Thermal management system and vehicle

Abstract

The utility model provides a heat management system and a vehicle, the heat management system comprises a heat pump circulation loop, a switching device, a motor heat dissipation branch, a heating branch, a heat exchange branch and a fan, the heat pump circulation loop comprises a compressor, a condenser, a first throttling element and a first heat exchanger which are sequentially connected in series; the motor heat dissipation branch comprises a first pump and an electric drive assembly which are connected in series, the heating branch comprises a second pump and a warm air core which are connected in series, the heat exchange branch is connected with the condenser, and the draught fan and the warm air core are both arranged in a cabin air conditioner box. When the heat management system is in the first heating mode, heat released by the electric drive assembly is used for heating; and when the heat management system is in the second heating mode, the heat released by the condenser is used for heating. When the heating load is small, the heat management system can utilize the heat emitted by the electric drive assembly to heat the cabin, and the heating energy consumption of the heat management system is low.

Description

Technical Field

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

[0002] In order to realize the heating of the cockpit (driver's cab, passenger compartment), the thermal management system of an automobile usually adopts two designs: direct heat pump design and indirect heat pump design. For the thermal management system adopting the direct heat pump design, a condenser is provided in the air-conditioning box, and the heat released by the refrigerant in the condenser is used to heat the air flowing through the condenser, so that the air-conditioning box blows out warm air. For the thermal management system adopting the indirect heat pump design, generally no condenser is provided in the air-conditioning box, and a heater core is provided in the air-conditioning box. After water or other heat exchange media absorb heat at the condenser (this condenser is located outside the air-conditioning box) of the system, the heat exchange media enter the heater core and release heat, so as to heat the air flowing through the heater core, and then the air-conditioning box blows out warm air.

[0003] At present, the heating energy consumption of the thermal management system is relatively high, especially under small load conditions. For example, when the heat required by the cockpit is less, but at this time, the compressor of the heat pump still needs to be turned on, resulting in a relatively high overall heating energy consumption of the vehicle. Summary of the Utility Model

[0004] The utility model aims to at least solve one of the technical problems existing in the prior art. For this purpose, the utility model provides a thermal management system with relatively low heating energy consumption.

[0005] The utility model also provides a vehicle including the above thermal management system.

[0006] The thermal management system according to the first aspect embodiment of the present utility model includes: the thermal management system has a first heating mode and a second heating mode, and the thermal management system includes: a heat pump circulation loop, including a compressor, a condenser, a first throttling element, and a first heat exchanger connected in series in sequence; a switching device; a motor heat dissipation branch, the motor heat dissipation branch is connected to the switching device, and the motor heat dissipation branch includes a first pump and an electric drive assembly connected in series with each other; a heating branch, the heating branch is connected to the switching device, and the heating branch includes a second pump and a heater core connected in series with each other; a heat exchange branch, the heat exchange branch is connected to the switching device, and the heat exchange branch is connected to the condenser; a blower; when the thermal management system is in the first heating mode, the switching device connects the motor heat dissipation branch and the heating branch to form a first loop, at least one of the first pump and the second pump drives a heat exchange medium to flow in the first loop, so that the heat exchange medium absorbs heat at the electric drive assembly, and the heat exchange medium releases heat at the heater core, and the blower drives air to flow so that the air enters the cockpit after flowing through the heater core; when the thermal management system is in the second heating mode, the switching device connects the heating branch and the heat exchange branch to form a second loop, the compressor drives a refrigerant to flow in the heat pump circulation loop, the second pump drives the heat exchange medium to flow in the second loop, the heat exchange medium absorbs the heat released when the refrigerant condenses in the condenser, the heat exchange medium releases heat at the heater core, and the blower drives air to flow so that the air enters the cockpit after flowing through the heater core.

[0007] The thermal management system according to the first aspect embodiment of the present utility model has at least the following beneficial effects: the second heating mode uses the heat of the condenser in the heat pump circulation loop for heating, and the first heating mode uses the heat of the electric drive assembly for heating. The thermal management system of the present utility model has a heating mode (the first heating mode) that utilizes the heat generated during the operation of the electric drive assembly. In the first heating mode, the waste heat of the electric drive assembly can be utilized, and the user does not need to additionally start the heat pump circulation loop for heating and heat generation, and the heat generation energy consumption of the thermal management system is relatively low. Therefore, the thermal management system provides a heating mode with relatively low energy consumption and suitable for small-load heat generation, reducing the heating energy consumption of the thermal management system.

[0008] According to some embodiments of the present utility model, the thermal management system further includes: a refrigeration branch, the refrigeration branch includes a second throttling element and an evaporator connected in series in sequence, and both ends of the refrigeration branch are connected to the heat pump cycle loop; a control valve assembly; the thermal management system further has a cockpit refrigeration mode, when the thermal management system is in the cockpit refrigeration mode, the control valve assembly enables the refrigerant to flow through the refrigeration branch, and the fan drives the air to flow so that the air enters the cockpit after flowing through the evaporator.

[0009] According to some embodiments of the present utility model, the control valve assembly includes a first control valve, a second control valve and a third control valve. The first control valve and the second control valve are provided in the heat pump cycle loop. The first control valve is located upstream of the first throttling element, and the second control valve is located downstream of the first heat exchanger; both ends of the refrigeration branch are a refrigeration inlet and a refrigeration outlet respectively, both the refrigeration inlet and the refrigeration outlet are connected to the heat pump cycle loop, the refrigeration inlet is located downstream of the condenser and upstream of the second control valve, the refrigeration outlet is located downstream of the second control valve and upstream of the compressor, and the second throttling element is an electronic expansion valve; the thermal management system further includes a first shunt branch, the first shunt branch is provided with the third control valve, both ends of the first shunt branch are a first branch inlet and a first branch outlet, the first branch inlet is located downstream of the condenser and upstream of the first control valve, and the first branch outlet is located downstream of the first heat exchanger and upstream of the refrigeration inlet; when the thermal management system is in the cockpit refrigeration mode, the first control valve and the second control valve are closed, the third control valve and the second throttling element are opened, and the compressor drives the refrigerant to flow through the condenser, the second throttling element and the evaporator in sequence; when the thermal management system is in any one of the first heating mode and the second heating mode, the first control valve and the second control valve are opened, and the third control valve and the second throttling element are closed.

[0010] According to some embodiments of the present utility model, the thermal management system further includes a battery cooling branch circuit. The two ends of the battery cooling branch circuit are respectively a cooling inlet and a cooling outlet. Both the cooling inlet and the cooling outlet are connected to the heat pump circulation loop. The cooling inlet is located downstream of the third control valve and upstream of the refrigeration inlet. The cooling outlet is located downstream of the refrigeration outlet and upstream of the compressor. The battery cooling branch circuit includes a third throttling element and a battery temperature regulating plate connected in series with each other. The battery temperature regulating plate is used for cooling the battery. The thermal management system has a battery cooling mode. When the thermal management system is in the battery cooling mode, the first control valve, the second control valve, and the second throttling element are closed, the third control valve is opened, and the compressor drives the refrigerant to flow through the condenser, the third throttling element, and the battery temperature regulating plate in sequence, and the refrigerant evaporates in the battery temperature regulating plate; and / or, the thermal management system has a cooling and refrigeration mode. When the thermal management system is in the cooling and refrigeration mode, the first control valve and the second control valve are closed, the third control valve and the second throttling element are opened. Driven by the compressor, a part of the refrigerant sequentially passes through the condenser, the third throttling element, and the battery temperature regulating plate and evaporates in the battery temperature regulating plate, and another part of the refrigerant sequentially passes through the condenser, the second throttling element, and the evaporator, and the fan drives the air to flow so that the air enters the cockpit after flowing through the evaporator.

[0011] According to some embodiments of the present utility model, the battery cooling branch further includes a first check valve located between the cooling inlet and the battery temperature regulating plate. The first check valve enables the refrigerant to flow from the cooling inlet to the battery temperature regulating plate. The thermal management system further includes: a second shunt branch with a second shunt inlet and a second shunt outlet at both ends. The second shunt inlet is connected to the heat pump cycle circuit, located downstream of the compressor and upstream of the condenser. The second shunt outlet is connected to the battery cooling branch, located between the battery temperature regulating plate and the cooling outlet. The second shunt branch includes a fourth control valve; a third shunt branch with a third shunt inlet and a third shunt outlet at both ends. The third shunt inlet is connected to the battery cooling branch, located between the first check valve and the battery temperature regulating plate. The third shunt outlet is connected to the first shunt inlet. The third shunt branch includes a second check valve for enabling the refrigerant to flow from the third shunt inlet to the third shunt outlet; the thermal management system has a battery heating mode. When the thermal management system is in the battery heating mode, the first control valve, the second control valve, and the fourth control valve are opened, the third control valve and the second throttling element are closed, and the refrigerant condenses in the battery temperature regulating plate and evaporates in the first heat exchanger; and / or, the thermal management system has a heating and heating mode. When the thermal management system is in the heating and heating mode, the first control valve, the second control valve, and the fourth control valve are opened, the third control valve and the second throttling element are closed. The switching device connects the heating branch and the heat exchange branch to form a second loop. The second pump drives the heat exchange medium to flow in the second loop. Driven by the compressor, a part of the refrigerant flows through the battery temperature regulating plate and condenses in the battery temperature regulating plate, and another part of the refrigerant flows through the condenser and condenses in the condenser; the heat exchange medium absorbs the heat released when the refrigerant condenses in the condenser, and the heat exchange medium releases heat at the heater core. The fan drives the air flow so that the air enters the cockpit after flowing through the heater core.

[0012] According to some embodiments of the present utility model, the thermal management system further has a heating and dehumidifying mode. When the thermal management system is in the heating and dehumidifying mode, the first control valve and the second control valve are closed, the third control valve and the second throttling element are opened, the switching device connects the heat exchange branch and the heating branch to form a second loop. The compressor drives the refrigerant to flow through the condenser, the second throttling element and the evaporator. The second pump drives the heat exchange medium to flow in the second loop. The heat exchange medium absorbs the heat released when the refrigerant condenses in the condenser, and the heat exchange medium releases heat at the heater core. The blower drives air to flow through the evaporator, the heater core and the cabin in sequence, so that the evaporator reduces the temperature and humidity of the air, and the heater core increases the temperature of the air.

[0013] According to some embodiments of the present utility model, the motor heat dissipation branch is connected to the first heat exchanger, and the first pump can drive the heat exchange medium to flow through the first heat exchanger, the electric drive assembly and the switching device in sequence.

[0014] According to some embodiments of the present utility model, the thermal management system further includes an engine heat dissipation branch. The engine heat dissipation branch includes an engine assembly, and the engine heat dissipation branch is connected to the switching device. The thermal management system further has a third heating mode. When the thermal management system is in the third heating mode, the switching device connects the heating branch and the engine heat dissipation branch to form an engine heating loop. The second pump drives the heat exchange medium to flow in the engine heating loop. The heat exchange medium absorbs heat at the engine assembly, and the heat exchange medium releases heat at the heater core. The blower drives air to flow so that the air enters the cabin after flowing through the heater core.

[0015] According to some embodiments of the present utility model, the heat pump cycle loop includes a first pipe section and a second pipe section. The first pipe section is located upstream of the first shunt inlet and downstream of the condenser. The second pipe section is located downstream of the refrigeration outlet and upstream of the compressor. The thermal management system further includes a second heat exchanger. Both the first pipe section and the second pipe section are connected to the second heat exchanger. When the compressor operates, the refrigerant entering the second heat exchanger from the first pipe section is the first refrigerant, and the refrigerant entering the second heat exchanger from the second pipe section is the second refrigerant. In the second heat exchanger, the second refrigerant absorbs the heat of the first refrigerant.

[0016] According to some embodiments of the present invention, the thermal management system further includes a hot gas bypass branch, the hot gas bypass branch includes a hot gas bypass valve, both ends of the hot gas bypass branch are a hot gas bypass inlet and a hot gas bypass outlet respectively, the hot gas bypass inlet and the hot gas bypass outlet are both connected to the heat pump cycle loop, the hot gas bypass inlet is located downstream of the compressor and upstream of the condenser, the hot gas bypass outlet is located upstream of the compressor and downstream of the first heat exchanger; the thermal management system further includes a low-temperature heating mode, when the thermal management system is in the low-temperature heating mode, the hot gas bypass valve is opened, and driven by the compressor, a part of the refrigerant flows through the hot gas bypass branch, and another part of the refrigerant flows in the heat pump cycle loop.

[0017] A vehicle according to an embodiment of the second aspect of the present invention includes the thermal management system according to the embodiment of the first aspect.

[0018] For the vehicle according to the embodiment of the second aspect of the present invention, the beneficial effects are the same as those of the thermal management system according to the embodiment of the first aspect, and will not be elaborated here.

[0019] Additional aspects and advantages of the present invention will be given in part in the following description, will become apparent in part from the following description, or will be understood through the practice of the present invention. Description of the Drawings

[0020] The following further describes the present invention in conjunction with the drawings and embodiments, where:

[0021] Figure 1 is a schematic diagram of the thermal management system according to the first embodiment of the present invention;

[0022] Figure 2 is a schematic diagram of the thermal management system according to the first embodiment when in the cabin cooling mode;

[0023] Figure 3 is a schematic diagram of the thermal management system according to the first embodiment when in the battery cooling mode;

[0024] Figure 4 is a schematic diagram of the thermal management system according to the first embodiment when in the cooling refrigeration mode;

[0025] Figure 5 is a schematic diagram of the thermal management system according to the first embodiment when in the first heating mode;

[0026] Figure 6 is a schematic diagram of the thermal management system according to the first embodiment when in the second heating mode;

[0027] Figure 7Schematic diagram of the thermal management system in the heating and dehumidifying mode of the first embodiment;

[0028] Figure 8 Schematic diagram of the thermal management system in the battery heating mode of the first embodiment;

[0029] Figure 9 Schematic diagram of the thermal management system in the heating and heating mode of the first embodiment;

[0030] Figure 10 Schematic diagram of the thermal management system in the low-temperature heating mode of the first embodiment;

[0031] Figure 11 Schematic diagram of the thermal management system of the second embodiment of the present utility model;

[0032] Figure 12 Schematic diagram of the thermal management system of the third embodiment of the present utility model.

[0033] Reference numerals:

[0034] 100 - Heat pump cycle circuit, 101 - Compressor, 102 - Condenser, 103 - First control valve, 104 - First throttling element, 105 - First heat exchanger, 106 - Second control valve;

[0035] 200 - Switching device, 201 - First interface, 202 - Second interface, 203 - Third interface, 204 - Fourth interface, 205 - Fifth interface, 206 - Sixth interface, 207 - Seventh interface, 208 - Eighth interface;

[0036] 301 - Heat exchange branch, 302 - Hot gas bypass branch, 303 - First shunt branch, 304 - Second shunt branch, 305 - Third shunt branch, 306 - Hot gas bypass valve, 307 - Second check valve, 308 - Third control valve, 309 - Fourth control valve, 310 - Condenser heat dissipation branch;

[0037] 400 - Motor heat dissipation branch, 401 - Electric drive assembly, 402 - Small three - electric system, 403 - Motor, 404 - First pump, 405 - First container, 406 - First radiator, 407 - Cooling fan, 408 - Three - way valve;

[0038] 500 - Heating branch, 501 - Second pump, 502 - Warm air core;

[0039] 600 - Refrigeration branch, 601 - Second throttling element, 602 - Evaporator, 603 - Third check valve;

[0040] 701 - Cabin air - conditioning box, 702 - Fan, 703 - Second heat exchanger;

[0041] 800 - Battery cooling branch, 801 - First one - way valve, 802 - Third throttling element, 803 - Battery temperature regulating plate, 804 - Throttle tube;

[0042] 900 - Generator heat dissipation branch, 901 - Engine assembly, 902 - Second container, 903 - Second radiator. Detailed implementation manners

[0043] The embodiments of the present utility model will be described in detail below. The examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present utility model and should not be construed as a limitation of the present utility model.

[0044] In the description of the present utility model, it should be understood that for the orientation description, such as up, down, front, back, left, right, etc., the orientation or positional relationship indicated is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present utility model.

[0045] In the description of the present utility model, the meaning of "several" is more than one, the meaning of "multiple" is more than two, "greater than", "less than", "exceeding", etc. are understood as not including the number itself, and "above", "below", "within", etc. are understood as including the number itself. If the first and the second are described, it is only for the purpose of distinguishing technical features and should not be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features or implicitly indicating the sequence relationship of the indicated technical features.

[0046] In the description of the present utility model, unless otherwise clearly defined, words such as "set", "installed", "connected", etc. should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meanings of the above words in the present utility model in combination with the specific content of the technical solution.

[0047] In the following description, upstream and downstream are based on the flow direction of the fluid, which can be the refrigerant and the heat exchange medium mentioned below. The loop is connected end to end, and the fluid can circulate in the loop. That a object is located upstream of b object means that: taking the outlet of the driving component (such as a pump, a compressor, etc.) of the loop as the starting point and the inlet of the driving component as the ending point, during the process that the fluid flows through a loop once, the fluid first flows through a and then through b. The loop mentioned below can include pipes and various devices (such as valves, pumps, heat exchangers) installed on the pipes. Similarly, the branch mentioned below can include pipes and various devices installed on the pipes. The fluid can circulate in the loop multiple times, so as to pass through each device in the loop multiple times. In addition, that two objects a and b are "connected in series in sequence" means that the two are arranged in the order described above, and a is located upstream of b; the definition of more than two objects connected in series in sequence is similar, which will not be elaborated here.

[0048] Figure 1 Fig. shows a thermal management system according to an embodiment of the present invention. The thermal management system includes a heat pump cycle loop 100, and the heat pump cycle loop 100 includes a compressor 101, a condenser 102, a first throttling element 104, and a first heat exchanger 105 that are connected in series in sequence. In some modes of the thermal management system, the first heat exchanger 105 serves as an evaporator, and the refrigerant can evaporate in the first heat exchanger 105. The first throttling element 104 can be set as an electronic expansion valve (as Figure 1 shown). In other embodiments not shown, the first throttling element 104 can also be set as a capillary tube. The compressor 101 can be set as a scroll compressor, a rotor compressor, etc.

[0049] As Figure 1 shown, the thermal management system further includes a switching device 200, a motor heat dissipation branch 400, a heating branch 500, and a heat exchange branch 301. The motor heat dissipation branch 400, the heating branch 500, and the heat exchange branch 301 are all connected to the switching device 200. The switching device 200 can change its own state, so as to change the connection relationship among the motor heat dissipation branch 400, the heating branch 500, and the heat exchange branch 301. In this embodiment, the switching device 200 is set as a six-way valve. The switching device 200 includes a first interface 201, a second interface 202, a third interface 203, a fourth interface 204, a fifth interface 205, and a sixth interface 206. The first interface 201 and the sixth interface 206 are both connected to the motor heat dissipation branch 400. The second interface 202 and the third interface 203 are both connected to the heating branch 500. The fourth interface 204 and the fifth interface 205 are both connected to the heat exchange branch 301. The six-way valve further includes a valve core (not shown). When the valve core moves to different positions or angles, the connection relationship among the interfaces is different, so as to change the connection relationship among different branches.

[0050] The heat exchange medium can flow in the motor heat dissipation branch 400, the heating branch 500, and the heat exchange branch 301. The heat exchange medium can be water or other fluids suitable for heat exchange. As Figure 1 shown, the motor heat dissipation branch 400 includes a first pump 404 and an electric drive assembly 401 connected in series. The first pump 404 is used to drive the heat exchange medium to flow. The electric drive assembly 401 includes a small three-electric system 402 and a motor 403 connected in series in sequence. The motor 403 is used to drive the vehicle. The small three-electric system 402 is the ODP, and the small three-electric system 402 includes an OBC (On-Board Charger), a DC / DC converter (direct current / direct current converter), and a PDU (Power Distribution Unit, high-voltage distribution box or power distribution unit). Heat is generated when the electric drive assembly 401 is energized and operating. The heating branch 500 includes a second pump 501 and a heater core 502 connected in series. The heater core 502 is a heat exchanger. The heat exchange branch 301 is connected to the condenser 102. The heat exchange medium exchanges heat with the refrigerant in the condenser 102, but the two do not come into direct contact or mix.

[0051] As Figure 1 shown, the thermal management system further includes a blower 702 and a cabin air conditioner box 701. The blower 702 and the heater core 502 are both disposed inside the cabin air conditioner box 701. The cabin air conditioner box 701 is provided with an air inlet and an air outlet. The blower 702 can drive air to enter the cabin air conditioner box 701 from the air inlet and leave the cabin air conditioner box 701 from the air outlet. The air leaving the air outlet of the cabin air conditioner box 701 will subsequently enter the vehicle cabin.

[0052] The thermal management system has a first heating mode and a second heating mode. The second heating mode uses the heat of the condenser 102 in the heat pump cycle circuit 100 for heating, and the first heating mode uses the heat of the electric drive assembly 401 for heating. When the heating load is small (the amount of heat required by the cabin is small), the thermal management system can be switched to the first heating mode. In this way, when the heating load is small, the thermal management system can use the heat dissipated during the operation of the electric drive assembly 401 for heating. The waste heat of the electric drive assembly 401 can be utilized. The user does not need to start the heat pump cycle circuit 100 additionally for heating and heat generation, and the heating energy consumption of the thermal management system is low.

[0053] As Figure 5As shown, in the first heating mode, the switching device 200 connects the motor cooling branch 400 and the heating branch 500 to form a loop (the first loop). Specifically, the first interface 201 and the third interface 203 of the switching device 200 are connected, and the second interface 202 and the sixth interface 206 are connected. At least one of the first pump 404 and the second pump 501 drives the heat exchange medium to flow in the first loop. The heat exchange medium absorbs heat at the electric drive assembly 401, and the heat exchange medium releases heat at the heater core 502. Driven by the blower 702, air enters and exits the cabin air conditioner 701. When the air passes through the heater core 502, the heater core 502 heats the air (the air absorbs the heat released by the heater core 502). In this way, the warm air blown from the cabin air conditioner 701 can enter the cabin and heat the cabin.

[0054] As Figure 6 shown, in the second heating mode, the second interface 202 and the fourth interface 204 of the switching device 200 are connected, the third interface 203 and the fifth interface 205 are connected, and the first interface 201 and the sixth interface 206 are connected. The switching device 200 connects the heating branch 500 and the heat exchange branch 301 to form a loop (the second loop). The compressor 101 is in operation, and the compressor 101 compresses the refrigerant and drives the refrigerant to flow in the heat pump cycle loop 100. The refrigerant (gaseous) leaving the compressor 101 condenses in the condenser 102. After that, the refrigerant (liquid) passes through the first throttling element 104, and the pressure of the refrigerant is reduced after being throttled by the first throttling element 104. The low-pressure refrigerant (liquid) then enters the first heat exchanger 105 and evaporates in the first heat exchanger 105. The second pump 501 drives the heat exchange medium to flow in the second loop. The heat exchange medium absorbs the heat released when the refrigerant condenses in the condenser 102, and the heat exchange medium releases heat at the heater core 502. Driven by the blower 702, air enters and exits the cabin air conditioner 701. When the air passes through the heater core 502, the heater core 502 heats the air. In this way, the warm air blown from the cabin air conditioner 701 enters the cabin and heats the cabin.

[0055] It should be noted that when the thermal management system of this embodiment is in the second heating mode (as Figure 6As shown in the figure, the motor heat dissipation branch 400 is connected to the first heat exchanger 105. The first heat exchanger 105 is located upstream of the electric drive assembly 401. The heat transfer medium in the motor heat dissipation branch 400 can enter the first heat exchanger 105. In the first heat exchanger 105, the refrigerant absorbs the heat of the heat transfer medium, and the temperature of the heat transfer medium decreases. In some other embodiments not shown in the figure, if only to evaporate the refrigerant in the first heat exchanger 105, it is not necessarily required that the motor heat dissipation branch 400 be connected to the first heat exchanger 105; for example, the first heat exchanger 105 is arranged at a position where it can be in contact with the air in the vehicle environment. When the air in the external environment flows through the first heat exchanger 105, it provides the heat required for the refrigerant to evaporate. The heat transfer medium in the motor heat dissipation branch 400 provides the heat required for the refrigerant to evaporate. After the heat transfer medium is absorbed by the refrigerant, its temperature drops; subsequently, the low-temperature heat transfer medium can flow to the electric drive assembly 401 and cool the electric drive assembly 401.

[0056] Next, the remaining structures and modes of the thermal management system of the first embodiment will be introduced.

[0057] As Figure 1 shown, the heat pump cycle circuit 100 further includes a control valve assembly. When the thermal management system is in the cabin cooling mode, the control valve assembly makes the refrigerant flow through the refrigeration branch 600, so that the thermal management system cools the cabin. Specifically, the control valve assembly includes a first control valve 103, a second control valve 106, and a third control valve 308. The first control valve 103 and the second control valve 106 are both arranged in the heat pump cycle circuit 100. The first control valve 103 is located upstream of the first throttling element 104, and the second control valve 106 is located downstream of the first heat exchanger 105. The first control valve 103, the second control valve 106, and the third control valve 308 mentioned above, as well as the fourth control valve 309 mentioned below, can all be set as solenoid valves. When the control valve is closed, the fluid cannot pass through the control valve; when the control valve is open, the fluid can pass through the control valve. The thermal management system further includes a first diversion branch 303 and a refrigeration branch 600. The first diversion branch 303 includes a third control valve 308. The two ends of the first diversion branch 303 are a first branch inlet and a first branch outlet. The first branch inlet is the Figure 1 point C in the figure, and the first branch outlet is the Figure 1 point D in the figure. The refrigerant can enter the first diversion branch 303 from the first branch inlet and can leave the first diversion branch 303 from the first branch outlet. The refrigeration branch 600 includes a second throttling element 601 and an evaporator 602 connected in series in sequence. The second throttling element 601 is set as an electronic expansion valve, and the evaporator 602 is located in the air conditioning box. The two ends of the refrigeration branch 600 are a refrigeration inlet and a refrigeration outlet respectively. The refrigeration inlet is the Figure 1 point E in the figure, and the refrigeration outlet is the Figure 1At point F therein, the refrigerant can enter the refrigeration branch 600 from the refrigeration inlet and can leave the refrigeration branch 600 from the refrigeration outlet. The refrigeration branch 600 may further include a third check valve 603. The third check valve 603 is located downstream of the evaporator 602. The third check valve 603 can allow the refrigerant to flow from the evaporator 602 to the refrigeration outlet and prevent the refrigerant from flowing back from the refrigeration outlet to the evaporator 602. When the cockpit needs refrigeration, the refrigerant will flow through the evaporator 602 and evaporate in the evaporator 602.

[0058] As Figure 1 shown, the thermal management system further includes a battery cooling branch 800. The two ends of the battery cooling branch 800 are respectively a cooling inlet and a cooling outlet. The cooling inlet is Figure 1 point D therein, and the cooling outlet is Figure 1 point G therein. The battery cooling branch 800 includes a DL section, an LK section, and a KG section. The cooling inlet (point D) is located downstream of the third control valve 308 and upstream of the refrigeration inlet (point E). The cooling outlet (point G) is located downstream of the refrigeration outlet (point F) and upstream of the compressor 101. The battery cooling branch 800 includes a third throttling element 802 and a battery temperature regulating plate 803 connected in series with each other. The third throttling element 802 can be set as an electronic expansion valve or a capillary tube. The battery temperature regulating plate 803 has a flow channel (the flow channel is not shown) through which the refrigerant can flow. To prevent the refrigerant from flowing back, the battery cooling branch 800 further includes a first check valve 801. The first check valve 801 is located between the cooling inlet (point D) and the battery temperature regulating plate 803. The first check valve 801 can enable the refrigerant to flow from the cooling inlet to the battery temperature regulating plate 803 and prevent the refrigerant from flowing from the battery temperature regulating plate 803 to the cooling inlet along the battery cooling branch 800. The battery cooling branch 800 further includes a throttle tube 804. The throttle tube 804 is located in the KG section. The throttle tube 804 is not necessary. The throttle tube 804 in this embodiment is for balancing the pressure of the pipeline system. The battery temperature regulating plate 803 can be located inside the vehicle's battery pack (the battery pack is not shown). The battery temperature regulating plate 803 is thermally connected to the battery in the battery pack. For example, the battery temperature regulating plate 803 is bonded to the battery, or the battery temperature regulating plate 803 abuts against the outer surface of the battery. The battery temperature regulating plate 803 is used to cool or heat the battery.

[0059] As Figure 1 shown, the thermal management system further includes a second shunt branch 304. The two ends of the second shunt branch 304 are respectively a second shunt inlet and a second shunt outlet. The second shunt inlet is connected to the heat pump cycle circuit 100, and the second shunt outlet is connected to the battery cooling branch 800. The second shunt inlet is Figure 1 point B therein, and the second shunt outlet is Figure 1The K point in []. The second shunt inlet (point B) is located downstream of the compressor 101 and upstream of the condenser 102. The second shunt outlet (point K) is located between the battery temperature regulating plate 803 and the cooling outlet (point G). The second shunt branch 304 includes a fourth control valve 309.

[0060] As Figure 1 shown, the thermal management system further includes a third shunt branch 305. The two ends of the third shunt branch 305 are respectively a third shunt inlet and a third shunt outlet. The third shunt inlet is the Figure 1 L point in [], and the third shunt outlet is the Figure 1 C point in []. The third shunt outlet is connected to the first shunt inlet (both corresponding to point C and can be regarded as coincident). The third shunt inlet (point L) is connected to the battery cooling branch 800. The third shunt branch 305 includes a second check valve 307. The second check valve 307 can enable the refrigerant to flow from the third shunt inlet to the third shunt outlet and prevent the refrigerant from flowing from the third shunt outlet to the third shunt inlet. The second shunt branch 304, the third shunt branch 305, and the battery cooling branch 800 can cooperate with each other to achieve the battery heating function. The specific implementation method will be introduced below.

[0061] As Figure 1 shown, the thermal management system further includes a second heat exchanger 703. The second heat exchanger 703 can be set as a double-pipe heat exchanger or a shell-and-tube heat exchanger. However, the form of the second heat exchanger 703 is not limited to the above two as long as the second heat exchanger 703 can achieve heat exchange between two refrigerant streams. The heat pump cycle pipeline includes a first pipe section and a second pipe section. Among them, the first pipe section is located upstream of the first shunt inlet and downstream of the condenser 102. The first pipe section is the pipe section between the outlet of the condenser 102 (which can be approximately regarded as point A) and point C. The second pipe section is located downstream of the refrigeration outlet (point F) and upstream of the inlet of the compressor 101 (which can be approximately regarded as point H). The second pipe section is the pipe section between point F and point H.

[0062] Both the first pipe section and the second pipe section are connected to the second heat exchanger 703. When the compressor 101 operates, if the refrigerant entering the second heat exchanger 703 from the first pipe section is called the first refrigerant, and the refrigerant entering the second heat exchanger 703 from the second pipe section is called the second refrigerant, then the first refrigerant and the second refrigerant exchange heat in the second heat exchanger 703. More specifically, the second refrigerant is the low-temperature refrigerant (relative to the first refrigerant) flowing out of the first heat exchanger 105 or the evaporator 602. The second refrigerant will absorb the heat of the first refrigerant in the second heat exchanger 703. The second heat exchanger 703 can increase the subcooling degree of the refrigerant (the first refrigerant) after condensation in the condenser 102, thereby improving the refrigeration or heating effect of the thermal management system.

[0063] As shown Figure 1 in the figure, the thermal management system further includes a hot gas bypass branch 302. The two ends of the hot gas bypass branch 302 are respectively a hot gas bypass inlet and a hot gas bypass outlet. The hot gas bypass inlet is the Figure 1 point A in Figure 1 , and the hot gas bypass outlet is the

[0064] point H in Figure 1 . Both the hot gas bypass inlet and the hot gas bypass outlet are connected to the heat pump cycle loop 100. The hot gas bypass inlet (point A) is located downstream of the compressor 101 and upstream of the condenser 102, and the hot gas bypass outlet (point H) is located upstream of the compressor 101 and downstream of the first heat exchanger 105. The hot gas bypass branch 302 includes a hot gas bypass valve 306, and the hot gas bypass valve 306 can be set as an electromagnetic valve. The hot gas bypass branch 302 is beneficial to improving the low-temperature heating capacity of the thermal management system, and the specific principle will be explained below.

[0065] The first heating mode and the second heating mode of the thermal management system of the first embodiment are introduced above. Next, other modes of the thermal management system of the first embodiment will be introduced. In addition to the first heating mode and the second heating mode, the thermal management system further includes the following modes:

[0066] (1) Cabin cooling mode

[0067] The cabin cooling mode is used to cool the users in the cabin. As shown Figure 2As shown, in the cabin cooling mode, the first control valve 103 and the second control valve 106 are closed, and the third control valve 308 and the second throttling element 601 are opened. The compressor 101 can drive the refrigerant to flow through the condenser 102, the second throttling element 601 and the evaporator 602 in sequence. The refrigerant condenses in the condenser 102 and evaporates in the evaporator 602. The evaporator 602 can be a finned heat exchanger. The fan 702 drives air to enter and leave the cabin air conditioner box 701. When the air flows over the outer surface of the evaporator 602, the refrigerant in the evaporator 602 evaporates to absorb the heat of the air, thereby realizing the cooling of the air by the evaporator 602. The cold air blown out from the cabin air conditioner box 701 can enter the cabin to supply cooling to the cabin.

[0068] In the cabin cooling mode, the switching device 200 connects the motor heat dissipation branch 400 and the heat exchange branch 301 to each other to form a third loop. Specifically, the first interface 201 is connected to the fourth interface 204, and the fifth interface 205 is connected to the sixth interface 206. After the heat exchange medium enters the condenser 102, it absorbs the heat of the condenser 102 so that the refrigerant condenses in the condenser 102; subsequently, the heat exchange medium can dissipate heat at the first radiator 406.

[0069] It should be noted that when the thermal management system is in any one of the first heating mode and the second heating mode, the first control valve 103 and the second control valve 106 are opened, but the third control valve 308 and the second throttling element 601 are closed. In these two heating modes, closing the third control valve 308 and the second throttling element 601 can prevent the refrigerant from entering the evaporator 602, thereby preventing the temperature of the warm air blown out from the cabin air conditioner box 701 from being not high enough.

[0070] (2) Battery cooling mode

[0071] The battery cooling mode is used to cool the battery to prevent the battery temperature from being too high and reduce the risk of performance degradation and safety accidents of the battery due to high temperature. As Figure 3As shown, in the battery cooling mode, the first control valve 103, the second control valve 106 and the second throttle element 601 are closed, and the third control valve 308 is open. The compressor 101 drives the refrigerant to flow through the condenser 102, the third throttle element 802 and the battery temperature regulating plate 803 in sequence. The refrigerant evaporates in the battery temperature regulating plate 803, thereby absorbing the heat of the battery and cooling the battery. The switching device 200 connects the motor heat dissipation branch 400 and the heat exchange branch 301 to each other to form a loop (the third loop), and the first pump 404 drives the heat exchange medium to flow in the third loop 1003. Specifically, in this mode, the first interface 201 is connected to the fourth interface 204, and the fifth interface 205 is connected to the sixth interface 206. After the heat exchange medium enters the condenser 102, it absorbs the heat of the condenser 102 so that the refrigerant condenses in the condenser 102; subsequently, the heat exchange medium can dissipate heat at the first radiator 406.

[0072] (3)Cooling and refrigeration mode

[0073] The cooling and refrigeration mode can achieve both battery cooling and cabin refrigeration. As Figure 4 shown, in this mode, the first control valve 103 and the second control valve 106 are closed, and the third control valve 308 and the second throttle element 601 are open. Driven by the compressor 101, a part of the refrigerant passes through the condenser 102, the third throttle element 802 and the battery temperature regulating plate 803 in sequence and evaporates in the battery temperature regulating plate 803, thereby cooling the battery. Another part of the refrigerant passes through the condenser 102, the second throttle element 601 and the evaporator 602 in sequence and evaporates in the evaporator 602. The blower 702 drives air to enter and leave the cabin air conditioner box 701 so that the evaporator 602 cools the air. The switching device 200 connects the motor heat dissipation branch 400 and the heat exchange branch 301 to each other to form the third loop. Specifically, in this mode, the first interface 201 is connected to the fourth interface 204, and the fifth interface 205 is connected to the sixth interface 206. After the heat exchange medium enters the condenser 102, it absorbs the heat of the condenser 102 so that the refrigerant condenses in the condenser 102; subsequently, the heat exchange medium can dissipate heat at the first radiator 406.

[0074] It should be noted that in some other embodiments not shown, the cooling and refrigeration mode, the battery cooling mode and the cabin refrigeration mode may also not utilize the heat exchange medium to absorb the heat when the refrigerant condenses. For example, in some other embodiments not shown, the air in the external environment can flow through the outer surface of the condenser 102, thereby absorbing the heat of the heat exchange medium in the condenser 102.

[0075] (4)Heating and dehumidification mode

[0076] The heating and dehumidifying mode is used to dehumidify the cockpit, and its main principle is to supply relatively dry air to the cockpit. As Figure 7 shown, in the heating and dehumidifying mode, the first control valve 103 and the second control valve 106 are closed, and the third control valve 308 and the second throttling element 601 are opened. The opening of the second throttling element 601 means that the opening degree of the electronic expansion valve is greater than 0, and the specific opening degree of the second throttling element 601 can be adjusted according to the required throttling effect, and no specific limitation is made here. The switching device 200 connects the heat exchange branch and the heating branch to form a second loop, and the motor heat dissipation branch 400 forms a loop by itself. Specifically, the first interface 201 and the sixth interface 206 are connected, the third interface 203 and the fifth interface 205 are connected, and the second interface 202 and the fourth interface 204 are connected.

[0077] In the heating and dehumidifying mode, the compressor 101 drives the refrigerant to flow through the condenser 102, the second throttling element 601 and the evaporator 602, and the second pump 501 drives the heat exchange medium to flow in the heating branch 500 and the heat exchange branch 301. The heat exchange medium absorbs the heat released when the refrigerant condenses in the condenser 102, and the heat exchange medium releases heat at the warm air core 502. The fan 702 drives the air to pass through the evaporator 602 first and then through the warm air core 502, so that the evaporator 602 reduces the temperature and humidity of the air, and the warm air core increases the temperature of the air. The air enters the cockpit after leaving the warm air core 502. In this embodiment, the cockpit air conditioner 701 first cools and dehumidifies the air, and then heats the air. In this way, the air blown out from the cockpit air conditioner 701 is warm and dry.

[0078] (5)Battery heating mode

[0079] In winter or other low-temperature conditions, it is difficult for the batteries of the battery pack to fully exert their performance. The battery heating mode can heat the batteries to avoid the batteries from having too low a temperature. As Figure 8 shown, in the battery heating mode, the first control valve 103, the second control valve 106 and the fourth control valve 309 are opened, and the third control valve 308 and the second throttling element 601 are closed. Driven by the compressor 101, the refrigerant flows through the battery temperature regulating plate 803, the first throttling element 104 and the first heat exchanger 105. The refrigerant evaporates in the first heat exchanger 105, and the refrigerant condenses and releases heat in the battery temperature regulating plate 803, and this released heat is used to heat the batteries.

[0080] (6)Heating and heating mode

[0081] The heating and heating mode is equivalent to the combination of the second heating mode and the battery heating mode. As Figure 9As shown, in the heating mode, the first control valve 103, the second control valve 106, and the fourth control valve 309 are opened, and the third control valve 308 and the second throttling element 601 are closed. The switching device 200 connects the heating branch 500 and the heat exchange branch 301 to form a second loop, and the motor heat dissipation branch 400 forms a loop by itself. The second pump 501 drives the heat exchange medium to flow in the second loop. The refrigerant evaporates in the first heat exchanger 105. Part of the refrigerant condenses in the battery temperature regulation plate 803 to heat the battery. Another part of the refrigerant condenses in the condenser 102, and the heat exchange medium absorbs the heat released when the refrigerant condenses in the condenser 102, and the heat exchange medium releases heat at the heater core 502. The blower 702 drives air to enter and leave the cabin air conditioner box 701, so that the heater core 502 heats the air, and thus the cabin air conditioner box 701 blows warm air.

[0082] (7)Low-temperature heating mode

[0083] The low-temperature heating mode is similar to the second heating mode, and the difference between the two is that: as Figure 10 shown, in the low-temperature heating mode, the hot gas bypass valve 306 is opened. Driven by the compressor, part of the refrigerant flows along the heat pump cycle loop, and part of the refrigerant flows through the hot gas bypass branch 302. When the temperature of the external environment where the vehicle is located is very low, the intake temperature of the compressor 101 may be too low, thus affecting the heating effect of the heat pump cycle loop 100 in a low-temperature environment. The hot gas bypass valve 306 is opened in the low-temperature heating mode, and part of the high-temperature refrigerant leaving the compressor 101 can flow back to the inlet of the compressor 101, thereby increasing the intake temperature of the compressor 101 and preventing the intake temperature of the compressor 101 from being too low. That is, the hot gas bypass branch 302 is beneficial to improving the low-temperature heating capacity of the thermal management system. Please refer to Figure 6 and Figure 10 , the states of the rest of the thermal management system in the low-temperature heating mode are the same as those in the second heating mode, and will not be elaborated here.

[0084] In addition, it can be seen from the above modes that when the refrigerant flows through the first heat exchanger 105, the refrigerant evaporates in the first heat exchanger 105 and absorbs the heat of the heat exchange medium. This is beneficial to the rapid evaporation of the refrigerant and can also achieve the cooling of the heat exchange medium. When the refrigerant does not flow through the first heat exchanger 105, the cooling of the heat exchange medium is mainly achieved through the first radiator 406.

[0085] Figure 11 shows the thermal management system of the second embodiment of the present invention. The main difference between the second embodiment and the first embodiment lies in the switching device 200 and the motor heat dissipation branch 400, and the second embodiment also includes a condenser 102 heat dissipation branch. As Figure 11As shown, the switching device 200 of the second embodiment is an eight-way valve. The switching device 200 further has a seventh interface 207 and an eighth interface 208. The motor heat dissipation branch 400 does not have the first radiator 406, the heat dissipation fan 407, and the three-way valve 408. The heat dissipation branch includes the first radiator 406 and the heat dissipation fan 407. Such a setting can save the three-way valve 408 and reduce costs.

[0086] Figure 11 The heat management system in [reference] is in the motor 403 cooling mode. When the heat generated by the electric drive assembly 401 is relatively large, the heat management system can be switched to this mode. In the motor 403 cooling mode, the compressor 101 drives the refrigerant to flow in the heat pump cycle circuit 100. The switching device 200 connects the heat dissipation branch and the heat exchange branch 301 to form a circuit (the fourth circuit), and the motor heat dissipation branch 400 forms another circuit by itself. A pump ( Figure 11 (not shown) may be provided in the motor heat dissipation branch 400 or the heating branch 500 to drive the heat exchange medium to flow in the fourth circuit. For the heat exchange medium in the fourth circuit, after the heat exchange medium absorbs the heat released by the refrigerant in the condenser 102, the heat exchange medium flows to the first radiator 406 for heat dissipation. In this way, the heat released by the condenser 102 can be transferred to the air in the environment where the first radiator 406 is located, so that the heat pump cycle circuit 100 can operate continuously. In addition, for the heat exchange medium in the motor 403 heat dissipation circuit, the heat exchange medium is absorbed by the refrigerant in the first heat exchanger 105, and the cooled heat exchange medium leaves the first heat exchanger 105 and flows to the electric drive assembly 401. In the motor 403 cooling mode, the cooling capacity provided by the refrigerant is used to cool the heat exchange medium in the motor 403 heat dissipation circuit.

[0087] Figure 12 FIG. [reference] shows the heat management system of the third embodiment of the present invention. As Figure 12 shown, the heat management system further includes an engine heat dissipation branch, and the engine heat dissipation branch is connected to the switching device 200. The engine heat dissipation branch includes an engine assembly 901, and the engine assembly 901 may include a diesel engine or a gasoline engine. The engine heat dissipation branch may further include a second radiator 903 and a second container 902. The second container 902 is used to store the heat exchange medium, and the second container 902 may be a water storage tank. The second radiator 903 is adjacent to the first radiator 406, and the heat dissipation fan 407 can make air flow through the first radiator 406 and the second radiator 903.

[0088] As Figure 12As shown, the thermal management system of the third embodiment further includes a third heating mode, in which the compressor 101 does not operate. The switching device 200 connects the heating branch 500 to the engine cooling branch to form a loop (engine heating loop), and the second pump 501 drives the heat exchange medium to flow in the engine heating loop. The heat exchange medium absorbs heat at the engine assembly 901 and releases heat at the heater core 502. The fan 702 drives air to enter and leave the cabin air conditioner box 701 to enable the heater core 502 to heat the air. If the engine cooling branch includes the second radiator 903, part of the heat exchange medium dissipates heat at the second radiator 903, and the other part of the heat exchange medium releases heat at the heater core 502).

[0089] The thermal management systems of the first and second embodiments are applicable to electric vehicles, and the thermal management system of the third embodiment is applicable to range-extended vehicles or hybrid vehicles. Moreover, the thermal management system of the third embodiment can utilize the heat generated during engine operation to heat the cabin, thereby helping to reduce the heating energy consumption of the thermal management system.

[0090] It should be noted that the second and third embodiments also have the same modes as those of the thermal management system of the first embodiment, which will not be elaborated here.

[0091] In the description of the present invention, the descriptions with reference to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples" mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

Claims

1. A thermal management system, characterized in that: The thermal management system has a first heating mode and a second heating mode, and the thermal management system includes: A heat pump circulation loop comprises a compressor, a condenser, a first throttling element and a first heat exchanger connected in series in sequence; Switching device; a motor heat dissipation branch, the motor heat dissipation branch being connected to the switching device, the motor heat dissipation branch comprising a first pump and an electric drive assembly connected in series; A heating branch, the heating branch is connected to the switching device, and the heating branch includes a second pump and a warm air core connected in series; A heat exchange branch, the heat exchange branch is connected to the switching device, and the heat exchange branch is connected to the condenser; Fan; When the thermal management system is in the first heating mode, the switching device connects the motor cooling branch and the heating branch to form a first circuit, at least one of the first pump and the second pump drives the heat exchange medium to flow in the first circuit, so that the heat exchange medium absorbs heat at the electric drive assembly, and the heat exchange medium releases heat at the heater core, and the fan drives the air to flow so that the air enters the cabin after passing through the heater core; When the thermal management system is in the second heating mode, the switching device connects the heating branch and the heat exchange branch to form a second circuit, the compressor drives the refrigerant to flow in the heat pump circulation circuit, the second pump drives the heat exchange medium to flow in the second circuit, the heat exchange medium absorbs the heat released when the refrigerant is condensed in the condenser, the heat exchange medium releases heat at the heater core, and the fan drives the air to flow so that the air enters the cabin after passing through the heater core.

2. The thermal management system according to claim 1, characterized in that: The thermal management system further comprises: A refrigeration branch, the refrigeration branch comprising a second throttling element and an evaporator connected in series, and both ends of the refrigeration branch are connected to the heat pump circulation loop; Control valve assembly; The thermal management system also has a cabin cooling mode. When the thermal management system is in the cabin cooling mode, the control valve assembly allows the refrigerant to flow through the refrigeration branch, and the fan drives the air to flow so that the air enters the cabin after flowing through the evaporator.

3. The thermal management system according to claim 2, characterized in that: The control valve assembly comprises a first control valve, a second control valve and a third control valve, the heat pump circulation loop is provided with the first control valve and the second control valve, the first control valve is located upstream of the first throttling element, and the second control valve is located downstream of the first heat exchanger; The two ends of the refrigeration branch are respectively a refrigeration inlet and a refrigeration outlet, both of which are connected to the heat pump circulation loop, the refrigeration inlet is located downstream of the condenser and upstream of the second control valve, the refrigeration outlet is located downstream of the second control valve and upstream of the compressor, and the second throttling element is an electronic expansion valve; The thermal management system further includes a first shunt branch, the first shunt branch is provided with the third control valve, two ends of the first shunt branch are a first branch inlet and a first branch outlet, the first branch inlet is located downstream of the condenser and upstream of the first control valve, and the first branch outlet is located downstream of the first heat exchanger and upstream of the refrigeration inlet; When the thermal management system is in the cabin cooling mode, the first control valve and the second control valve are closed, the third control valve and the second throttling element are opened, and the compressor drives the refrigerant to flow through the condenser, the second throttling element and the evaporator in sequence; When the thermal management system is in any one of a first heating mode and a second heating mode, the first control valve and the second control valve are opened, and the third control valve and the second throttling element are closed.

4. The thermal management system according to claim 3, characterized in that: The thermal management system further includes a battery cooling branch, the two ends of the battery cooling branch are respectively a cooling inlet and a cooling outlet, the cooling inlet and the cooling outlet are both connected to the heat pump circulation loop, the cooling inlet is located downstream of the third control valve and upstream of the refrigeration inlet, the cooling outlet is located downstream of the refrigeration outlet and upstream of the compressor, the battery cooling branch includes a third throttling element and a battery temperature regulating plate connected in series, and the battery temperature regulating plate is used to cool the battery; Wherein, the thermal management system has a battery cooling mode. When the thermal management system is in the battery cooling mode, the first control valve, the second control valve and the second throttling element are closed, the third control valve is opened, the compressor drives the refrigerant to flow through the condenser, the third throttling element and the battery temperature regulating plate in sequence, and the refrigerant evaporates in the battery temperature regulating plate; And / or, the thermal management system has a cooling mode. When the thermal management system is in the cooling mode, the first control valve and the second control valve are closed, the third control valve and the second throttling element are opened, and under the drive of the compressor, a part of the refrigerant passes through the condenser, the third throttling element and the battery temperature regulating plate in sequence and evaporates in the battery temperature regulating plate, and another part of the refrigerant passes through the condenser, the second throttling element and the evaporator in sequence, and the fan drives the air to flow so that the air enters the cabin after passing through the evaporator.

5. The thermal management system according to claim 4, characterized in that: The battery cooling branch further includes a first one-way valve, which is located between the cooling inlet and the battery temperature regulating plate, and the first one-way valve enables the refrigerant to flow from the cooling inlet to the battery temperature regulating plate. The thermal management system further includes: a second shunt branch, wherein two ends of the second shunt branch are respectively a second shunt inlet and a second shunt outlet, the second shunt inlet is connected to the heat pump circulation loop, the second shunt inlet is located downstream of the compressor and upstream of the condenser, the second shunt outlet is connected to the battery cooling branch, the second shunt outlet is located between the battery temperature regulating plate and the cooling outlet, and the second shunt branch includes a fourth control valve; a third shunt branch, wherein two ends of the third shunt branch are respectively a third shunt inlet and a third shunt outlet, wherein the third shunt inlet is connected to the battery cooling branch, wherein the third shunt inlet is located between the first one-way valve and the battery temperature regulating plate, wherein the third shunt outlet is connected to the first shunt inlet, and wherein the third shunt branch comprises a second one-way valve, wherein the second one-way valve is used to allow the refrigerant to flow from the third shunt inlet to the third shunt outlet; Wherein, the thermal management system has a battery heating mode. When the thermal management system is in the battery heating mode, the first control valve, the second control valve and the fourth control valve are opened, the third control valve and the second throttling element are closed, the refrigerant is condensed in the battery temperature regulating plate, and the refrigerant is evaporated in the first heat exchanger; And / or, the thermal management system has a heating mode. When the thermal management system is in the heating mode, the first control valve, the second control valve and the fourth control valve are opened, the third control valve and the second throttling element are closed, the switching device connects the heating branch and the heat exchange branch to form a second circuit, the second pump drives the heat exchange medium to flow in the second circuit, and under the drive of the compressor, a part of the refrigerant flows through the battery temperature regulating plate and condenses in the battery temperature regulating plate, and another part of the refrigerant flows through the condenser and condenses in the condenser; the heat exchange medium absorbs the heat released when the refrigerant condenses in the condenser, and the heat exchange medium releases heat at the heater core, and the fan drives the air to flow so that the air enters the cabin after flowing through the heater core.

6. The thermal management system according to claim 3, characterized in that: The thermal management system also has a heating and dehumidification mode. When the thermal management system is in the heating and dehumidification mode, the first control valve and the second control valve are closed, the third control valve and the second throttling element are opened, and the switching device connects the heat exchange branch and the heating branch to form a second circuit. The compressor drives the refrigerant to flow through the condenser, the second throttling element and the evaporator. The second pump drives the heat exchange medium to flow in the second circuit. The heat exchange medium absorbs the heat released when the refrigerant condenses in the condenser, and the heat exchange medium releases heat at the heater core. The fan drives the air to flow through the evaporator, the heater core and the cabin in sequence, so that the evaporator reduces the temperature and humidity of the air, and the heater core increases the temperature of the air.

7. The thermal management system according to claim 1, characterized in that: The motor heat dissipation branch is connected to the first heat exchanger, and the first pump can drive the heat exchange medium to flow through the first heat exchanger, the electric drive assembly and the switching device in sequence.

8. The thermal management system according to claim 1, characterized in that: The thermal management system further comprises an engine cooling branch, the engine cooling branch comprises an engine assembly, and the engine cooling branch is connected to the switching device; The thermal management system also has a third heating mode. When the thermal management system is in the third heating mode, the switching device connects the heating branch with the engine cooling branch to form an engine heating circuit. The second pump drives the heat exchange medium to flow in the engine heating circuit. The heat exchange medium absorbs heat at the engine assembly and releases heat at the heater core. The fan drives the air to flow so that the air enters the cabin after passing through the heater core.

9. The thermal management system according to claim 3, characterized in that: The heat pump circulation loop comprises a first pipe section and a second pipe section, wherein the first pipe section is located upstream of the first split flow inlet and downstream of the condenser, and the second pipe section is located downstream of the refrigeration outlet and upstream of the compressor; The thermal management system also includes a second heat exchanger, and the first pipe segment and the second pipe segment are both connected to the second heat exchanger. When the compressor is running, the refrigerant entering the second heat exchanger from the first pipe segment is the first refrigerant, and the refrigerant entering the second heat exchanger from the second pipe segment is the second refrigerant. In the second heat exchanger, the second refrigerant absorbs heat from the first refrigerant.

10. The thermal management system according to claim 1, characterized in that: The thermal management system further comprises a hot gas bypass branch, the hot gas bypass branch comprises a hot gas bypass valve, two ends of the hot gas bypass branch are respectively a hot gas bypass inlet and a hot gas bypass outlet, the hot gas bypass inlet and the hot gas bypass outlet are both connected to the heat pump circulation loop, the hot gas bypass inlet is located downstream of the compressor and upstream of the condenser, and the hot gas bypass outlet is located upstream of the compressor and downstream of the first heat exchanger; The thermal management system also includes a low-temperature heating mode. When the thermal management system is in the low-temperature heating mode, the hot gas bypass valve is opened, and under the drive of the compressor, a part of the refrigerant flows through the hot gas bypass branch, and another part of the refrigerant flows in the heat pump circulation loop.

11. A vehicle, characterized in that Comprising a thermal management system as claimed in any one of claims 1 to 10.

Images