Thermal management system and vehicle

Abstract

The utility model discloses a thermal management system and a vehicle, the thermal management system comprises a control valve, the control valve comprises a plurality of valve ports, the plurality of valve ports are respectively connected with a radiator, a heat exchanger, a battery heat exchange loop, a high pressure heat exchange loop and a heating loop, and the heat exchanger and / or the heating loop selectively exchange heat with an air conditioning system; the control valve selectively communicates with the valve ports, so that at least one closed loop is formed between the radiator and / or the heat exchanger and / or the battery heat exchange loop and / or the high-pressure heat exchange loop and / or the heating loop; wherein one valve port is communicated with one end of the high-pressure heat exchange loop, the other end of the high-pressure heat exchange loop and one end of the radiator are communicated with each other and are both communicated with the other valve port, and the other valve port is communicated with the other end of the radiator. The heat generated by the high-pressure heat exchange loop or the battery heat exchange loop or the heating loop is transported into other loops or devices through one control valve, so that the heat generated by the heat management system is effectively utilized, and the cost is reduced.

Description

Technical Field

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

[0002] The thermal management architecture is a key link in the development of electric vehicle technology. It is related to the performance of the battery pack, vehicle energy consumption, and passenger comfort, and is an important way to improve the comprehensive performance of electric vehicles.

[0003] The thermal management architecture, simply speaking, is a control system for the internal heat of an electric vehicle. It involves multiple subsystems such as battery pack thermal management, drive motor cooling, air conditioning system, and passenger compartment temperature regulation. In an electric vehicle, since a large amount of heat is generated when the battery pack works, and the performance and life of the battery pack are closely related to temperature, an efficient and intelligent thermal management architecture is crucial.

[0004] In related technologies, the thermal management strategy has a poor correlation with the actual driving conditions of the vehicle, resulting in problems such as high driving energy consumption, poor driving economy, and many components in the vehicle. Therefore, there is a huge space for performance optimization in the thermal management architecture. Summary of the Utility Model

[0005] The utility model aims to solve at least one of the technical problems existing in the prior art. For this purpose, the utility model provides a thermal management system, which forms at least one closed loop among a radiator, a heat exchanger, a battery heat exchange loop, a high-voltage heat exchange loop, and a heating loop through a control valve, so as to effectively utilize the heat generated by the thermal management system.

[0006] The thermal management system according to the first aspect embodiment of the utility model includes: a control valve, including: a plurality of valve ports, the plurality of valve ports are respectively connected to a radiator, a heat exchanger, a battery heat exchange loop, a high-voltage heat exchange loop, and a heating loop, and the heat exchanger and / or the heating loop selectively exchange heat with an air conditioning system; the control valve selectively connects the plurality of valve ports to form at least one closed loop among the radiator and / or the heat exchanger and / or the battery heat exchange loop and / or the high-voltage heat exchange loop and / or the heating loop; one of the valve ports is connected to one end of the high-voltage heat exchange loop, the other end of the high-voltage heat exchange loop and one end of the radiator are mutually connected and both are connected to another valve port, and another valve port is connected to the other end of the radiator.

[0007] According to the heat management system of the embodiments of the present utility model, at least one closed loop is formed among the radiator, the heat exchanger, the battery heat exchange loop, the high-voltage heat exchange loop, and the heating loop through a control valve. That is, the heat generated by the high-voltage heat exchange loop or the battery heat exchange loop or the heating loop can be transported to the remaining loops or components, so that the heat generated by the heat management system can be effectively utilized.

[0008] According to some embodiments of the present utility model, the multiple valve ports include: a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, a sixth valve port, a seventh valve port, an eighth valve port, and a ninth valve port; the first valve port is communicated with one end of the high-voltage heat exchange loop, the second valve port is communicated with the other end of the high-voltage heat exchange loop and one end of the radiator, and the third valve port is communicated with the other end of the radiator; the fourth valve port and the fifth valve port are respectively communicated with both ends of the heat exchanger; the sixth valve port and the seventh valve port are respectively communicated with both ends of the battery heat exchange loop; the eighth valve port and the ninth valve port are respectively communicated with both ends of the heating loop.

[0009] According to some embodiments of the present utility model, the high-voltage heat exchange loop includes: a first water pump, a high-voltage device, and a first temperature sensor, and the first temperature sensor is connected in series with the first water pump and the high-voltage device.

[0010] According to some embodiments of the present utility model, the control valve can be connected in series with the high-voltage heat exchange loop and the battery heat exchange loop or the heat exchanger to use the heat of the high-voltage device for heating the battery pack or for heating the passenger compartment.

[0011] According to some embodiments of the present utility model, the battery heat exchange loop includes: a battery pack, a second water pump, and a second temperature sensor, and the second temperature sensor is connected in series with the second water pump and the battery pack.

[0012] According to some embodiments of the present utility model, the control valve can be connected in series with the battery heat exchange loop and the heat exchanger to realize heat dissipation of the battery pack.

[0013] According to some embodiments of the present utility model, the heating loop includes: a third water pump, a condenser, and a heater core, the third water pump, the condenser, and the heater core are connected in series, and the refrigerant of the air-conditioning system flows through the condenser.

[0014] According to some embodiments of the present utility model, the heating loop further includes: a third temperature sensor, and the third temperature sensor is connected in series with the third water pump, the condenser, and the heater core.

[0015] According to some embodiments of the present utility model, the control valve can be connected in series with the heating circuit and the battery heat exchange circuit to achieve heating of the passenger compartment and heating of the battery pack.

[0016] A vehicle according to an embodiment of the second aspect of the present utility model includes: the thermal management system.

[0017] The additional aspects and advantages of the present utility model will be partially given in the following description, partially become obvious from the following description, or be understood through the practice of the present utility model. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present utility model will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, where:

[0019] Figure 1 is a schematic structural diagram of a thermal management system according to an embodiment of the present utility model;

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

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

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

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

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

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

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

[0027] Figure 9 is a schematic structural diagram of the eighth working mode of the thermal management system according to an embodiment of the present utility model;

[0028] Figure 10 is a schematic structural diagram of the ninth working mode of the thermal management system according to an embodiment of the present utility model;

[0029] Figure 11 It is a schematic structural diagram of the tenth working mode of the thermal management system according to an embodiment of the present invention;

[0030] Figure 12 It is a schematic structural diagram of the eleventh working mode of the thermal management system according to an embodiment of the present invention.

[0031] Reference numerals:

[0032] 100, thermal management system;

[0033] 11, control valve; 12, radiator; 13, heat exchanger;

[0034] 20, high-pressure heat exchange circuit; 21, high-pressure device; 22, first water pump; 23, first temperature sensor;

[0035] 30, battery heat exchange circuit; 31, battery pack; 32, second water pump; 33, second temperature sensor;

[0036] 40, heating circuit; 41, condenser; 42, third water pump; 43, heater core; 44, electric heater; 45, third temperature sensor. Detailed implementation manners

[0037] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0038] Next, refer to Figures 1 - 12 Describe the thermal management system 100 according to an embodiment of the present invention, and a vehicle including the above thermal management system 100 is also proposed.

[0039] The thermal management system 100 includes: a control valve 11. The control valve 11 includes: a plurality of valve ports, and the plurality of valve ports are respectively connected to the radiator 12, the heat exchanger 13, the battery heat exchange circuit 30, the high-pressure heat exchange circuit 20, and the heating circuit 40. The heat exchanger 13 and / or the heating circuit 40 selectively exchanges heat with the air-conditioning system. Specifically, the heat exchanger 13 can absorb the heat of the battery pack 31 and exchange heat with the heating circuit 40 for heating the passenger compartment; the heat exchanger 13 can absorb the heat of the high-pressure heat exchange circuit 220, recover the waste heat of the high-pressure device 21, and use the waste heat of the high-pressure device 21 for heating the passenger compartment.

[0040] The control valve 11 selectively communicates the plurality of valve ports to form at least one closed loop between the radiator 12 and / or the heat exchanger 13 and / or the battery heat exchange circuit 30 and / or the high-pressure heat exchange circuit 20 and / or the heating circuit 40. For example, when the control valve 11 communicates the radiator 12 and the battery heat exchange circuit 30, the heat of the battery heat exchange circuit 30 is dissipated to the outside through the radiator 12.

[0041] For example, as shown in Figure 2 , Figure 3 , Figure 5 and Figure 6 , the control valve 11 can communicate with the radiator 12 and the high-pressure heat exchange circuit 20, so that the radiator 12 and the high-pressure heat exchange circuit 20 form a closed loop. The heat generated by the high-pressure device 21 is carried to the radiator 12 through the coolant, thereby realizing the heat dissipation of the high-pressure device 21.

[0042] In addition, as shown in Figure 2 , Figure 3 , Figure 7 and Figure 10 , the control valve 11 can communicate with both ends of the battery heat exchange circuit 30, and another closed loop is formed in the battery heat exchange circuit 30.

[0043] In addition, according to Figures 2 - 5 , Figure 9 , Figure 10 and Figure 12 , the control valve 11 can communicate with both ends of the heating circuit 40, and another closed loop is formed in the heating circuit 40, and the heating of the passenger compartment can be realized.

[0044] For another example, as shown in Figure 4 , the control valve 11 can communicate with the radiator 12, the high-pressure heat exchange circuit 20 and the battery heat exchange circuit 30. The radiator 12, the high-pressure heat exchange circuit 20 and the battery heat exchange circuit 30 are connected in series to form a closed loop, and the coolant circulates between the radiator 12, the high-pressure heat exchange circuit 20 and the battery heat exchange circuit 30, so that the heat generated by the battery pack 31 and the high-pressure device 21 can be transported to the radiator 12 and dissipated to the outside, thereby realizing the heat dissipation of the battery pack 31 and the high-pressure device 21.

[0045] For yet another example, as shown in Figure 10 , the control valve 11 can communicate with the battery heat exchange circuit 30 and the high-pressure heat exchange circuit 20. The battery heat exchange circuit 30 and the high-pressure heat exchange circuit 20 are connected in series to form a closed loop, so that the waste heat generated by the high-pressure device 21 can be used to heat the battery pack 31.

[0046] As shown in Figure 5 and Figure 9 , the control valve 11 can communicate with the heat exchanger 13 and the battery heat exchange circuit 30. The heat exchanger 13 can absorb the heat of the battery pack 31, and the heat exchanger 13 transfers the heat to the air conditioning system, which can be used for heating the passenger compartment.

[0047] As shown in Figure 6 , Figure 8 and Figure 11As shown, the control valve 11 can communicate with the heating circuit 40 and the battery heat exchange circuit 30. That is, the battery pack 31, the condenser 41, and the heater core 43 are connected in series with each other. When the refrigerant passes through the condenser 41, heat is generated, which can then transfer the heat to the heater core 43 and the battery pack 31, and finally achieve heating of the passenger compartment and heating of the battery pack 31.

[0048] As Figure 9 and Figure 10 shown, the control valve 11 can communicate with the high-pressure heat exchange circuit 20 and the heat exchanger 13. The heat generated by the high-pressure device 21 is carried to the heat exchanger 13 through the coolant, and then the waste heat of the high-pressure device 21 is recovered, and the waste heat can be used for defrosting in a cold environment. Also, since the heat exchanger 13 is connected to the air-conditioning system, the heat at the heat exchanger 13 can be transferred to the condenser 41 through the refrigerant, and then heating of the passenger compartment is achieved.

[0049] Thus, at least one closed loop is formed among the radiator 12, the heat exchanger 13, the battery heat exchange circuit 30, the high-pressure heat exchange circuit 20, and the heating circuit 40 through the control valve 11. That is, the heat generated by the high-pressure heat exchange circuit 20 or the battery heat exchange circuit 30 or the heating circuit 40 can be transported to the remaining circuits or devices, so that the heat generated by the thermal management system 100 can be effectively utilized.

[0050] Moreover, one of the valve ports communicates with one end of the high-pressure heat exchange circuit 20. The other end of the high-pressure heat exchange circuit 20 and one end of the radiator 12 are connected to each other and both are connected to another valve port, and another valve port communicates with the other end of the radiator 12. Specifically, when one of the valve ports communicates with another valve port, a closed loop is formed in the high-pressure heat exchange circuit 20 to achieve motor heat storage. Or, when one of the valve ports communicates with another valve port, the high-pressure heat exchange circuit 20 is connected in series with the radiator 12 and a closed loop is formed. At this time, the heat generated by the high-pressure device 21 is transported to the radiator 12 and dissipated to the outside, thereby achieving heat dissipation of the high-pressure device 21.

[0051] As Figures 1 - 12 shown, the multiple valve ports include: a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, a sixth valve port, a seventh valve port, an eighth valve port, and a ninth valve port. The first valve port is the Figures 1 - 12 "A" in Figures 1 - 12 ; the second valve port is the Figures 1 - 12 "B" in Figures 1 - 12 ; the third valve port is the Figures 1 - 12 "D" in Figures 1 - 12 ; the fourth valve port is the Figures 1 - 12 "E" in Figures 1 - 12 ; the fifth valve port is theFigures 1 - 12 "J" in

[0052] The first valve port is communicated with one end of the high-pressure heat exchange circuit 20, the second valve port is communicated with the other end of the high-pressure heat exchange circuit 20 and one end of the radiator 12, and the third valve port is communicated with the other end of the radiator 12. That is to say, when the first valve port and the second valve port are communicated, a closed circuit is formed in the high-pressure heat exchange circuit 20 to realize the heat storage of the motor; when the first valve port and the third valve port are communicated, the high-pressure heat exchange circuit 20 is connected in series with the radiator 12, and a closed circuit is formed by the high-pressure heat exchange circuit 20 and the radiator 12. At this time, the heat generated by the high-voltage device 21 is transported to the radiator 12 and dissipated to the outside, thereby realizing the heat dissipation of the high-voltage device 21.

[0053] Therefore, the high-pressure heat exchange circuit 20, the radiator 12 and other valve ports of the control valve 11 can be communicated through the first valve port, the second valve port and the third valve port, so as to realize the communication between the high-pressure heat exchange circuit 20, the radiator 12 and other circuits.

[0054] The fourth valve port and the fifth valve port are respectively communicated with both ends of the heat exchanger 13. The fourth valve port and the fifth valve port can be communicated with the heat exchanger 13, so that the heat exchanger 13 and other valve ports of the control valve 11 can be communicated through the fourth valve port and the fifth valve port, thereby realizing the communication between the heat exchanger 13 and other circuits.

[0055] The sixth valve port and the seventh valve port are respectively communicated with both ends of the battery heat exchange circuit 30. The sixth valve port and the seventh valve port can be communicated with the battery heat exchange circuit 30 to form a closed circuit in the battery heat exchange circuit 30. Or, the battery heat exchange circuit 30 and other valve ports of the control valve 11 can be communicated through the sixth valve port and the seventh valve port, thereby realizing the communication between the battery heat exchange circuit 30 and other circuits.

[0056] The eighth valve port and the ninth valve port are respectively communicated with both ends of the heating circuit 40. Specifically, the eighth valve port and the ninth valve port can be communicated with the heating circuit 40 to form a closed circuit in the heating circuit 40. Or, the heating circuit 40 and other valve ports of the control valve 11 can be communicated through the eighth valve port and the ninth valve port, thereby realizing the communication between the heating circuit 40 and other circuits.

[0057] The high-pressure heat exchange circuit 20 includes: a first water pump 22 and a high-voltage device 21, and the first water pump 22 and the high-voltage device 21 are connected in series with each other. Specifically, the second water pump 32 and the high-voltage device 21 are connected in series, and two of the ports of the first control valve 11 are connected in series with the high-voltage device 21. By connecting the high-voltage device 21 and the second water pump 32 in series, the coolant is driven to circulate in the high-voltage device 21 by the second water pump 32, so as to facilitate the high-voltage device 21 to absorb or dissipate heat.

[0058] Among them, the first water pump 22 can realize the circulating flow of the coolant.

[0059] The high-pressure heat exchange circuit 20 further includes: a first temperature sensor 23, and the first temperature sensor 23 is connected in series with the first water pump 22 and the motor. Specifically, the first temperature sensor 23 can monitor the temperature of the coolant, so as to control the opening degree of the first water pump 22 according to the temperature of the coolant, and further control the flow rate of the coolant. For example, when the temperature of the coolant is relatively high, the opening degree of the first water pump 22 can be increased.

[0060] Among them, the high-voltage device 21 is not limited to one or more of a drive motor, an on-vehicle charger, a power distribution unit, and a DC-DC converter.

[0061] The battery heat exchange circuit 30 includes: a battery pack 31 and a second water pump 32, and the second water pump 32 and the battery pack 31 are connected in series. By connecting the battery pack 31 and the second water pump 32 in series, the second water pump 32 drives the coolant to circulate in the battery pack 31, so as to facilitate the battery pack 31 to absorb or dissipate heat.

[0062] Among them, the second water pump 32 can realize the circulating flow of the coolant.

[0063] The battery heat exchange circuit 30 further includes: a second temperature sensor 33, and the second temperature sensor 33 is connected in series with the second water pump 32 and the battery pack 31. Specifically, the second temperature sensor 33 can monitor the temperature of the coolant, so as to control the opening degree of the second water pump 32 according to the temperature of the coolant, and further control the flow rate of the coolant. For example, when the temperature of the coolant is relatively high, the opening degree of the second water pump 32 can be increased.

[0064] The heating circuit 40 includes: a third water pump 42, a condenser 41, and a heater core 43. The third water pump 42, the condenser 41, and the heater core 43 are connected in series, and the refrigerant of the air-conditioning system flows through the condenser 41. That is to say, the condenser 41 is not only part of the air-conditioning system, but also can be part of the heating circuit 40. In this way, when the air-conditioning system is operating, since the condenser 41 generates heat, the heat can be transmitted to the battery heat exchange circuit 30 or the heater core 43 through the control valve 11 to realize heating the battery pack 31 or heating the passenger compartment, so as to reasonably utilize the heat generated by the condenser 41.

[0065] Among them, the third water pump 42 can realize the circulating flow of the coolant.

[0066] The heating circuit 40 further includes: an electric heater 44, which is disposed between the heater core 43 and the condenser 41. That is to say, the electric heater 44 is arranged between the heater core 43 and the condenser 41, and the coolant in the heating circuit 40 can be heated through the electric heater 44, so that when the air-conditioning system is not operating, the electric heater 44 can play a role in heating.

[0067] The heating circuit 40 further includes: a third temperature sensor 45, which is connected in series with the third water pump 42, the condenser 41 and the heater core 43. Specifically, the third temperature sensor 45 can monitor the temperature of the coolant, and thus control the opening degree of the third water pump 42 according to the temperature of the coolant, and further control the flow rate of the coolant. For example, when the temperature of the coolant is relatively high, the opening degree of the third water pump 42 can be increased.

[0068] The following will refer to Figures 2 - 12 describe the working modes of the thermal management system 100 of the embodiment of the present invention.

[0069] Refer to Figure 2 As shown, the first working mode of the thermal management system 100: equalizing the temperature of the battery pack 31 + heating the passenger compartment.

[0070] Loop 1: The second water pump 32 → the second temperature sensor 33 → the battery pack 31 → the control valve 11 → the second water pump 32, where the sixth valve port and the seventh valve port are connected. That is to say, the battery pack 31 and the second water pump 32 are connected in series, so that the coolant circulates in the battery pack 31, and thus the temperature of the battery pack 31 can be equalized.

[0071] Loop 2: The third water pump 42 → the condenser 41 → the third temperature sensor 45 → the heater core 43 → the electric heater 44 → the control valve 11 → the third water pump 42, where the eighth valve port and the ninth valve port are connected. That is to say, the condenser 41, the third water pump 42, the heater core 43 and the electric heater 44 form a closed loop. When the refrigerant passes through the condenser 41, heat will be generated, and thus the heat can be transferred to the heater core 43, and finally the heating of the passenger compartment can be realized.

[0072] Refer to Figure 3 As shown, the second working mode of the thermal management system 100: cooling the high-voltage device 21 + equalizing the temperature of the battery pack 31 + heating the passenger compartment.

[0073] Loop 1: The second water pump 32 → the second temperature sensor 33 → the battery pack 31 → the control valve 11 → the second water pump 32, where the sixth valve port and the seventh valve port are connected. That is to say, the battery pack 31 and the second water pump 32 are connected in series, so that the coolant circulates in the battery pack 31, and thus the temperature of the battery pack 31 can be equalized.

[0074] Circuit Two: The first water pump 22 → the high-voltage device 21 → the first temperature sensor 23 → the control valve 11 → the radiator 12 → the second water pump 32. Among them, the first valve port and the third valve port are connected. That is to say, the radiator 12 and the high-voltage heat exchange circuit 20 are interconnected through the control valve 11, so that the heat generated by the high-voltage device 21 can be carried to the radiator 12 through the coolant, and then the heat dissipation of the high-voltage device 21 is achieved.

[0075] Among them, the high-voltage device 21 can be a drive motor.

[0076] Circuit Three: The third water pump 42 → the condenser 41 → the third temperature sensor 45 → the heater core 43 → the electric heater 44 → the third water pump 42. Among them, the eighth valve port and the ninth valve port are connected. That is to say, the condenser 41, the third water pump 42, the heater core 43 and the electric heater 44 form a closed loop. When the refrigerant passes through the condenser 41, heat will be generated, so that the heat can be transmitted to the heater core 43, and finally the heating of the passenger compartment is achieved.

[0077] Refer to Figure 4 As shown, the working mode three of the thermal management system 100: heat dissipation of the high-voltage device 21 + heat dissipation of the battery pack 31 + heating of the passenger compartment.

[0078] Circuit One: The first water pump 22 → the high-voltage device 21 → the first temperature sensor 23 → the radiator 12 → the control valve 11 → the second water pump 32 → the second temperature sensor 33 → the battery pack 31 → the control valve 11 → the first water pump 22. Among them, the first valve port and the seventh valve port are connected, and the third valve port and the sixth valve port are connected.

[0079] That is to say, the radiator 12, the high-voltage heat exchange circuit 20 and the battery heat exchange circuit 30 are connected in series with each other through the control valve 11. Driven by the first water pump 22 and the second water pump 32, the coolant circulates among the radiator 12, the high-voltage heat exchange circuit 20 and the battery heat exchange circuit 30, so that the heat generated by the battery pack 31 and the high-voltage device 21 can be transported to the radiator 12 and dissipated to the outside, thereby realizing the heat dissipation of the battery pack 31 and the high-voltage device 21.

[0080] Among them, the high-voltage device 21 can be a drive motor.

[0081] Circuit Two: The third water pump 42 → the condenser 41 → the third temperature sensor 45 → the heater core 43 → the electric heater 44 → the control valve 11 → the third water pump 42. Among them, the eighth valve port and the ninth valve port are connected. That is to say, the condenser 41, the third water pump 42, the heater core 43 and the electric heater 44 form a closed loop. When the refrigerant passes through the condenser 41, heat will be generated, so that the heat can be transmitted to the heater core 43, and finally the heating of the passenger compartment is achieved.

[0082] Refer to Figure 5 As shown, the fourth working mode of the thermal management system 100: heat dissipation of the high-voltage device 21 + heat dissipation of the battery pack 31 + heating of the passenger compartment.

[0083] Loop 1: The second water pump 32 → the second temperature sensor 33 → the battery pack 31 → the control valve 11 → the heat exchanger 13 → the control valve 11 → the second water pump 32, where the fourth valve port and the seventh valve port are connected, and the fifth valve port and the sixth valve port are connected. That is to say, the battery heat exchange loop 30 and the heat exchanger 13 are connected in series with each other through the control valve 11, that is, the heat exchanger 13, the battery pack 31 and the second water pump 32 are connected in series with each other, so that the coolant circulates between the heat exchanger 13 and the battery pack 31. The heat exchanger 13 can absorb the heat of the battery pack 31 and exchange heat with the air-conditioning system, so as to realize the heat dissipation of the battery pack 31.

[0084] Loop 2: The first water pump 22 → the high-voltage device 21 → the first temperature sensor 23 → the control valve 11 → the radiator 12 → the control valve 11 → the second water pump 32, where the first valve port and the third valve port are connected. That is to say, the radiator 12 and the high-voltage heat exchange loop 20 are connected to each other through the control valve 11, so that the heat generated by the high-voltage device 21 is brought to the radiator 12 by the coolant, and then the heat dissipation of the high-voltage device 21 is realized.

[0085] Among them, the high-voltage device 21 can be a drive motor.

[0086] Loop 3: The third water pump 42 → the condenser 41 → the third temperature sensor 45 → the heater core 43 → the electric heater 44 → the control valve 11 → the third water pump 42, where the eighth valve port and the ninth valve port are connected. That is to say, the condenser 41, the third water pump 42, the heater core 43 and the electric heater 44 form a closed loop. When the refrigerant passes through the condenser 41, heat will be generated, so that the heat can be transferred to the heater core 43, and finally the heating of the passenger compartment is realized.

[0087] Refer to Figure 6 As shown, the fifth working mode of the thermal management system 100: heat dissipation of the high-voltage device 21 + heating of the battery pack 31 + heating of the passenger compartment.

[0088] Loop 1: The first water pump 22 → the high-voltage device 21 → the first temperature sensor 23 → the control valve 11 → the radiator 12 → the control valve 11 → the second water pump 32, where the first valve port and the third valve port are connected. That is to say, the radiator 12 and the high-voltage heat exchange loop 20 are connected to each other through the control valve 11, so that the heat generated by the high-voltage device 21 is brought to the radiator 12 by the coolant, and then the heat dissipation of the high-voltage device 21 is realized.

[0089] Among them, the high-voltage device 21 can be a drive motor.

[0090] Loop 2: The second water pump 32 → the second temperature sensor 33 → the battery pack 31 → the control valve 11 → the third water pump 42 → the condenser 41 → the third temperature sensor 45 → the heater core 43 → the electric heater 44 → the second water pump 32, where the sixth valve port and the ninth valve port are connected, and the seventh valve port and the eighth valve port are connected.

[0091] That is to say, the battery heat exchange loop 30 and the heating loop 40 are connected in series with each other through the control valve 11, that is, the battery pack 31, the condenser 41 and the heater core 43 are connected in series with each other. When the refrigerant passes through the condenser 41, heat will be generated, so that the heat can be transmitted to the heater core 43 and the battery pack 31, and finally the heating of the passenger compartment and the heating of the battery pack 31 are realized.

[0092] Refer to Figure 7 As shown, working mode six of the thermal management system 100: heat storage of the high-voltage device 21 + temperature equalization of the battery pack 31 + heating of the passenger compartment.

[0093] Loop 1: The second water pump 32 → the second temperature sensor 33 → the battery pack 31 → the control valve 11 → the second water pump 32, where the sixth valve port and the seventh valve port are connected. That is to say, the battery pack 31 and the second water pump 32 are connected in series, so that the coolant circulates in the battery pack 31, and the temperature equalization of the battery pack 31 can be realized.

[0094] Loop 2: The first water pump 22 → the high-voltage device 21 → the first temperature sensor 23 → the control valve 11 → the first water pump 22, where the first valve port and the second valve port are connected. That is to say, the high-voltage device 21 and the second water pump 32 are connected in series, so that the coolant circulates in the high-voltage device 21, and the heat storage of the high-voltage device 21 can be realized.

[0095] Among them, the high-voltage device 21 can be a drive motor.

[0096] Loop 3: The third water pump 42 → the condenser 41 → the third temperature sensor 45 → the heater core 43 → the electric heater 44 → the control valve 11 → the third water pump 42, where the eighth valve port and the ninth valve port are connected. That is to say, the condenser 41, the third water pump 42, the heater core 43 and the electric heater 44 form a closed loop. When the refrigerant passes through the condenser 41, heat will be generated, so that the heat can be transmitted to the heater core 43, and finally the heating of the passenger compartment is realized.

[0097] Refer to Figure 8 As shown, working mode seven of the thermal management system 100: heat storage of the high-voltage device 21 + heating of the battery pack 31 + heating of the passenger compartment.

[0098] Loop 1: The first water pump 22 → the high-voltage device 21 → the first temperature sensor 23 → the control valve 11 → the first water pump 22, where the first valve port and the second valve port are connected. That is to say, the high-voltage device 21 and the second water pump 32 are connected in series, so that the coolant circulates in the high-voltage device 21, and thus the heat storage of the high-voltage device 21 can be realized.

[0099] Among them, the high-voltage device 21 can be a drive motor.

[0100] Loop 2: The second water pump 32 → the second temperature sensor 33 → the battery pack 31 → the control valve 11 → the third water pump 42 → the condenser 41 → the third temperature sensor 45 → the heater core 43 → the electric heater 44 → the second water pump 32, where the sixth valve port and the ninth valve port are connected, and the seventh valve port and the eighth valve port are connected.

[0101] That is to say, the battery heat exchange loop 30 and the heating loop 40 are connected in series through the control valve 11, that is, the battery pack 31, the condenser 41 and the heater core 43 are connected in series. When the refrigerant passes through the condenser 41, heat will be generated, so that the heat can be transmitted to the heater core 43 and the battery pack 31, and finally the heating of the passenger compartment and the heating of the battery pack 31 can be realized.

[0102] Refer to Figure 9 As shown, the working mode eight of the thermal management system 100: heat storage of the high-voltage device 21 + heat dissipation of the battery pack 31 + heating of the passenger compartment.

[0103] Loop 1: The second water pump 32 → the second temperature sensor 33 → the battery pack 31 → the control valve 11 → the heat exchanger 13 → the control valve 11 → the second water pump 32, where the fourth valve port and the seventh valve port are connected, and the fifth valve port and the sixth valve port are connected. That is to say, the battery heat exchange loop 30 and the heat exchanger 13 are connected in series through the control valve 11, that is, the heat exchanger 13, the battery pack 31 and the third water pump 42 are connected in series, so that the coolant circulates between the heat exchanger 13 and the battery pack 31. The heat exchanger 13 can absorb the heat of the battery pack 31 and exchange heat with the air-conditioning system, so that the heat dissipation of the battery pack 31 can be realized.

[0104] Loop 2: The first water pump 22 → the high-voltage device 21 → the first temperature sensor 23 → the control valve 11 → the first water pump 22, where the first valve port and the second valve port are connected. That is to say, the high-voltage device 21 and the second water pump 32 are connected in series, so that the coolant circulates in the high-voltage device 21, and thus the heat storage of the high-voltage device 21 can be realized.

[0105] Among them, the high-voltage device 21 can be a drive motor.

[0106] Loop Three: The third water pump 42 → the condenser 41 → the third temperature sensor 45 → the heater core 43 → the electric heater 44 → the control valve 11 → the third water pump 42, where the eighth valve port and the ninth valve port are connected. That is to say, the condenser 41, the third water pump 42, the heater core 43, and the electric heater 44 form a closed loop. When the refrigerant passes through the condenser 41, heat is generated, which can then transfer the heat to the heater core 43, and finally achieve heating of the passenger compartment.

[0107] Refer to Figure 10 As shown, the ninth working mode of the thermal management system 100: waste heat recovery of the high-voltage device 21 + temperature equalization of the battery pack 31 + heating of the passenger compartment.

[0108] Loop One: The second water pump 32 → the second temperature sensor 33 → the battery pack 31 → the control valve 11 → the second water pump 32, where the sixth valve port and the seventh valve port are connected. That is to say, the battery pack 31 and the second water pump 32 are connected in series, so that the coolant circulates in the battery pack 31, thereby achieving temperature equalization of the battery pack 31.

[0109] Loop Two: The first water pump 22 → the high-voltage device 21 → the first temperature sensor 23 → the control valve 11 → the heat exchanger 13 → the first water pump 22, where the first valve port and the fifth valve port are connected, and the second valve port and the fourth valve port are connected. That is to say, the heat exchanger 13 and the high-voltage heat exchange loop 20 are connected to each other through the control valve 11, so that the heat generated by the high-voltage device 21 is brought to the heat exchanger 13 by the coolant, and then the waste heat of the high-voltage device 21 is recovered, which can be used for defrosting in cold environments; and because the heat exchanger 13 is connected to the air-conditioning system, the heat at the heat exchanger 13 can be transferred to the condenser 41 through the refrigerant, and then achieve heating of the passenger compartment.

[0110] Among them, the high-voltage device 21 can be a drive motor.

[0111] Loop Three: The third water pump 42 → the condenser 41 → the third temperature sensor 45 → the heater core 43 → the electric heater 44 → the control valve 11 → the third water pump 42, where the eighth valve port and the ninth valve port are connected. That is to say, the condenser 41, the third water pump 42, the heater core 43, and the electric heater 44 form a closed loop. When the refrigerant passes through the condenser 41, heat is generated, which can then transfer the heat to the heater core 43, and finally achieve heating of the passenger compartment.

[0112] Refer to Figure 11 As shown, the tenth working mode of the thermal management system 100: waste heat recovery of the high-voltage device 21 + heating of the battery pack 31 + heating of the passenger compartment.

[0113] Loop 1: The first water pump 22 → the high-pressure device 21 → the first temperature sensor 23 → the control valve 11 → the heat exchanger 13 → the first water pump 22, where the first valve port and the fifth valve port are connected, and the second valve port and the fourth valve port are connected. That is to say, the heat exchanger 13 and the high-pressure heat exchange loop 20 are interconnected through the control valve 11, so that the heat generated by the high-pressure device 21 is carried to the heat exchanger 13 through the coolant, and then the waste heat of the high-pressure device 21 is recovered, and the waste heat can be used for defrosting in a cold environment; and because the heat exchanger 13 is connected to the air-conditioning system, the heat at the heat exchanger 13 can be transmitted to the condenser 41 through the refrigerant, and then the heating of the passenger compartment is realized.

[0114] Among them, the high-pressure device 21 can be a drive motor.

[0115] Loop 2: The second water pump 32 → the second temperature sensor 33 → the battery pack 31 → the control valve 11 → the third water pump 42 → the condenser 41 → the third temperature sensor 45 → the heater core 43 → the electric heater 44 → the second water pump 32, where the sixth valve port and the ninth valve port are connected, and the seventh valve port and the eighth valve port are connected.

[0116] That is to say, the battery heat exchange loop 30 and the heating loop 40 are connected in series with each other through the control valve 11, that is, the battery pack 31, the condenser 41 and the heater core 43 are connected in series with each other. When the refrigerant passes through the condenser 41, heat will be generated, so that the heat can be transmitted to the heater core 43 and the battery pack 31, and finally the heating of the passenger compartment and the heating of the battery pack 31 are realized.

[0117] Refer to Figure 12 As shown, the eleventh working mode of the thermal management system 100: waste heat of the high-pressure device 21 heats the battery pack 31 + heating of the passenger compartment.

[0118] Loop 1: The second water pump 32 → the second temperature sensor 33 → the battery pack 31 → the control valve 11 → the first water pump 22 → the high-pressure device 21 → the first temperature sensor 23 → the control valve 11 → the second water pump 32, where the first valve port and the seventh valve port are connected, and the second valve port and the sixth valve port are connected.

[0119] That is to say, the high-pressure heat exchange loop 20 and the battery heat exchange loop 30 are connected in series with each other through the control valve 11. Driven by the first water pump 22 and the second water pump 32, the coolant circulates between the high-pressure heat exchange loop 20 and the battery heat exchange loop 30, so that the heat generated by the high-pressure device 21 can be transported to the battery pack 31, thus realizing the heating of the battery pack 31. In this way, in this mode, the heating heat of the battery pack 31 comes from the high-pressure device 21.

[0120] Among them, the high-pressure device 21 can be a drive motor.

[0121] Circuit 2: The third water pump 42 → the condenser 41 → the third temperature sensor 45 → the heater core 43 → the electric heater 44 → the control valve 11 → the third water pump 42, where the eighth valve port and the ninth valve port are connected. That is to say, the condenser 41, the third water pump 42, the heater core 43, and the electric heater 44 form a closed loop. When the refrigerant passes through the condenser 41, heat is generated, which can then transfer the heat to the heater core 43, and finally achieve the heating of the passenger compartment.

[0122] The vehicle according to the second aspect embodiment of the present invention includes a thermal management system 100. The thermal management system 100 can implement functions such as heating the passenger compartment, cooling or heating the battery, dissipating heat from the motor, or recovering the waste heat of the motor.

[0123] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention 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 therefore should not be construed as a limitation to the present invention.

[0124] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples" means 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.

[0125] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and purposes of the present invention, and the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that: include: A control valve (11), comprising: a plurality of valve ports, wherein the plurality of valve ports are respectively connected to a radiator (12), a heat exchanger (13), a battery heat exchange circuit (30), a high-pressure heat exchange circuit (20) and a heating circuit (40), wherein the heat exchanger (13) and / or the heating circuit (40) selectively exchanges heat with an air conditioning system; the control valve (11) selectively connects the plurality of valve ports to form at least one closed circuit between the radiator (12) and / or the heat exchanger (13) and / or the battery heat exchange circuit (30) and / or the high-pressure heat exchange circuit (20) and / or the heating circuit (40); One of the valve ports is connected to one end of the high-pressure heat exchange circuit (20), the other end of the high-pressure heat exchange circuit (20) and one end of the radiator (12) are connected to each other and both are connected to another valve port, and another valve port is connected to the other end of the radiator (12).

2. The thermal management system according to claim 1, characterized in that: The multiple valve ports include: a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, a sixth valve port, a seventh valve port, an eighth valve port and a ninth valve port; the first valve port is connected to one end of the high-pressure heat exchange circuit (20), the second valve port is connected to the other end of the high-pressure heat exchange circuit (20) and one end of the radiator (12), and the third valve port is connected to the other end of the radiator (12); the fourth valve port and the fifth valve port are respectively connected to the two ends of the heat exchanger (13); the sixth valve port and the seventh valve port are respectively connected to the two ends of the battery heat exchange circuit (30); the eighth valve port and the ninth valve port are respectively connected to the two ends of the heating circuit (40).

3. The thermal management system according to claim 1, characterized in that: The high-pressure heat exchange circuit (20) comprises: a high-pressure device (21), a first water pump (22) and a first temperature sensor (23); the first temperature sensor (23) is connected in series with the first water pump (22) and the high-pressure device (21).

4. The thermal management system according to claim 1, characterized in that: The control valve (11) can be connected in series with the high-pressure heat exchange circuit (20) and the battery heat exchange circuit (30) or the heat exchanger (13), so that the heat of the high-pressure device (21) can be used to heat the battery pack (31) or for heating the passenger compartment.

5. The thermal management system according to claim 1, characterized in that: The battery heat exchange circuit (30) comprises: a battery pack (31), a second water pump (32) and a second temperature sensor (33); the second temperature sensor (33) is connected in series with the second water pump (32) and the battery pack (31).

6. The thermal management system according to claim 1, characterized in that: The control valve (11) can be connected in series with the battery heat exchange circuit (30) and the heat exchanger (13) to use the heat of the battery pack (31) for heating the passenger compartment.

7. The thermal management system according to claim 1, characterized in that: The heating circuit (40) comprises: a third water pump (42), a condenser (41) and a warm air core (43); the third water pump (42), the condenser (41) and the warm air core (43) are connected in series with each other, and the refrigerant of the air conditioning system flows through the condenser (41).

8. The thermal management system according to claim 7, characterized in that: The heating circuit (40) further comprises: a third temperature sensor (45), wherein the third temperature sensor (45) is connected in series with the third water pump (42), the condenser (41) and the warm air core (43).

9. The thermal management system according to claim 1, characterized in that: The control valve (11) can be connected in series with the heating circuit (40) and the battery heat exchange circuit (30) to achieve passenger compartment heating and battery pack (31) heating.

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

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