system according to claim 1, characterized in that: The air conditioning system (20) comprises: a third branch, the third branch being arranged between the exhaust port of the compressor (21) and the off-vehicle heat exchanger (22), the third branch being provided with a third stop valve (43) and a fourth stop valve (44), the third stop valve (43) being in communication with the compressor (21), and the fourth stop valve (44) being in communication with the off-vehicle heat exchanger (22).

4. The thermal management system according to claim 1, characterized in that: The air conditioning system (20) further comprises: a fourth branch, the fourth branch being arranged between the exhaust port of the compressor (21) and the heat exchanger (24), and a third electronic expansion valve (47) being arranged on the fourth branch.

5. The thermal management system according to claim 1, characterized in that: It also includes a radiator (32), wherein the radiator (32), the high-pressure heat exchange circuit (10) and the heat exchanger (24) are connected in parallel.

6. The thermal management system according to claim 5, characterized in that: Also includes: A control valve (33), the control valve (33) being respectively connected to the high-pressure heat exchange circuit (10), the radiator (32) and the heat exchanger (24), the control valve (33) being used to control any two of the high-pressure heat exchange circuit (10), the radiator (32) and the heat exchanger (24) to be connected to each other.

7. The thermal management system according to claim 1, characterized in that: Also includes: A heating circuit (50), the heating circuit (50) comprising: an electric heater (51), a first water pump (53) and a warm air core (52), the electric heater (51), the first water pump (53) and the warm air core (52) being connected in series.

8. The thermal management system according to claim 7, characterized in that: Also includes: A second in-vehicle heat exchanger (25), one side of the second in-vehicle heat exchanger (25) being in communication with the compressor (21), and the other side of the second in-vehicle heat exchanger (25) being connected in series with the heating circuit (50).

9. The thermal management system according to claim 8, characterized in that: The air conditioning system (20) further comprises: a fifth branch, one end of the fifth branch being connected to the second in-vehicle heat exchanger (25) and the other end being connected to the first in-vehicle heat exchanger (23), and a fifth stop valve (48) being provided on the fifth branch.

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

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