Heat management system applied to new energy commercial vehicle and new energy commercial vehicle

Abstract

The utility model discloses a heat management system applied to a new energy commercial vehicle and the new energy commercial vehicle, and relates to the technical field of vehicle heat management. Wherein the compressor, the out-vehicle condenser, the first cooler, the second cooler, the gas-liquid separator, the in-vehicle evaporator, the motor, the radiator, the motor water pump, the heater, the second cooling close attaching piece, the passenger compartment heater, the battery water pump, the battery, the first cooling close attaching piece, the first expansion water tank, the second expansion water tank and the like are connected with one another through a plurality of valves; and a heat pump loop and a battery motor cooling loop are formed. Refrigerant circulates in the heat pump loop, and cooling liquid circulates in the battery motor cooling loop, so that heat management of the battery, the motor and the passenger compartment is achieved. Therefore, the system can realize thermal management of the battery, the motor and the passenger compartment only by virtue of one thermal management system, and is high in reuse rate of parts, high in thermal efficiency and low in cost.

Description

Technical Field

[0001] This specification relates to the technical field of vehicle thermal management, and particularly to a thermal management system and a new energy commercial vehicle applied to new energy commercial vehicles. Background Art

[0002] With the rapid development of new energy technologies, more and more new energy commercial vehicles have entered people's lives. Existing new energy commercial vehicles usually obtain energy from batteries and are powered by electric motors. However, the operation of batteries and electric motors generates a large amount of heat, which is not conducive to the normal operation of these components. Therefore, it is usually necessary to perform thermal management on components such as batteries and electric motors.

[0003] In the prior art, a thermal management component for the electric motor, a thermal management component for the battery, and a thermal management component for the passenger compartment are usually designed separately for new energy commercial vehicles, so as to perform thermal management on the battery, the electric motor, and the passenger compartment respectively, and each component operates independently.

[0004] However, this method has low energy utilization efficiency and high costs, which is not conducive to the development of new energy commercial vehicles. Summary of the Invention

[0005] This specification provides a thermal management system applied to new energy commercial vehicles to at least partially solve the above problems existing in the prior art.

[0006] This specification adopts the following technical solutions:

[0007] This specification provides a thermal management system applied to new energy commercial vehicles, including:

[0008] A heat pump circuit, including a compressor, a first three-way valve, a first refrigerant stop valve, an external condenser, a second three-way valve, a first electronic expansion valve, a first cooler, a second cooler, a third three-way valve, and a gas-liquid separator connected in sequence; it also includes a second electronic expansion valve, an in-vehicle evaporator, a fourth three-way valve, and a second refrigerant stop valve disposed between the second three-way valve and the third three-way valve; it also includes a third refrigerant stop valve disposed between the first three-way valve and the fourth three-way valve;

[0009] The battery motor cooling circuit includes a battery circuit and a motor circuit connected by a first four-way valve; the battery circuit includes a fifth three-way valve, a motor, a sixth three-way valve, a radiator, a second four-way valve, and a motor water pump connected between two ports of the first four-way valve; it further includes a seventh three-way valve, a heater, a second cooling close-fitting member, and a passenger compartment heater disposed between the fifth three-way valve and the second four-way valve; the motor circuit includes an eighth three-way valve, a battery water pump, a battery, and a first cooling close-fitting member connected between the other two ports of the first four-way valve; the passenger compartment heater is used to directly heat the passenger compartment using the waste heat of the motor.

[0010] Preferably, the thermal management system applied to new energy commercial vehicles further includes a controller;

[0011] The controller is connected to the compressor and / or the motor and / or the motor water pump and / or the battery water pump and / or the heater, and is used to control the compressor and / or the motor and / or the motor water pump and / or the battery water pump and / or the heater to turn on or off.

[0012] Preferably, the A end of the fifth three-way valve is connected to the motor, the B end is connected to the seventh three-way valve, and the C end is connected to the D end of the first four-way valve; the E end of the first four-way valve is connected to the motor water pump, the F end is connected to the eighth three-way valve, and the G end is connected to the first cooling close-fitting member; the H end of the sixth three-way valve is connected to the radiator, the I end is connected to the seventh three-way valve, and the J end is connected to the motor.

[0013] Preferably, both the fifth three-way valve and the sixth three-way valve can block any one port in response to the user's operation;

[0014] The first four-way valve can connect at least two ports in response to the user's operation.

[0015] Preferably, the thermal management system applied to new energy commercial vehicles further includes a controller;

[0016] The controller is connected to the fifth three-way valve and / or the sixth three-way valve and / or the first four-way valve, and can block any one three-way valve, and can also connect at least two ports of the first four-way valve.

[0017] Preferably, any two ports of the first four-way valve (201) can be connected to each other.

[0018] Preferably, the H port of the sixth three-way valve and the B port of the fifth three-way valve are blocked, and the D and G ports of the first four-way valve are connected to each other, and the E and F ports are connected to each other, so that the coolant can flow along the motor, the sixth three-way valve, the seventh three-way valve, the heater, the second cooling close-fitting member, the occupant compartment heater, the second four-way valve, the motor water pump, the first four-way valve, the eighth three-way valve, the battery water pump, the battery, the first cooling close-fitting member, the first four-way valve, and the fifth three-way valve, and flow back to the motor, and transfer the heat of the motor to the battery and / or the occupant compartment heater during the flow process.

[0019] Preferably, the B port of the fifth three-way valve is not blocked, and the coolant can also pass through the fifth three-way valve, flow through the radiator in sequence, and be jointly incorporated into the second four-way valve with the coolant flowing through the occupant compartment heater.

[0020] Preferably, the H port of the sixth three-way valve and the B port of the fifth three-way valve are blocked, and the D and E ports of the first four-way valve are connected to each other, so that the coolant can flow along the motor, the sixth three-way valve, the seventh three-way valve, the heater, the second cooling close-fitting member, the occupant compartment heater, the second four-way valve, the motor water pump, the first four-way valve, the fifth three-way valve, and flow back to the motor, and transfer the heat of the motor to the occupant compartment heater during the flow process.

[0021] On the other hand, this specification provides a new energy commercial vehicle, including the thermal management system applied to the new energy commercial vehicle described in any one of the above aspects.

[0022] The above at least one technical solution adopted in this specification can achieve the following beneficial effects:

[0023] In the thermal management system applied to the new energy commercial vehicle provided in this specification, components such as the compressor, the external condenser, the first cooler, the second cooler, the gas-liquid separator, the internal evaporator, the motor, the radiator, the motor water pump, the heater, the second cooling close-fitting member, the occupant compartment heater, the battery water pump, the battery, the first cooling close-fitting member, the first expansion tank, and the second expansion tank are connected to each other through valves such as the first three-way valve, the second three-way valve, the first four-way valve, the first electronic expansion valve, and the first refrigerant stop valve, and jointly constitute two loops, namely the heat pump loop and the battery motor cooling loop. The refrigerant circulates internally in the heat pump loop, and the coolant circulates internally in the battery motor cooling loop, so as to realize the thermal management of the battery, the motor, and the occupant compartment. And the battery electrode cooling loop can be divided into a battery loop and a motor loop.

[0024] It can be seen from the above system that this system can realize the thermal management of the battery, the motor, and the occupant compartment only by virtue of one thermal management system, with a high component reuse rate, capable of utilizing waste heat, high thermal efficiency, and low cost. Description of the Drawings

[0025] The drawings described herein are provided to further understand the present specification and form a part of the present specification. The schematic embodiments and descriptions thereof in the present specification are used to explain the present specification and do not constitute an improper limitation to the present specification. In the drawings:

[0026] Figure 1 is a schematic structural diagram of a thermal management system applied to a new energy commercial vehicle provided for an embodiment of the present specification;

[0027] Figure 2 is a schematic circulation diagram of the thermal management system applied in the passenger compartment heating scenario provided for an embodiment of the present specification;

[0028] Figure 3 is a schematic circulation diagram of the thermal management system applied in the passenger compartment heating and battery heat preservation scenarios provided for an embodiment of the present specification;

[0029] Figure 4 is a schematic circulation diagram of the thermal management system applied in the passenger compartment heating, battery heat preservation scenarios and motor heat dissipation provided for an embodiment of the present specification;

[0030] Figure 5 is a schematic circulation diagram of the thermal management system applied in the scenario of cooling the battery through a heat pump provided for an embodiment of the present specification;

[0031] Figure 6 is a schematic circulation diagram of the thermal management system applied in the passenger compartment cooling and battery cooling scenarios provided for an embodiment of the present specification;

[0032] Figure 7 is a schematic circulation diagram of the thermal management system applied in the passenger compartment heating and battery cooling scenarios provided for an embodiment of the present specification;

[0033] Figure 8 is a schematic circulation diagram of the thermal management system applied in the scenario of significantly cooling the battery through a heat pump provided for an embodiment of the present specification.

[0034] Description of the Reference Numerals:

[0035] Heat pump circuit 100; compressor 101; first three-way valve 102; first refrigerant stop valve 103; external condenser 104; second three-way valve 105; first electronic expansion valve 106; first cooler 107; second cooler 108; third three-way valve 109; gas-liquid separator 110; second electronic expansion valve 111; internal evaporator 112; fourth three-way valve 113; second refrigerant stop valve 114; third refrigerant stop valve 115; battery motor cooling circuit 200; first four-way valve 201; battery circuit 300; motor 301; sixth three-way valve 302; radiator 303; second four-way valve 304; motor water pump 305; fifth three-way valve 307; seventh three-way valve 308; heater 309; second cooling close fitting 310; occupant compartment heater 311; motor circuit 400; eighth three-way valve 401; battery water pump 402; battery 403; first cooling close fitting 404; first expansion tank 405; second expansion tank 406. Detailed implementation manners

[0036] To make the objectives, technical solutions and advantages of this specification clearer, the technical solutions of this specification will be clearly and completely described below in conjunction with the specific embodiments of this specification and the corresponding drawings. Obviously, the described embodiments are only a part of the embodiments of this specification, rather than all of the embodiments. Based on the embodiments in this specification, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the scope of protection of this application.

[0037] In the description of the present invention, it should be noted that the term "or" is generally used in the sense of including "and / or", unless otherwise clearly specified in the content.

[0038] In the description of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense. In addition, in the description of this application, the terms "first", "second", etc. are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance.

[0039] Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the scope of protection of the present invention.

[0040] The technical solutions provided by the embodiments of this specification will be described in detail below in conjunction with the drawings.

[0041] Figure 1 A structural schematic diagram of a thermal management system applied to a new energy commercial vehicle provided for an embodiment of this specification. As Figure 1As shown, the thermal management system applied to new energy commercial vehicles includes a heat pump circuit 100, a battery 403 circuit 300, and an electric motor circuit 400.

[0042] As Figure 1 shown, the heat pump circuit 100, the battery 403 circuit 300, and the electric motor circuit 400 are marked with line segments of different forms. The heat pump circuit 100 includes a compressor 101, a first three-way valve 102, a first refrigerant stop valve 103, an outdoor condenser 104, a second three-way valve 105, a first electronic expansion valve 106, a first cooler 107, a second cooler 107, a third three-way valve 109, and a gas-liquid separator 110 connected in sequence. It also includes a second electronic expansion valve 111, an in-vehicle evaporator 112, a fourth three-way valve 113, and a second refrigerant stop valve 114 disposed between the second three-way valve 105 and the third three-way valve 109. It further includes a third refrigerant stop valve 115 disposed between the first three-way valve 102 and the fourth three-way valve 113. The battery 403 circuit 300 includes a fifth three-way valve 307 connected between two ports of the first four-way valve 201, an electric motor 301, a sixth three-way valve 302, a radiator 303, a second four-way valve 304, and an electric motor water pump 305. It also includes a seventh three-way valve 308, a heater 309, a second cooling close-fitting member 310, and a passenger compartment heater 311 disposed between the fifth three-way valve 307 and the second four-way valve 304. The electric motor circuit 400 includes an eighth three-way valve 401 connected between the other two ports of the first four-way valve 201, a battery 403 water pump 402, a battery 403, and a first cooling close-fitting member 404. Moreover, the first cooling close-fitting member 404 is in close contact with the first cooler 107; the second cooling close-fitting member 310 is in close contact with the second cooler 107. The gas-liquid separator 110 is connected to the compressor 101. The fifth three-way valve 307 is connected to the electric motor 301. The sixth three-way valve 302 is connected to the seventh three-way valve 308. Another port of the second four-way valve 304 is connected to a second expansion tank 406. Another port of the eighth three-way valve 401 is connected to the first expansion tank 405. It should be noted that Figure 1 in, the line segment indicating the water supply pipeline connecting the expansion tank is different from the line segments indicating the heat pump circuit 100, the battery 403 circuit 300, and the electric motor circuit 400, as Figure 1 shown.

[0043] Preferably, the passenger compartment heater 311 is used to directly heat the passenger compartment using the waste heat of the electric motor 301.

[0044] Preferably, the passenger compartment heater 311 is at least used to directly heat the passenger compartment using the waste heat of the electric motor 301.

[0045] Preferably, the thermal management system applied to new energy commercial vehicles further includes a controller.

[0046] Preferably, the controller is connected to the compressor 101 and / or the motor 301 and / or the motor water pump 305 and / or the battery 403 water pump 402 and / or the heater 309, and is used to control the compressor 101 and / or the motor 301 and / or the motor water pump 305 and / or the battery 403 water pump 402 and / or the heater 309 to be turned on or off.

[0047] Preferably, the controller is a device such as a vehicle control center, a computer, etc., and this specification does not limit this.

[0048] Preferably, the controller is the vehicle control center.

[0049] Preferably, the A end of the fifth three-way valve 307 is connected to the motor 301, the B end of the fifth three-way valve 307 is connected to the seventh three-way valve 308, and the C end of the fifth three-way valve 307 is connected to the D end of the first four-way valve 201.

[0050] Preferably, the E end of the first four-way valve 201 is connected to the motor water pump 305, the F end of the first four-way valve 201 is connected to the eighth three-way valve 401, and the G end of the first four-way valve 201 is connected to the first cooling close-fitting member 404.

[0051] Preferably, the H end of the sixth three-way valve 302 is connected to the radiator 303, the I end of the sixth three-way valve 302 is connected to the seventh three-way valve 308, and the J end of the sixth three-way valve 302 is connected to the motor 301.

[0052] Preferably, both the fifth three-way valve 307 and the sixth three-way valve 302 can block any one port in response to the user's operation.

[0053] Preferably, the first four-way valve 201 can connect at least two ports in response to the user's operation.

[0054] Preferably, any two ports of the first four-way valve 201 can be connected.

[0055] Preferably, the first refrigerant stop valve 103, the second refrigerant stop valve 114, and the third refrigerant stop valve 115 can all be connected or blocked in response to the user's operation.

[0056] Preferably, the first electronic expansion valve 106 and the second electronic expansion valve 111 can both be connected or blocked in response to the user's operation.

[0057] Preferably, the controller is connected to the fifth three-way valve 307 and / or the sixth three-way valve 302 and / or the first four-way valve 201 and / or the first refrigerant stop valve 103 and / or the second refrigerant stop valve 114 and / or the third refrigerant stop valve 115 and / or the first electronic expansion valve 106 and / or the second electronic expansion valve 111, capable of blocking any one or more ports of any three-way valve, capable of connecting at least two ports of the first four-way valve 201, and capable of connecting or blocking the first refrigerant stop valve 103 and / or the second refrigerant stop valve 114 and / or the third refrigerant stop valve 115 and / or the first electronic expansion valve 106 and / or the second electronic expansion valve 111.

[0058] Those skilled in the art can understand that the technical development of the connection structures such as the three-way valve, the four-way valve, the refrigerant stop valve, and the electronic expansion valve has been relatively mature. Therefore, this specification does not specifically describe the structures of the three-way valve, the four-way valve, the refrigerant stop valve, and the electronic expansion valve herein, nor does it limit the specific models of the three-way valve, the four-way valve, the refrigerant stop valve, and the electronic expansion valve. The three-way valve, the four-way valve, the refrigerant stop valve, and the electronic expansion valve can all adopt common components in the art.

[0059] Preferably, for the three-way valves other than the fifth three-way valve 307 and the sixth three-way valve 302, all ports are non-blockable. For the four-way valves other than the first four-way valve 201, all ports are also non-blockable. That is to say, all ports of the first three-way valve 102, the second three-way valve 105 and other three-way valves, as well as the second four-way valve 304 are non-blockable.

[0060] Preferably, the battery 403 circuit 300 and the motor circuit 400 together form a battery-motor cooling circuit 200.

[0061] Preferably, the liquid circulating in the battery-motor cooling circuit 200 is a coolant. That is, the liquids circulating in the battery 403 circuit 300 and the motor circuit 400 are the same liquid, both being coolant.

[0062] Preferably, the liquid circulating in the heat pump circuit 100 is a refrigerant.

[0063] Those skilled in the art can understand that the technologies such as coolant and refrigerant have been relatively mature. This specification does not limit what specific liquids the coolant and the refrigerant are herein, and common coolants and refrigerants in the art can be adopted.

[0064] Preferably, the radiator 303 is disposed on the outer surface of the commercial vehicle, directly in contact with the external environment, and is used to cool the coolant flowing through it.

[0065] Preferably, the motor water pump 305 can pump the coolant in the motor circuit 400, so that the coolant in the motor circuit 400 flows in a preset first direction.

[0066] Preferably, the battery 403 water pump 402 can pump the coolant in the battery 403 circuit 300, so that the coolant in the battery 403 circuit 300 flows in a preset second direction.

[0067] Preferably, both the first direction and the second direction are preset, and the first direction and the second direction can be the same or different.

[0068] Preferably, the motor water pump 305 and / or the battery 403 water pump 402 is a two-way pump, so that the first direction and / or the second direction can be changed in response to the user's operation.

[0069] Preferably, the controller can control the running direction of the motor water pump 305 and / or the battery 403 water pump 402, so as to change the first direction and / or the second direction.

[0070] Preferably, the occupant compartment heater 311 is arranged in the occupant compartment of the new energy commercial vehicle.

[0071] Preferably, the occupant compartment heater 311 is in the structure of a water heating core, a radiator 303, a heating component, etc., and can transfer the heat of the coolant flowing through it to the air in the occupant compartment for heating the occupant compartment.

[0072] Preferably, the occupant compartment heater 311 is at least used to heat the occupant compartment by using the waste heat of the motor 301.

[0073] Preferably, the vehicle exterior condenser 104 is arranged on the outer surface of the commercial vehicle, directly in contact with the external environment, and is used to cool the refrigerant.

[0074] Preferably, the compressor 101 can pressurize the gaseous refrigerant to produce high-pressure refrigerant.

[0075] Preferably, the gas-liquid separator 110 can store the liquid refrigerant and is used to prevent the liquid refrigerant from entering the compressor 101, thereby protecting the compressor 101.

[0076] Preferably, the first cooler 107 is closely attached to the first cooling close-fitting part 404, and the refrigerant flowing through the first cooler 107 can exchange heat with the coolant flowing through the first cooling close-fitting part 404. Similarly, the refrigerant flowing through the second cooler 107 can also exchange heat with the coolant flowing through the second cooling close-fitting part 310.

[0077] Preferably, the refrigerant stop valve is used to limit the refrigerant flow direction.

[0078] Preferably, the electronic expansion valve is used to control the flow rate of the refrigerant output by the in-vehicle evaporator 112, preventing the flow rate of the refrigerant output by the in-vehicle evaporator 112 from being too large and causing damage to other components.

[0079] Preferably, the in-vehicle evaporator 112 is arranged in the passenger compartment and can evaporate the refrigerant output from the electronic expansion valve under low pressure, thereby achieving the effect of cooling or heating the passenger compartment. The effect produced by the in-vehicle evaporator 112 depends on the temperature of the refrigerant.

[0080] Preferably, the heat pump composed of components such as the compressor 101 and the gas-liquid separator 110 can heat or cool the refrigerant.

[0081] According to the above embodiments, in the thermal management system for new energy commercial vehicles provided in this specification, components such as the compressor, the out-of-vehicle condenser, the first cooler, the second cooler, the gas-liquid separator, the in-vehicle evaporator, the motor, the radiator, the motor water pump, the heater, the second cooling close-fitting part, the passenger compartment heater, the battery water pump, the battery, the first cooling close-fitting part, the first expansion tank, and the second expansion tank are connected to each other through valves such as the first three-way valve, the second three-way valve, the first four-way valve, the first electronic expansion valve, and the first refrigerant cut-off valve, jointly constituting two circuits: the heat pump circuit and the battery motor cooling circuit. The refrigerant circulates in the heat pump circuit, and the coolant circulates in the battery motor cooling circuit, thereby realizing the thermal management of the battery, the motor, and the passenger compartment. And the battery electrode cooling circuit can be divided into a battery circuit and a motor circuit.

[0082] It can be seen from the above system that this system can realize the thermal management of the battery, the motor, and the passenger compartment only by virtue of one thermal management system, with a high component reuse rate, the ability to utilize waste heat, high thermal efficiency, and low cost.

[0083] Preferably, the thermal management system can realize heating the passenger compartment by using the waste heat of the motor 301.

[0084] Specifically, the motor water pump 305 starts to operate, the H end of the sixth three-way valve 302 and the B end of the fifth three-way valve 307 are blocked, and the D and E ends of the first four-way valve 201 are connected to each other, so that the coolant can flow along the motor 301, the sixth three-way valve 302, the seventh three-way valve 308, the heater 309, the second cooling close-fitting part 310, the passenger compartment heater 311, the second four-way valve 304, the motor water pump 305, the first four-way valve 201, the fifth three-way valve 307, and flow back to the motor 301, circulating repeatedly. During the flow of the coolant, the heat of the motor 301 can be transferred to the passenger compartment heater 311. That is to say, the passenger compartment heater 311 can use the waste heat of the motor 301 to heat the passenger compartment.

[0085] Further, the H end of the sixth three-way valve 302 is not blocked. Thus, the coolant can be divided into two paths at the sixth three-way valve 302. The first path is as described above, and the second path flows through the radiator 303 and converges with the first path at the second four-way valve 304 and then jointly flows to the motor water pump 305. Thereby, the radiator 303 dissipates heat from the motor 301, improving the heat dissipation efficiency. It should be noted that the second path is an optional circulation loop. The specific circulation path is as Figure 2 shown.

[0086] Figure 2 FIG. is a schematic diagram of the circulation of the thermal management system provided in an embodiment of this specification when applied to the occupant compartment heating scenario. As Figure 2 shown, different line segments are used to indicate the circulation loop, the optional circulation loop, and the non-circulation loop.

[0087] Preferably, the thermal management system can utilize the waste heat of the motor 301 to heat the occupant compartment and keep the battery 403 warm.

[0088] Specifically, the motor water pump 305 and / or the battery water pump 402 of the battery 403 start to operate. The H end of the sixth three-way valve 302 and the B end of the fifth three-way valve 307 are blocked, and the D and G ends of the first four-way valve 201 are connected to each other, and the E and F ends are connected to each other, so that the coolant can flow along the motor 301, the sixth three-way valve 302, the seventh three-way valve 308, the heater 309, the second cooling close-fitting member 310, the occupant compartment heater 311, the second four-way valve 304, the motor water pump 305, the first four-way valve 201, the eighth three-way valve 401, the battery water pump 402 of the battery 403, the battery 403, the first cooling close-fitting member 404, the first four-way valve 201, and the fifth three-way valve 307 and flow back to the motor 301, circulating repeatedly. During the flow of the coolant, the heat of the motor 301 can be transferred to the battery 403 and the occupant compartment heater 311. That is to say, both the battery 403 and the occupant compartment heater 311 can utilize the waste heat of the motor 301. The battery 403 can utilize the waste heat of the occupant compartment to maintain the working temperature, and the occupant compartment heater 311 can utilize the waste heat of the motor 301 to heat the occupant compartment. The specific circulation path is as Figure 3 shown.

[0089] Figure 3 FIG. is a schematic diagram of the circulation of the thermal management system provided in an embodiment of this specification when applied to the occupant compartment heating and battery 403 heat preservation scenarios. As Figure 3 shown, different line segments are used to indicate the circulation loop and the non-circulation loop.

[0090] Preferably, the thermal management system can use the waste heat of the motor 301 to heat the passenger compartment, keep the battery 403 warm, and dissipate heat from the motor 301 through the radiator 303.

[0091] Specifically, the motor water pump 305 and / or the battery 403 water pump 402 start to operate. The B end of the five-way three-way valve 307 is blocked, and the D and G ends of the first four-way valve 201 are connected to each other, and the E and F ends are connected to each other. That is to say, on the basis of the provided embodiment, the H end of the six-way three-way valve 302 is unblocked, so that after the coolant flows out of the six-way three-way valve 302, it can also flow through the radiator 303 and be combined with the coolant flowing through the passenger compartment heater 311 into the second four-way valve 304, circulating repeatedly. So that the coolant flowing out of the motor 301 can directly flow to the radiator 303 in addition to flowing to the battery 403 and the passenger compartment heater 311, quickly cooling down, and thus realizing the heat dissipation of the motor 301. Figure 3 On the basis of the provided embodiment, the H end of the six-way three-way valve 302 is unblocked, so that after the coolant flows out of the six-way three-way valve 302, it can also flow through the radiator 303 and be combined with the coolant flowing through the passenger compartment heater 311 into the second four-way valve 304, circulating repeatedly. So that the coolant flowing out of the motor 301 can directly flow to the radiator 303 in addition to flowing to the battery 403 and the passenger compartment heater 311, quickly cooling down, and thus realizing the heat dissipation of the motor 301.

[0092] Figure 4 The figure is a schematic diagram of the cycle of the thermal management system provided in an embodiment of this specification when applied to heating the passenger compartment, keeping the battery 403 warm, and dissipating heat from the motor 301. As Figure 4 shown, the circulating circuit and the non-circulating circuit are marked with different line segments.

[0093] Preferably, the thermal management system can dissipate heat from the motor 301 through the radiator 303.

[0094] Specifically, the motor water pump 305 starts to operate. The B end of the five-way three-way valve 307 and the I end of the six-way three-way valve 302 are both blocked, and the D and E ends of the first four-way valve 201 are connected. So that the coolant can flow along the first four-way valve 201, the five-way three-way water valve, the motor 301, the six-way three-way water valve, the radiator 303, the second four-way valve 304, the motor water pump 305, and flow back to the first four-way valve 201, circulating repeatedly. So that during the flow of the coolant, it can absorb heat when flowing through the motor 301 and release heat when flowing through the radiator 303, completing the cooling of the motor 301.

[0095] Preferably, the thermal management system can use a heat pump to cool the passenger compartment. It should be noted that the heat pump is composed of multiple components such as a compressor 101 and a gas-liquid separator 110. The heat pump can heat the refrigerant and also cool the refrigerant. In this embodiment, the heat pump refrigerates to cool the refrigerant.

[0096] Specifically, the compressor 101 starts running, the first electronic expansion valve 106 and the third refrigerant stop valve 115 are blocked, and the first refrigerant stop valve 103, the second refrigerant stop valve 114, and the second electronic expansion valve 111 are connected in communication, enabling the refrigerant to flow along the compressor 101, the first three-way valve 102, the first refrigerant stop valve 103, the external condenser 104, the second three-way valve 105, the second electronic expansion valve 111, the in-vehicle evaporator 112, the fourth three-way valve 113, the second refrigerant stop valve 114, the third three-way valve 109, the gas-liquid separator 110, and then flow back to the compressor 101 in a cycle. Thus, the refrigerant is cooled under the influence of components such as the compressor 101 and the gas-liquid separator 110, and absorbs heat when flowing through the in-vehicle evaporator 112 disposed in the passenger compartment, thereby achieving cooling of the passenger compartment through the in-vehicle evaporator 112.

[0097] Preferably, the thermal management system can achieve cooling the battery 403 using a heat pump. In this embodiment, the heat pump refrigerates to cool the refrigerant.

[0098] Specifically, the compressor 101 starts running, the second electronic expansion valve 111, the second refrigerant stop valve 114, and the third refrigerant stop valve 115 are blocked, and the first refrigerant stop valve 103 and the first electronic expansion valve 106 are connected in communication, enabling the refrigerant to flow along the compressor 101, the first three-way valve 102, the first refrigerant stop valve 103, the external condenser 104, the second three-way valve 105, the first electronic expansion valve 106, the first cooler 107, the second cooler 107, the third three-way valve 109, the gas-liquid separator 110, and then flow back to the compressor 101 in a cycle. And, the battery 403 water pump 402 starts running, and the F and G ends of the first four-way valve 201 are connected to each other, enabling the coolant to flow along the first four-way valve 201, the eighth three-way valve 401, the battery 403 water pump 402, the battery 403, the first cooling close-fitting member 404, and then flow back to the first four-way valve 201. Among them, the first cooler 107 is in close contact with the first cooling close-fitting member 404, enabling the refrigerant circulating in the heat pump circuit 100 to exchange heat with the coolant circulating in the battery 403 circuit 300 when flowing through the first cooler 107, thereby achieving cooling of the battery 403. The circulation path is as Figure 5 shown.

[0099] Figure 5 is a schematic diagram of the cycle of the thermal management system provided in an embodiment of this specification when applied to the scenario of dissipating heat from the battery 403 using a heat pump. As Figure 5 shown, different line segments are used to mark the circulating circuit and the non-circulating circuit.

[0100] Preferably, the thermal management system can use the radiator 303 to dissipate heat from the battery 403.

[0101] Specifically, the motor water pump 305 and / or the battery 403 water pump 402 starts to operate, the J end of the sixth three-way valve 302 and the A end of the fifth three-way valve 307 are blocked, and the D and G ends of the first four-way valve 201 are connected to each other, and the E and F ends are connected to each other, so that the coolant can flow along the eighth three-way valve 401, the battery 403 water pump 402, the battery 403, the first cooling close-fitting part 404, the first four-way valve 201, the fifth three-way valve 307, the seventh three-way valve 308, the sixth three-way valve 302, the radiator 303, the second four-way valve 304, the motor water pump 305, the first four-way valve 201, and flow back to the eighth three-way valve 401. In this way, during the circulation of the coolant, it can absorb heat at the battery 403 and release heat at the radiator 303 to complete the heat dissipation of the battery 403.

[0102] Preferably, the thermal management system can use the heat pump to cool the battery 403 and the passenger compartment. In this embodiment, the heat pump refrigerates to cool the refrigerant.

[0103] Specifically, the compressor 101 starts to operate, the third refrigerant stop valve 115 is blocked, and the first refrigerant stop valve 103, the second refrigerant stop valve 114, the first electronic expansion valve 106, and the second electronic expansion valve 111 are connected, so that the refrigerant can flow along the compressor 101, the first three-way valve 102, the first refrigerant stop valve 103, the vehicle external condenser 104, and the second three-way valve 105, and is divided into two paths at the second three-way valve 105. One path flows along the second electronic expansion valve 111, the vehicle internal evaporator 112, the fourth three-way valve 113, the second refrigerant stop valve 114, the third three-way valve 109, and the gas-liquid separator 110, and flows back to the compressor 101. The refrigerant is cooled under the influence of components such as the compressor 101 and the gas-liquid separator 110, and absorbs heat when flowing through the vehicle internal evaporator 112 arranged in the passenger compartment, so as to cool the passenger compartment through the vehicle internal evaporator 112.

[0104] Another path flows along the first electronic expansion valve 106, the first cooler 107, the second cooler 107, the third three-way valve 109, and the gas-liquid separator 110, and then flows back to the compressor 101. This cycle repeats. And the battery 403 water pump 402 starts to operate, and the F and G ends of the first four-way valve 201 are connected to each other, enabling the coolant to flow along the first four-way valve 201, the eighth three-way valve 401, the battery 403 water pump 402, the battery 403, and the first cooling close-fitting member 404, and then flow back to the first four-way valve 201. Among them, the first cooler 107 is in close contact with the first cooling close-fitting member 404, so that the refrigerant circulating in the heat pump circuit 100 can exchange heat with the coolant circulating in the battery 403 circuit 300 when flowing through the first cooler 107, thereby achieving the cooling of the battery 403. The circulation path is as Figure 6 shown.

[0105] Figure 6 It is a schematic diagram of the circulation of the thermal management system provided by an embodiment of this specification in the scenarios of occupant compartment refrigeration and battery 403 refrigeration. As Figure 6 shown, different line segments are used to mark the circulated circuit and the uncirculated circuit.

[0106] Preferably, the thermal management system can use the heat pump to cool the occupant compartment and dissipate heat from the motor 301 through the radiator 303. In this embodiment, the heat pump refrigerates to cool the refrigerant.

[0107] Specifically, the compressor 101 starts to operate, the first electronic expansion valve 106 and the third refrigerant cut-off valve 115 are blocked, and the first refrigerant cut-off valve 103, the second refrigerant cut-off valve 114, and the second electronic expansion valve 111 are connected, enabling the refrigerant to flow along the compressor 101, the first three-way valve 102, the first refrigerant cut-off valve 103, the vehicle external condenser 104, the second three-way valve 105, the second electronic expansion valve 111, the vehicle internal evaporator 112, the fourth three-way valve 113, the second refrigerant cut-off valve 114, the third three-way valve 109, and the gas-liquid separator 110, and then flow back to the compressor 101. This cycle repeats. The refrigerant is cooled under the influence of components such as the compressor 101 and the gas-liquid separator 110, and absorbs heat when flowing through the vehicle internal evaporator 112 configured in the occupant compartment, thereby achieving the cooling of the occupant compartment through the vehicle internal evaporator 112.

[0108] The motor pump 305 starts to operate. The B end of the fifth three-way valve 307 and the I end of the sixth three-way valve 302 are blocked, and the D and E ends of the first four-way valve 201 are connected. This allows the coolant to flow along the first four-way valve 201, the fifth three-way water valve, the motor 301, the sixth three-way water valve, the radiator 303, the second four-way valve 304, the motor pump 305, and then back to the first four-way valve 201, cycling continuously. During the flow of the coolant, it can absorb heat when passing through the motor 301 and release heat when passing through the radiator 303, thus completing the cooling of the motor 301.

[0109] Preferably, the thermal management system can use a heat pump to cool the battery 403 and the passenger compartment, and dissipate heat from the motor 301 through the radiator 303. In this embodiment, the heat pump refrigerates to cool the refrigerant.

[0110] Specifically, the compressor 101 starts to operate. The third refrigerant stop valve 115 is blocked, and the first refrigerant stop valve 103, the second refrigerant stop valve 114, the first electronic expansion valve 106, and the second electronic expansion valve 111 are connected. This allows the refrigerant to flow along the compressor 101, the first three-way valve 102, the first refrigerant stop valve 103, the external condenser 104, the second three-way valve 105, and then divide into two paths at the second three-way valve 105. One path flows along the second electronic expansion valve 111, the in-vehicle evaporator 112, the fourth three-way valve 113, the second refrigerant stop valve 114, the third three-way valve 109, the gas-liquid separator 110, and then back to the compressor 101. The refrigerant is cooled under the influence of components such as the compressor 101 and the gas-liquid separator 110, and absorbs heat when passing through the in-vehicle evaporator 112 configured in the passenger compartment, thereby cooling the passenger compartment through the in-vehicle evaporator 112.

[0111] The other path flows along the first electronic expansion valve 106, the first cooler 107, the second cooler 107, the third three-way valve 109, the gas-liquid separator 110, and then back to the compressor 101, cycling continuously. Also, the battery 403 pump 402 starts to operate, and the F and G ends of the first four-way valve 201 are connected to each other. This allows the coolant to flow along the first four-way valve 201, the eighth three-way valve 401, the battery 403 pump 402, the battery 403, the first cooling close-fitting member 404, and then back to the first four-way valve 201. Among them, the first cooler 107 is in close contact with the first cooling close-fitting member 404, so that the refrigerant circulating in the heat pump circuit 100 can exchange heat with the coolant circulating in the battery 403 circuit 300 when passing through the first cooler 107, thereby cooling the battery 403.

[0112] Moreover, the motor pump 305 starts to operate. The B end of the fifth three-way valve 307 and the I end of the sixth three-way valve 302 are both blocked, and the D and E ends of the first four-way valve 201 are connected. This allows the coolant to flow along the first four-way valve 201, the fifth three-way water valve, the electric motor 301, the sixth three-way water valve, the radiator 303, the second four-way valve 304, the motor pump 305, and then back to the first four-way valve 201 in a cycle. During the flow of the coolant, it can absorb heat when flowing through the electric motor 301 and release heat when flowing through the radiator 303, thus completing the cooling of the electric motor 301.

[0113] Preferably, the thermal management system can use a heat pump and a heater 309 to jointly dehumidify the passenger compartment. In this embodiment, the heat pump refrigerates to complete the cooling of the refrigerant.

[0114] Specifically, the compressor 101 starts to operate. The first electronic expansion valve 106 and the third refrigerant stop valve 115 are blocked. The first refrigerant stop valve 103, the second refrigerant stop valve 114, and the second electronic expansion valve 111 are connected, enabling the refrigerant to flow along the compressor 101, the first three-way valve 102, the first refrigerant stop valve 103, the vehicle exterior condenser 104, the second three-way valve 105, the second electronic expansion valve 111, the vehicle interior evaporator 112, the fourth three-way valve 113, the second refrigerant stop valve 114, the third three-way valve 109, the gas-liquid separator 110, and then back to the compressor 101 in a cycle.

[0115] The motor pump 305 and the heater 309 start to operate. The I end of the sixth three-way valve 302 and the A end of the fifth three-way valve 307 are blocked, and the D and E ends of the first four-way valve 201 are connected to each other. This allows the coolant to flow along the motor pump 305, the first four-way valve 201, the fifth three-way valve 307, the seventh three-way valve 308, the heater 309, the second cooling close-fitting part 310, the passenger compartment heater 311, and then back to the motor pump 305. The heater 309 can heat the coolant, causing the coolant to dissipate heat when flowing through the passenger compartment heater 311, thereby heating the passenger compartment. The vehicle interior evaporator 112 can refrigerate the passenger compartment. Thus, the passenger compartment heater 311 and the vehicle interior evaporator 112 jointly achieve the purpose of dehumidifying the passenger compartment.

[0116] Preferably, the thermal management system can use a heat pump and a heater 309 to jointly dehumidify the passenger compartment and at the same time cool the electric motor 301 through the heat pump. In this embodiment, the heat pump refrigerates to complete the cooling of the refrigerant.

[0117] Specifically, the compressor 101 starts to operate. The first electronic expansion valve 106 and the third refrigerant stop valve 115 are blocked. The first refrigerant stop valve 103, the second refrigerant stop valve 114, and the second electronic expansion valve 111 are connected in communication, enabling the refrigerant to flow along the compressor 101, the first three-way valve 102, the first refrigerant stop valve 103, the external condenser 104, the second three-way valve 105, the second electronic expansion valve 111, the internal evaporator 112, the fourth three-way valve 113, the second refrigerant stop valve 114, the third three-way valve 109, the gas-liquid separator 110, and flow back to the compressor 101 in a cycle.

[0118] The motor water pump 305 and the heater 309 start to operate. The H end of the sixth three-way valve 302 and the B end of the fifth three-way valve 307 are blocked, and the D and E ends of the first four-way valve 201 are connected to each other, enabling the coolant to flow along the motor water pump 305, the first four-way valve 201, the fifth three-way valve 307, the motor 301, the sixth three-way valve 302, the seventh three-way valve 308, the heater 309, the second cooling close-fitting member 310, the occupant compartment heater 311, and flow back to the motor water pump 305. The heater 309 can heat the coolant, causing the coolant to dissipate heat when flowing through the occupant compartment heater 311, thereby heating the occupant compartment. The internal evaporator 112 can cool the occupant compartment, so that the occupant compartment heater 311 and the internal evaporator 112 together achieve the purpose of dehumidifying the occupant compartment. Moreover, when the coolant flows through the motor 301, it can also dissipate heat for the motor 301.

[0119] Furthermore, the H end of the sixth three-way valve 302 is not blocked. Thus, the coolant can be divided into two paths at the sixth three-way valve 302. The first path is as described above, and the second path flows through the radiator 303 and converges with the first path at the second four-way valve 304 and then jointly flows to the motor water pump 305. Thereby, heat is dissipated for the motor 301 through the radiator 303, improving the heat dissipation efficiency. It should be noted that the second path is an optional circulation loop.

[0120] Preferably, the thermal management system can realize dehumidifying the occupant compartment by using a heat pump and the heater 309 together, and at the same time cooling the battery 403 through the heat pump. In this embodiment, the heat pump refrigerates to complete the cooling of the refrigerant.

[0121] Specifically, the compressor 101 starts running, the third refrigerant stop valve 115 is blocked, and the first refrigerant stop valve 103, the second refrigerant stop valve 114, the first electronic expansion valve 106, and the second electronic expansion valve 111 are connected, enabling the refrigerant to flow along the compressor 101, the first three-way valve 102, the first refrigerant stop valve 103, the external condenser 104, and the second three-way valve 105, and splitting into two paths at the second three-way valve 105. One path flows along the second electronic expansion valve 111, the in-vehicle evaporator 112, the fourth three-way valve 113, the second refrigerant stop valve 114, the third three-way valve 109, the gas-liquid separator 110, and then flows back to the compressor 101. This causes the refrigerant to cool down under the influence of components such as the compressor 101 and the gas-liquid separator 110, and absorb heat when flowing through the in-vehicle evaporator 112 configured in the passenger compartment, thereby achieving the cooling of the passenger compartment through the in-vehicle evaporator 112.

[0122] The other path flows along the first electronic expansion valve 106, the first cooler 107, the second cooler 107, the third three-way valve 109, the gas-liquid separator 110, and then flows back to the compressor 101, repeating the cycle. Moreover, the battery 403 water pump 402 starts running, and the F and G ends of the first four-way valve 201 are connected to each other, enabling the coolant to flow along the first four-way valve 201, the eighth three-way valve 401, the battery 403 water pump 402, the battery 403, and the first cooling close-fitting member 404, and then flowing back to the first four-way valve 201. Among them, the first cooler 107 is in close contact with the first cooling close-fitting member 404, enabling the refrigerant circulating in the heat pump circuit 100 to exchange heat with the coolant circulating in the battery 403 circuit 300 when flowing through the first cooler 107, thereby achieving the cooling of the battery 403.

[0123] Furthermore, the motor water pump 305 and the heater 309 start running, the I end of the sixth three-way valve 302 and the A end of the fifth three-way valve 307 are blocked, and the D and E ends of the first four-way valve 201 are connected to each other, enabling the coolant to flow along the motor water pump 305, the first four-way valve 201, the fifth three-way valve 307, the seventh three-way valve 308, the heater 309, the second cooling close-fitting member 310, the passenger compartment heater 311, and the second four-way valve 304, and then flowing back to the motor water pump 305. The heater 309 can heat the coolant, causing the coolant to dissipate heat when flowing through the passenger compartment heater 311, thereby heating the passenger compartment. The passenger compartment heater 311 and the in-vehicle evaporator 112 jointly achieve the function of dehumidifying the passenger compartment.

[0124] Preferably, the thermal management system can utilize the heater 309 to achieve heating of the passenger compartment.

[0125] Specifically, the motor pump 305 and the heater 309 start to operate. The I end of the sixth three-way valve 302 and the A end of the fifth three-way valve 307 are blocked, and the D and E ends of the first four-way valve 201 are connected to each other, enabling the coolant to flow along the motor pump 305, the first four-way valve 201, the fifth three-way valve 307, the seventh three-way valve 308, the heater 309, the second cooling close-fitting part 310, the occupant compartment heater 311, the second four-way valve 304, and flow back to the motor pump 305. The heater 309 can heat the coolant, causing the coolant to dissipate heat when flowing through the occupant compartment heater 311, thereby heating the occupant compartment and achieving occupant compartment heating.

[0126] Preferably, the thermal management system can achieve heating of the occupant compartment by using a heat pump. In this embodiment, the heat pump generates heat to complete the heating of the refrigerant.

[0127] Specifically, the compressor 101 starts to operate. The second electronic expansion valve 111, the second refrigerant stop valve 114, and the third refrigerant stop valve 115 are blocked. The first refrigerant stop valve 103 and the first electronic expansion valve 106 are connected, enabling the refrigerant to flow along the compressor 101, the first three-way valve 102, the first refrigerant stop valve 103, the vehicle exterior condenser 104, the second three-way valve 105, the first electronic expansion valve 106, the first cooler 107, the second cooler 107, the third three-way valve 109, the gas-liquid separator 110, and flow back to the compressor 101, repeating the cycle. It should be noted that the compressor 101 is in the heating mode, that is, the heat pump composed of components such as the compressor 101 and the gas-liquid separator 110 is heating the refrigerant.

[0128] Moreover, the motor pump 305 starts to operate. The H end of the sixth three-way valve 302 and the B end of the fifth three-way valve 307 are blocked, and the D and E ends of the first four-way valve 201 are connected to each other, enabling the coolant to flow along the motor pump 305, the first four-way valve 201, the fifth three-way valve 307, the motor 301, the sixth three-way valve 302, the seventh three-way valve 308, the heater 309, the second cooling close-fitting part 310, the occupant compartment heater 311, and flow back to the motor pump 305. The coolant can interact with the refrigerant to increase its temperature, and dissipate heat when flowing through the occupant compartment heater 311, thereby heating the occupant compartment. The occupant compartment heater 311 and the in-vehicle evaporator 112 together achieve the purpose of heating the occupant compartment. Moreover, the heater 309 can also operate to further heat the occupant compartment.

[0129] Furthermore, the H end of the sixth three-way valve 302 is not blocked. Thus, the coolant can be divided into two paths at the sixth three-way valve 302. The first path is as described above, and the second path flows through the radiator 303 and converges with the first path at the second four-way valve 304 and then jointly flows to the motor water pump 305. Thereby, the radiator 303 dissipates heat for the motor 301, improving the heat dissipation efficiency. It should be noted that the second path is an optional circulation loop.

[0130] Preferably, the thermal management system can utilize a heat pump to cool the battery 403 and heat the passenger compartment through the heater 309 and the passenger compartment heater 311. In this embodiment, the heat pump refrigerates to complete the cooling of the refrigerant.

[0131] Specifically, the compressor 101 starts to operate. The second electronic expansion valve 111, the second refrigerant stop valve 114, and the third refrigerant stop valve 115 are blocked. The first refrigerant stop valve 103 and the first electronic expansion valve 106 are connected, enabling the refrigerant to flow along the compressor 101, the first three-way valve 102, the first refrigerant stop valve 103, the vehicle exterior condenser 104, the second three-way valve 105, the first electronic expansion valve 106, the first cooler 107, the second cooler 107, the third three-way valve 109, the gas-liquid separator 110, and then flow back to the compressor 101, circulating repeatedly.

[0132] The battery 403 water pump 402 starts to operate. The F and G ends of the first four-way valve 201 are connected to each other, enabling the coolant to flow along the first four-way valve 201, the eighth three-way valve 401, the battery 403 water pump 402, the battery 403, and the first cooling close-fitting member 404, and then flow back to the first four-way valve 201. Among them, the first cooler 107 is in close contact with the first cooling close-fitting member 404, enabling the refrigerant circulating in the heat pump circuit 100 to exchange heat with the coolant circulating in the battery 403 circuit 300 when flowing through the first cooler 107, thereby achieving the cooling of the battery 403.

[0133] Moreover, the motor water pump 305 and the battery 403 heater 309 start to operate. The H end of the sixth three-way valve 302 and the B end of the fifth three-way valve 307 are blocked, and the D and E ends of the first four-way valve 201 are connected to each other, enabling the coolant to flow along the motor water pump 305, the first four-way valve 201, the fifth three-way valve 307, the motor 301, the sixth three-way valve 302, the seventh three-way valve 308, the battery 403 heater 309, the second cooling close-fitting member 310, the passenger compartment heater 311, and then flow back to the motor water pump 305. The battery 403 heater 309 can heat the coolant, enabling the coolant to dissipate heat when flowing through the passenger compartment heater 311, thereby heating the passenger compartment.

[0134] Further, the H end of the sixth three-way valve 302 is not blocked. Thus, the coolant can be divided into two paths at the sixth three-way valve 302. The first path is as described above, and the second path flows through the radiator 303 and converges with the first path at the second four-way valve 304 and then jointly flows to the motor water pump 305. Thus, the radiator 303 dissipates heat from the motor 301, improving the heat dissipation efficiency. It should be noted that the second path is an optional circulation loop.

[0135] Preferably, the thermal management system can use a heat pump to heat the passenger compartment. Moreover, the heat of the battery 403 can be conducted to the refrigerant through the first cooler 107 and the first cooling close-fitting member 404. In addition, the cooler can be cooled by the vehicle exterior condenser 104. It should be noted that after the refrigerant is heated, it will flow through the in-vehicle evaporator 112 before flowing to the first cooler 107. At this time, the temperature of the refrigerant has decreased and it can absorb the heat of the cooler circulating inside the first cooling close-fitting member 404. In this embodiment, the heat pump refrigerates to complete the cooling of the refrigerant.

[0136] Specifically, the first refrigerant stop valve 103 and the second refrigerant stop valve 114 are blocked, and the third refrigerant stop valve 115, the first electronic expansion valve 106, and the second electronic expansion valve 111 are connected, enabling the refrigerant to flow along the compressor 101, the first three-way valve 102, the third refrigerant stop valve 115, the fourth three-way valve 113, the in-vehicle evaporator 112, the second electronic expansion valve 111, the second three-way valve 105, the first electronic expansion valve 106, the first cooler 107, the second cooler 107, the third three-way valve 109, and the gas-liquid separator 110 and then flow back to the compressor 101. The heat pump is used to heat the passenger compartment.

[0137] Moreover, the battery 403 water pump 402 starts to operate, and the F and G ends of the first four-way valve 201 are connected to each other, enabling the coolant to flow along the first four-way valve 201, the eighth three-way valve 401, the battery 403 water pump 402, the battery 403, and the first cooling close-fitting member 404 and then flow back to the first four-way valve 201. Among them, the first cooler 107 is in close contact with the first cooling close-fitting member 404, enabling the refrigerant circulating in the heat pump circuit 100 to exchange heat with the coolant circulating in the battery 403 circuit 300 when flowing through the first cooler 107, thereby realizing the cooling of the battery 403.

[0138] Further, the first refrigerant stop valve 103 is not blocked. After the refrigerant flows through the first three-way valve 102, it is divided into two paths. The first path is as described above. After the second path flows out of the first three-way valve 102, it flows through the vehicle exterior condenser 104 and then converges with the first path at the second three-way valve 105. The heat dissipation of the refrigerant is realized through the vehicle exterior condenser 104. The specific circulation loop is asFigure 7 As shown. It should be noted that the second path is an optional circulation loop.

[0139] Figure 7 It is a schematic diagram of the application of the thermal management system provided in an embodiment of this specification in the scenarios of heating the passenger compartment and cooling the battery 403. As Figure 7 shown, different line segments are used to mark the circulation loop, the optional circulation loop and the uncirculated loop. It should be noted that the optional circulation loop is the second path of the aforementioned refrigerant.

[0140] Preferably, on the basis of the embodiment shown in Figure 7 the motor water pump 305 starts to operate, the B end of the fifth three-way valve 307 and the I end of the sixth three-way valve 302 are blocked, and the D and E ends of the first four-way valve 201 are connected. So that the coolant can flow along the first four-way valve 201, the fifth three-way water valve, the motor 301, the sixth three-way water valve, the radiator 303, the second four-way valve 304, the motor water pump 305, and flow back to the first four-way valve 201, circulating repeatedly. So that during the flow of the coolant, it can absorb heat when flowing through the motor 301 and release heat when flowing through the radiator 303, completing the cooling of the motor 301.

[0141] Preferably, the thermal management system can realize the dehumidification of the passenger compartment by using a heat pump and a heater 309, while cooling the battery 403 and the motor 301 at the same time. In this embodiment, the heat pump refrigerates to complete the cooling of the refrigerant.

[0142] Specifically, the compressor 101 starts to operate, the third refrigerant cut-off valve 115 is blocked, and the first refrigerant cut-off valve 103, the second refrigerant cut-off valve 114, the first electronic expansion valve 106 and the second electronic expansion valve 111 are connected, so that the refrigerant can flow along the compressor 101, the first three-way valve 102, the first refrigerant cut-off valve 103, the vehicle external condenser 104, the second three-way valve 105, and is divided into two paths at the second three-way valve 105. One path flows along the second electronic expansion valve 111, the vehicle internal evaporator 112, the fourth three-way valve 113, the second refrigerant cut-off valve 114, the third three-way valve 109, the gas-liquid separator 110, and flows back to the compressor 101. So that the refrigerant is cooled under the influence of components such as the compressor 101 and the gas-liquid separator 110, and absorbs heat when flowing through the vehicle internal evaporator 112 arranged in the passenger compartment, thereby realizing the cooling of the passenger compartment through the vehicle internal evaporator 112.

[0143] Another path flows along the first electronic expansion valve 106, the first cooler 107, the second cooler 107, the third three-way valve 109, and the gas-liquid separator 110, and then flows back to the compressor 101. This cycle repeats. And, the battery 403 water pump 402 starts to operate, and the F and G ends of the first four-way valve 201 are connected to each other, enabling the coolant to flow along the first four-way valve 201, the eighth three-way valve 401, the battery 403 water pump 402, the battery 403, and the first cooling close-fitting part 404, and then flow back to the first four-way valve 201. Among them, the first cooler 107 is in close contact with the first cooling close-fitting part 404, so that the refrigerant circulating in the heat pump circuit 100 can exchange heat with the coolant circulating in the battery 403 circuit 300 when flowing through the first cooler 107, thereby achieving the cooling of the battery 403.

[0144] And, the motor water pump 305 and the heater 309 start to operate. The H end of the sixth three-way valve 302 and the B end of the fifth three-way valve 307 are blocked, and the D and E ends of the first four-way valve 201 are connected to each other, enabling the coolant to flow along the motor water pump 305, the first four-way valve 201, the fifth three-way valve 307, the seventh three-way valve 308, the heater 309, the second cooling close-fitting part 310, the occupant compartment heater 311, and the second four-way valve 304, and then flow back to the motor water pump 305. The heater 309 can heat the coolant so that the coolant dissipates heat when flowing through the occupant compartment heater 311, thereby heating the occupant compartment. The occupant compartment heater 311 and the in-vehicle evaporator 112 together realize the function of dehumidifying the occupant compartment.

[0145] Furthermore, the H end of the sixth three-way valve 302 is not blocked. Thus, the coolant can be divided into two paths at the sixth three-way valve 302. The first path is as described above, and the second path flows through the radiator 303 and converges with the first path at the second four-way valve 304, and then they jointly flow to the motor water pump 305. Thus, the radiator 303 dissipates heat for the motor 301, improving the heat dissipation efficiency. It should be noted that the second path is an optional circulation circuit.

[0146] Preferably, the thermal management system can realize heating the occupant compartment using a heat pump and cooling the motor 301. In this embodiment, the heat pump generates heat to heat the refrigerant.

[0147] Specifically, the compressor 101 starts to operate, the first electronic expansion valve 106 and the third refrigerant stop valve 115 are blocked, and the first refrigerant stop valve 103, the second refrigerant stop valve 114, and the second electronic expansion valve 111 are connected in communication, enabling the refrigerant to flow along the compressor 101, the first three-way valve 102, the first refrigerant stop valve 103, the external condenser 104, the second three-way valve 105, the second electronic expansion valve 111, the in-vehicle evaporator 112, the fourth three-way valve 113, the second refrigerant stop valve 114, the third three-way valve 109, the gas-liquid separator 110, and flow back to the compressor 101 in a cycle. The refrigerant is heated under the influence of components such as the compressor 101 and the gas-liquid separator 110, and releases heat when flowing through the in-vehicle evaporator 112 disposed in the passenger compartment, thereby realizing heating the passenger compartment through the in-vehicle evaporator 112.

[0148] The motor water pump 305 starts to operate, the H end of the sixth three-way valve 302 and the B end of the fifth three-way valve 307 are blocked, and the D and E ends of the first four-way valve 201 are connected to each other, enabling the coolant to flow along the motor water pump 305, the first four-way valve 201, the fifth three-way valve 307, the motor 301, the sixth three-way valve 302, the seventh three-way valve 308, the battery 403 heater 309, the second cooling close-fitting member 310, the passenger compartment heater 309, and flow back to the motor water pump 305. When the coolant flows through the second cooling close-fitting member 310, it can exchange heat with the refrigerant circulating in the second cooler 107 and conduct the heat to the refrigerant, thereby realizing heat dissipation of the motor 301. It should be noted that although the heat pump is heating, before the refrigerant flows through the second cooler 107, it has already flowed through the in-vehicle evaporator 112, and most of the heat has been used to heat the passenger compartment, and the temperature has dropped below the temperature of the coolant, so that it can absorb the heat in the coolant.

[0149] Furthermore, the H end of the sixth three-way valve 302 is not blocked. Thus, the coolant can be divided into two paths at the sixth three-way valve 302. The first path is as described above, and the second path flows through the radiator 303 and converges with the first path at the second four-way valve 304 and jointly flows to the motor water pump 305. Thereby, heat dissipation of the motor 301 is achieved through the radiator 303, improving the heat dissipation efficiency.

[0150] Preferably, the thermal management system can realize cooling the motor 301 and the battery 403 using the heat pump, and at the same time realize heating of the passenger compartment. In this embodiment, the heat pump refrigerates to complete cooling of the refrigerant.

[0151] Specifically, the compressor 101 starts running, the second electronic expansion valve 111, the second refrigerant stop valve 114, and the third refrigerant stop valve 115 are blocked, and the first refrigerant stop valve 103 and the first electronic expansion valve 106 are connected, enabling the refrigerant to flow along the compressor 101, the first three-way valve 102, the first refrigerant stop valve 103, the external condenser 104, the second three-way valve 105, the first electronic expansion valve 106, the first cooler 107, the second cooler 107, the third three-way valve 109, the gas-liquid separator 110, and then flow back to the compressor 101, repeating the cycle.

[0152] Moreover, the battery 403 water pump 402 starts running, and the F and G ends of the first four-way valve 201 are connected to each other, enabling the coolant to flow along the first four-way valve 201, the eighth three-way valve 401, the battery 403 water pump 402, the battery 403, and the first cooling close-fitting part 404, and then flow back to the first four-way valve 201. Among them, the first cooler 107 is in close contact with the first cooler 107 close-fitting part, so that the refrigerant circulating in the heat pump circuit 100 can exchange heat with the coolant circulating in the battery 403 circuit 300 when flowing through the first cooler 107, thereby achieving the purpose of cooling the battery 403.

[0153] Moreover, the motor water pump 305 starts running, the H end of the sixth three-way valve 302 and the B end of the fifth three-way valve 307 are blocked, and the D and E ends of the first four-way valve 201 are connected to each other, enabling the coolant to flow along the motor water pump 305, the first four-way valve 201, the fifth three-way valve 307, the motor 301, the sixth three-way valve 302, the seventh three-way valve 308, the heater 309, the second cooling close-fitting part 310, the occupant compartment heater 311, and then flow back to the motor water pump 305. The coolant can exchange heat with the refrigerant, thereby heating up, and dissipating heat when flowing through the occupant compartment heater 311, thereby heating the occupant compartment. The occupant compartment heater 311 and the in-vehicle evaporator 112 together achieve the purpose of heating the occupant compartment. Moreover, the heater 309 can also run to further heat the occupant compartment.

[0154] Furthermore, the H end of the sixth three-way valve 302 is not blocked. Thus, the coolant can be divided into two paths at the sixth three-way valve 302. The first path is as described above, and the second path flows through the radiator 303 and converges with the first path at the second four-way valve 304, and then they jointly flow to the motor water pump 305. Thus, the radiator 303 is used to dissipate heat from the motor 301, improving the heat dissipation efficiency. It should be noted that the second path is an optional circulation loop.

[0155] Preferably, the thermal management system can achieve a significant reduction in the temperature of the battery 403 using a heat pump. In this embodiment, the heat pump refrigerates to cool the refrigerant.

[0156] Specifically, the compressor 101 starts running, the second electronic expansion valve 111, the second refrigerant stop valve 114, and the third refrigerant stop valve 115 are blocked, and the first refrigerant stop valve 103 and the first electronic expansion valve 106 are connected, enabling the refrigerant to flow along the compressor 101, the first three-way valve 102, the first refrigerant stop valve 103, the vehicle external condenser 104, the second three-way valve 105, the first electronic expansion valve 106, the first cooler 107, the second cooler 107, the third three-way valve 109, the gas-liquid separator 110, and then flow back to the compressor 101, repeating the cycle.

[0157] Moreover, the battery 403 water pump 402 starts running. The D and G ends of the first four-way valve 201 are connected to each other, and the E and F ends are connected to each other. The I end of the sixth three-way valve 302 and the A end of the fifth three-way valve 307 are blocked, enabling the coolant to flow along the battery 403 water pump 402, the battery 403, the first cooling close-fitting part 404, the first four-way valve 201, the fifth three-way valve 307, the seventh three-way valve 308, the heater 309, the second cooling close-fitting part 310, the passenger compartment heater 311, the second four-way valve 304, the motor water pump 305, the first four-way valve 201, the eighth three-way valve 401, and then flow back to the battery 403 water pump 402, repeating the cycle. Among them, the first cooler 107 is in close contact with the first cooling close-fitting part 404, and the second cooler 107 is in close contact with the second cooling close-fitting part 310, enabling the refrigerant circulating in the heat pump circuit 100 to exchange heat with the coolant circulating in the battery motor cooling circuit 200 when flowing through the first cooler 107 and the second cooler 107, thereby achieving a significant temperature reduction of the battery 403. The circulation path is as Figure 8 shown. It should be noted that the heater 309 is not working.

[0158] Figure 8 This is a schematic diagram of the circulation of the thermal management system provided in an embodiment of this specification when the heat pump is used to significantly cool the battery 403. As Figure 8 shown, different line segments are used to mark the circulated circuit and the uncirculated circuit.

[0159] Preferably, the thermal management system can realize filling the coolant by using the first expansion tank 405 and the second expansion tank 406.

[0160] Specifically, the battery 403, the water pump 402, and the motor water pump 305 all start to operate. The ports of the sixth three-way valve 302 and the fifth three-way valve 307 are not blocked, and all ports of the first four-way valve 201 can be interconnected. The coolant can flow unobstructed in the battery motor cooling circuit 200, enabling rapid coolant filling.

[0161] Preferably, the new energy commercial vehicle includes a frame, as well as a passenger compartment and a functional structure fixed above the frame.

[0162] Preferably, the frame is fixed with a plurality of front wheels and a plurality of rear wheels.

[0163] Those skilled in the art can understand that the foregoing is the general architecture of a new energy commercial vehicle. Among them, the functional structure can be a carriage, a traction structure, etc., and this specification does not limit it.

[0164] Preferably, the electric motor 301 is connected to the passenger compartment heater 311 through a pipeline in sequence via the sixth three-way valve 302, the seventh three-way valve 308, the heater 309, and the second cooling gasket 310.

[0165] Preferably, the electric motor 301 is fixedly connected to the frame, and the position of the electric motor 301 is close to the rear wheel.

[0166] Preferably, the passenger compartment heater 311 is arranged on one side of the passenger compartment close to the functional structure.

[0167] Preferably, the length of the pipeline connecting the electric motor 301 and the passenger compartment heater 311 is less than a preset length threshold, so that the utilization rate of the waste heat of the electric motor 301 by the passenger compartment heater 311 is greater than a preset utilization rate threshold. It should be noted that the pipeline connecting the electric motor 301 and the passenger compartment heater 311 also passes through the sixth three-way valve 302, the seventh three-way valve 308, the heater 309, and the second cooling gasket 310 in sequence.

[0168] Preferably, both the length threshold and the utilization rate threshold are preset. The length threshold can be 10m, 8m, etc., and the utilization rate threshold can be 50%, 60%, etc.

[0169] Preferably, in this specification, the thermal management system of the entire commercial vehicle is highly integrated, achieving efficient energy utilization at the vehicle level.

[0170] Preferably, in this specification, the functions of thermal management components are reused, greatly reducing the cost of the thermal management system of a single new energy commercial vehicle.

[0171] Preferably, in this specification, the heat source of the occupant compartment heater can be flexibly selected, that is, the waste heat of the motor 301 can be directly utilized for heating, or heat pump heating, heater 309 heating and other methods can be combined.

[0172] Preferably, in this specification, when using the waste heat of the motor 301 to heat the occupant compartment, the system energy efficiency ratio is greater than 1, saving energy and achieving zero energy consumption for occupant compartment heating.

[0173] Preferably, in this specification, the battery 403 can utilize the waste heat of the motor 301 for heating and heat preservation, achieving zero energy consumption for heating the battery 403.

[0174] Preferably, in this specification, the battery 403 can be cooled by two heat exchangers, greatly improving the cooling effect. Among them, the first cooler 107 and the first cooling close-fitting part 404 form a heat exchanger, and the second cooler 107 and the second cooling close-fitting part 310 form another heat exchanger. And no additional cost is incurred. And the battery 403 can be cooled separately.

[0175] Preferably, in this specification, the reuse of multiple valves such as electronic expansion valves, three-way valves, and four-way valves is realized, further reducing the thermal management cost.

[0176] Preferably, in this specification, direct heat pump heat exchange is realized, eliminating intermediate heat exchange and improving the overall system efficiency.

[0177] The above is the thermal management system for new energy commercial vehicles provided by one or more embodiments of this specification. Based on the same idea, this specification also provides corresponding new energy commercial vehicles.

[0178] Preferably, the new energy commercial vehicle includes the thermal management system for new energy commercial vehicles provided by any one of the above embodiments. It should be noted that all actions of obtaining signals, information, or data in this application are carried out on the premise of complying with the corresponding data protection regulations and policies of the country where it is located and obtaining authorization from the owner of the corresponding device.

[0179] It should also be noted that the term "including", "comprising", or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, commodity, or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or elements inherent to such process, method, commodity, or device. Without further limitation, an element defined by the statement "including one..." does not exclude the existence of another identical element in the process, method, commodity, or device including the said element.

[0180] Each embodiment in this specification is described in a progressive manner. For the identical or similar parts among the embodiments, reference can be made to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and for the relevant parts, reference can be made to the partial description of the method embodiment.

[0181] The above is only the embodiment of this specification and is not intended to limit this specification. For those skilled in the art, various modifications and changes can be made to this specification. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of this specification shall be included within the scope of the claims of this application.

Claims

1. A thermal management system applied to new energy commercial vehicles, characterized in that: include; The heat pump circuit (100) comprises a compressor (101), a No. 1 three-way valve (102), a No. 1 refrigerant stop valve (103), an off-vehicle condenser (104), a No. 2 three-way valve (105), a No. 1 electronic expansion valve (106), a No. 1 cooler (107), a No. 2 cooler (108), a No. 3 three-way valve (109), and a gas-liquid separator (110) which are connected in sequence; further comprising a No. 2 electronic expansion valve (111) arranged between the No. 2 three-way valve (105) and the No. 3 three-way valve (109), an on-vehicle evaporator (112), a No. 4 three-way valve (113), and a No. 2 refrigerant stop valve (114); further comprising a No. 3 refrigerant stop valve (115) arranged between the No. 1 three-way valve (102) and the No. 4 three-way valve (113); A battery motor cooling circuit (200) comprises a battery circuit (300) and a motor circuit (400) connected via a No. 1 four-way valve (201); the battery circuit (300) comprises a No. 5 three-way valve (307) connected between two ports of the No. 1 four-way valve (201), a motor (301), a No. 6 three-way valve (302), a radiator (303), a No. 2 four-way valve (304), and a motor water pump (305); and further comprises a No. 5 three-way valve (307) and a No. 2 four-way valve (304). The motor circuit (400) comprises a No. 8 three-way valve (401) connected between the other two ports of the No. 1 four-way valve (201), a battery water pump (402), a battery (403) and a No. 1 cooling seal (404); the passenger compartment heater (311) is used to directly utilize the waste heat of the motor (301) to heat the passenger compartment.

2. The thermal management system for new energy commercial vehicles according to claim 1 is characterized in that: The thermal management system applied to new energy commercial vehicles further includes a controller (5); The controller (5) is connected to the compressor (101) and / or the motor (301) and / or the motor water pump (305) and / or the battery water pump (402) and / or the heater, and is used to control the compressor (101) and / or the motor (301) and / or the motor water pump (305) and / or the battery water pump (402) and / or the heater (309) to turn on or off.

3. The thermal management system for new energy commercial vehicles according to claim 1 is characterized in that: The A end of the No. 5 three-way valve (307) is connected to the motor (301), the B end is connected to the No. 7 three-way valve (308), and the C end is connected to the D end of the No. 1 four-way valve (201); the E end of the No. 1 four-way valve (201) is connected to the motor water pump (305), the F end is connected to the No. 8 three-way valve (401), and the G end is connected to the No. 1 cooling seal (404); the H end of the No. 6 three-way valve (302) is connected to the radiator (303), the I end is connected to the No. 7 three-way valve (308), and the J end is connected to the motor (301).

4. The thermal management system for new energy commercial vehicles according to claim 3 is characterized in that: The No. 5 three-way valve (307) and the No. 6 three-way valve (302) can both block any one of the ports in response to a user's operation; The number one four-way valve (201) can connect at least two ports in response to a user's operation.

5. The thermal management system for new energy commercial vehicles according to claim 3 is characterized in that: The thermal management system applied to new energy commercial vehicles further includes a controller (5); The controller (5) is connected to the No. 5 three-way valve (307) and / or the No. 6 three-way valve (302) and / or the No. 1 four-way valve (201), and is capable of blocking any one of the three-way valves, and is also capable of connecting at least two ports of the No. 1 four-way valve (201).

6. The thermal management system for new energy commercial vehicles according to claim 3 is characterized in that: Any two ports of the No. 1 four-way valve (201) can be connected to each other.

7. The thermal management system for new energy commercial vehicles according to any one of claims 4 to 6, characterized in that: The H end of the No. 6 three-way valve (302) and the B end of the No. 5 three-way valve (307) are blocked, and the D and G ends of the No. 1 four-way valve (201) are connected to each other, and the E and F ends are connected to each other, so that the coolant can flow along the motor (301), the No. 6 three-way valve (302), the No. 7 three-way valve (308), the heater (309), the No. 2 cooling seal (310), the passenger compartment heater (311), the No. 2 four-way valve (304) , a motor water pump (305), a No. 1 four-way valve (201), a No. 8 three-way valve (401), a battery water pump (402), a battery (403), a No. 1 cooling seal (404), a No. 1 four-way valve (201) and a No. 5 three-way valve (307), and flows back to the motor (301), and during the flow, the heat of the motor (301) is transferred to the battery (403) and / or the passenger compartment heater (311).

8. The thermal management system for new energy commercial vehicles according to claim 7 is characterized in that: The H end of the No. 6 three-way valve (302) is not blocked, and the coolant can also pass through the No. 6 three-way valve (302), flow through the radiator (303), and merge with the coolant flowing through the passenger compartment heater (311) into the No. 2 four-way valve (304).

9. The thermal management system for new energy commercial vehicles according to any one of claims 4 to 6, characterized in that: The H end of the No. 6 three-way valve (302) and the B end of the No. 5 three-way valve (307) are blocked, and the D and E ends of the No. 1 four-way valve (201) are connected to each other, so that the coolant can flow along the motor (301), the No. 6 three-way valve (302), the No. 7 three-way valve (308), the heater (309), the No. 2 cooling seal (310), the passenger compartment heater (311), the No. 2 four-way valve (304), the motor water pump (305), the No. 1 four-way valve (201), and the No. 5 three-way valve (307), and flow back to the motor (301), and transfer the heat of the motor (301) to the passenger compartment heater (311) during the flow process.

10. A new energy commercial vehicle, characterized in that: A thermal management system for new energy commercial vehicles comprising the thermal management system described in any one of claims 1 to 9.

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