Thermal management system of vehicle and vehicle

Abstract

The utility model discloses a thermal management system of a vehicle and the vehicle, the thermal management system of the vehicle comprises a compression device, the compression device comprises a compression motor and a compression unit, and the compression motor is used for driving the compression unit to work; the vehicle comprises a power motor, the power motor is used for driving other parts of the vehicle to work, and the compression motor and the power motor share the same motor. According to the thermal management system of the vehicle and the vehicle, the compression motor and the power motor share the same motor, the number of the motors is reduced, and cost is reduced.

Description

Technical Field

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

[0002] In the prior art, the thermal management system of a vehicle drives the refrigerant to flow through a compression device to cool and heat a power battery and a passenger compartment. The power source of the compression device is usually arranged inside it and only provides power for the compression device. Other power motors on the vehicle drive components by outputting mechanical energy. That is, the vehicle needs to be provided with a compression motor and power motors for driving other components, resulting in a large number of motors and high hardware costs for the whole vehicle. Summary of the Utility Model

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. For this purpose, a thermal management system for a vehicle and a vehicle are provided, which can reduce costs.

[0004] To solve the above problems, a first object of the utility model is to provide a thermal management system for a vehicle, including:

[0005] A compression device, which includes a compression motor and a compression unit, and the compression motor is used to drive the compression unit to work;

[0006] The vehicle includes a power motor, which is used to drive other components of the vehicle to work;

[0007] The compression motor and the power motor share the same motor.

[0008] As an implementable way, the compression motor reuses the power motor.

[0009] As an implementable way, the power motor is an auxiliary drive motor.

[0010] As an implementable way, a speed reduction device is arranged between the compression unit and the power motor, and the power motor is connected to the compression unit through the speed reduction device.

[0011] As an implementable way, a clutch device is arranged between the compression unit and the power motor, and the power motor is connected to the compression unit through the clutch device.

[0012] As an implementable way, a speed reduction device and a clutch device are arranged between the compression unit and the power motor, and the power motor is connected to the compression unit through the speed reduction device and the clutch device.

[0013] As an implementable way, there are multiple compression units, and multiple compression units are all connected to the power motor.

[0014] As an implementable mode, a speed reducer is provided between multiple compression units and a power motor, and the power motor is connected to the multiple compression units through the speed reducer.

[0015] As an implementable mode, the speed reducer includes a clutch device.

[0016] As an implementable mode, the compression unit is arranged on the first flow path.

[0017] As an implementable mode, a first heat exchanger and a gas-liquid separator are further arranged on the first flow path. The liquid outlet of the compression unit is connected to the liquid inlet of the first heat exchanger, the liquid outlet of the first heat exchanger is connected to the liquid inlet of the gas-liquid separator, and the liquid outlet of the gas-liquid separator is connected to the liquid inlet of the compression unit.

[0018] As an implementable mode, the liquid outlet of the gas-liquid separator is connected to the liquid inlet of the power motor, and the liquid outlet of the power motor is connected to the liquid inlet of the compression unit.

[0019] As an implementable mode, the thermal management system further includes a second flow path.

[0020] As an implementable mode, a plate heat exchanger is further arranged on the second flow path. The plate heat exchanger includes a first heat exchange flow path and a second heat exchange flow path, and the first heat exchange flow path is used for heat exchange of the main drive assembly of the vehicle.

[0021] As an implementable mode, the thermal management system further includes a fourth heat exchanger. The first heat exchange flow path includes a first liquid inlet and a first liquid outlet, the second heat exchange flow path includes a second liquid inlet and a second liquid outlet. The liquid outlet of the main drive assembly is connected to the first liquid inlet, the first liquid outlet is connected to the liquid inlet of the fourth heat exchanger, and the liquid outlet of the fourth heat exchanger is connected to the liquid inlet of the main drive assembly.

[0022] As an implementable mode, the thermal management system includes a pipeline for conducting gas.

[0023] As an implementable mode, the thermal management system further includes a water tank and a fourth heat exchanger. The pipeline includes a first pipeline, one end of the first pipeline is connected to the water tank, and the other end of the first pipeline is connected to the liquid outlet of the fourth heat exchanger.

[0024] As an implementable mode, the thermal management system further includes a water tank. The pipeline includes a second pipeline, one end of the second pipeline is connected to the water tank, and the other end is connected to the liquid inlet of the main drive assembly of the vehicle.

[0025] As an implementable mode, the thermal management system includes a water tank and a plate heat exchanger. The pipeline includes a third pipeline, one end of the third pipeline is connected to the water tank, and the other end is connected to the plate heat exchanger.

[0026] As an implementable mode, the thermal management system further includes a third flow path.

[0027] As an implementable mode, the third flow path includes a second expansion valve, a second check valve, a fourth expansion valve, a fifth solenoid valve, and a fifth check valve. The first opening of the vehicle's battery is connected to the second expansion valve, the second expansion valve is connected to the second check valve, the second opening of the battery is connected to the fourth expansion valve, the fourth expansion valve is connected to the fifth solenoid valve, and the fifth solenoid valve is connected to the fifth check valve.

[0028] As an implementable mode, the third flow path further includes a fourth solenoid valve, a third check valve, and a second solenoid valve. The second expansion valve is connected to the third check valve, the third check valve is connected to the second solenoid valve, and the fourth expansion valve is connected to the fourth solenoid valve.

[0029] As an implementable mode, the thermal management system further includes a fourth flow path.

[0030] As an implementable mode, the fourth flow path includes a second heat exchanger, a third expansion valve, and a fourth check valve. The liquid inlet of the second heat exchanger is connected to the third expansion valve, and the liquid outlet of the second heat exchanger is connected to the fourth check valve.

[0031] As an implementable mode, the fourth flow path further includes a third heat exchanger and a first expansion valve. The liquid outlet of the third heat exchanger is connected to the first expansion valve.

[0032] As an implementable mode, the fourth flow path further includes a sixth solenoid valve. The liquid inlet of the sixth solenoid valve is connected to the liquid inlet end of the third expansion valve, and the liquid outlet of the sixth solenoid valve is connected to the liquid outlet end of the fourth check valve.

[0033] As an implementable mode, the thermal management system further includes a first flow path, a second flow path, a third flow path, and a fourth flow path. The first flow path is connected to the second flow path, the first flow path is connected to the third flow path, the first flow path is connected to the fourth flow path, the second flow path is connected to the third flow path, the second flow path is connected to the fourth flow path, and the third flow path is connected to the fourth flow path.

[0034] The second object of the present utility model is to provide a vehicle including the above-mentioned thermal management system of the vehicle.

[0035] For the thermal management system and vehicle of the vehicle according to the embodiments of the utility model, the compression motor and the power motor share the same motor, reducing the number of motors and lowering the cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] By reading the detailed description of the non-limiting embodiments with reference to the following drawings, other features, objects, and advantages of the present application will become more apparent:

[0037] Figure 1 It is a schematic structural diagram of the thermal management system of the vehicle provided by an embodiment of the present application;

[0038] Figure 2Schematic diagram of the connection structure between the power motor and the compression unit of the vehicle's thermal management system provided by an embodiment of the present application;

[0039] Figure 3 Schematic diagram of the connection structure between the power motor and the compression unit of the vehicle's thermal management system provided by another embodiment of the present application;

[0040] Figure 4 Schematic diagram of the connection structure between the power motor and the compression unit of the vehicle's thermal management system provided by yet another embodiment of the present application;

[0041] Figure 5 Schematic diagram of the connection structure between the power motor and the compression unit of the vehicle's thermal management system provided by still another embodiment of the present application;

[0042] Figure 6 Schematic diagram of the plate heat exchanger of the vehicle's thermal management system provided by an embodiment of the present application;

[0043] Figure 7 Schematic diagram of the vehicle provided by an embodiment of the present application.

[0044] Reference numerals:

[0045] Power motor 1, compression unit 2, first heat exchanger 3, second heat exchanger 4, gas-liquid separator 5, third heat exchanger 6, battery 7, plate heat exchanger 8, main drive assembly 9, water pump 10, water tank 11, fourth heat exchanger 12, electric heater 13, first solenoid valve 14, second solenoid valve 15, third solenoid valve 16, fourth solenoid valve 17, fifth solenoid valve 18, sixth solenoid valve 19, three-way valve 20, first expansion valve 21, second expansion valve 22, third expansion valve 23, fourth expansion valve 24, first sensor 25, fifth sensor 26, third sensor 27, fourth sensor 28, second sensor 29, first check valve 30, second check valve 31, third check valve 32, fourth check valve 33, fifth check valve 34, vehicle 50, first liquid inlet 51, first liquid outlet 52, second liquid inlet 53, second liquid outlet 54, reduction gear 55, clutch device 56, first gas path 111, second gas path 112, third gas path 113, first coupling 551, first-stage gear train 552, second-stage gear train 553, third-stage gear train 555, second coupling 556, third coupling 557, vehicle's thermal management system 100. Detailed description of the specific implementation

[0046] The present application will be further described in detail below with reference to the drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the relevant utility model, rather than limiting the utility model. In addition, it should be noted that for the sake of convenience of description, only the parts related to the utility model are shown in the drawings.

[0047] It should be noted that, without conflict, the embodiments in this application and the features in the embodiments can be combined with each other. The following will describe this application in detail with reference to the drawings and in combination with the embodiments.

[0048] As Figures 1-7 shown, the vehicle thermal management system 100 provided by the embodiment of the present utility model includes:

[0049] A compression device, the compression device includes a compression motor and a compression unit 2, and the compression motor is used to drive the compression unit 2 to work;

[0050] In some embodiments, the compression motor and the compression unit 2 can be rigidly connected through a connecting shaft or flexibly connected through a connecting shaft. The compression motor can convert electrical energy into mechanical energy and transmit the mechanical energy to the compression unit 2 through the connecting shaft. The compression unit 2 compresses the cooling medium, thereby changing the cooling medium from a low-temperature and low-pressure state to a high-temperature and high-pressure state.

[0051] In some embodiments, the vehicle 50 includes a power motor 1, and the power motor 1 is used to drive other components of the vehicle 50 to work;

[0052] In some embodiments, the other components are the components in the vehicle 50 except the compression device. The other components can include but are not limited to wheels, steering mechanisms, wiper mechanisms, etc. The power motor 1 of the vehicle 50 can be any motor used on the vehicle 50 that can provide driving force for other components, and the specific type can be determined according to actual needs.

[0053] In some embodiments, the compression motor and the power motor 1 share the same motor.

[0054] In some embodiments, the shared motor can be flexibly selected according to actual needs, that is, the compression motor and the power motor 1 can share the compression motor, or can share the power motor 1.

[0055] In some embodiments, the compression motor and the power motor 1 share the power motor 1.

[0056] In some embodiments, the compression motor reuses the power motor 1.

[0057] In some embodiments, the power motor 1 is an auxiliary drive motor.

[0058] In some embodiments, both the compression motor and the power motor 1 can be reused. As a preferred solution, the compression motor can reuse the power motor 1, that is, the power motor 1 also serves as a compression motor to drive the compression unit 2 to work.

[0059] In some embodiments, the power motor 1 can be any motor used in a vehicle that can provide driving force for other components, and the specific type is determined according to actual needs. For example, the power motor 1 is an auxiliary drive motor.

[0060] In some embodiments, as Figure 2 shown, a speed reduction device 55 is provided between the compression unit 2 and the power motor 1, and the power motor 1 is connected to the compression unit 2 through the speed reduction device 55.

[0061] In some embodiments, after the compression motor reuses the power motor 1, considering the layout feasibility of the compression unit 2, a speed reduction device 55 can be provided between the compression unit 2 and the power motor 1. The speed reduction device 55 can change the power output direction of the power motor 1 and provide multiple feasibilities for the layout of the compression unit 2. At the same time, setting the speed reduction device 55 can also achieve efficient transmission between the power motor 1 and the compression unit 2.

[0062] In some embodiments, the power motor 1 has a specific high-efficiency speed range, and the compression unit 2 also has a specific operating speed range in the thermal management system. If the speed reduction device 55 is not added, in order to match the operating speed range of the compression unit 2, it is difficult for the power motor 1 to ensure that it operates in the high-efficiency speed range. At this time, if a speed reduction device 55 is provided between the power motor 1 and the compression unit 2, then by selecting compression devices 55 with different reduction ratios, the compression unit 2 and the power motor 1 can be made to operate in a reasonable range at the same time. The reduction level of the speed reduction device 55 can be one stage or multiple stages; the transmission form of the speed reduction device 55 can include but is not limited to gear transmission and belt transmission.

[0063] In some embodiments, as Figure 3 shown, a clutch device 56 is provided between the compression unit 2 and the power motor 1, and the power motor 1 is connected to the compression unit 2 through the clutch device 56.

[0064] In some embodiments, the clutch device 56 can realize the connection and disconnection control between the compression unit 2 and the power motor 1. When the compression unit 2 is not working, by controlling the clutch device 56, the connection between the power motor 1 and the compression unit 2 can be disconnected, so that the compression unit 2 does not need to work passively, thereby realizing the control of whether the compression unit 2 works or not; at the same time, the energy loss caused by driving the compression unit 2 to operate can also be reduced. When the compression unit 2 is working, control the clutch device 56 to act to realize the connection between the power motor 1 and the compression unit 2. At this time, the power motor 1 can provide driving force for the compression unit 2. The clutch device 56 includes but is not limited to a clutch.

[0065] In some embodiments, as Figure 4As shown, a speed reduction device 55 and a clutch device 56 are provided between the compression unit 2 and the power motor 1, and the power motor 1 is connected to the compression unit 2 through the speed reduction device 55 and the clutch device 56.

[0066] In some embodiments, the power motor 1 is connected to the speed reduction device 55, the speed reduction device 55 is connected to the clutch device 56, and the clutch device 56 is connected to the compression unit 2; alternatively, the power motor 1 is connected to the clutch device 56, the clutch device 56 is connected to the speed reduction device 55, and the speed reduction device 55 is connected to the compression unit 2.

[0067] In some embodiments, there are multiple compression units 2, and multiple compression units 2 are all connected to the power motor 1.

[0068] In some embodiments, there can be multiple compression units 2, and the power motor 1 can drive multiple compression units 2 to work.

[0069] In some embodiments, a speed reduction device 55 is provided between multiple compression units 2 and the power motor 1, and the power motor 1 is connected to multiple compression units 2 through the speed reduction device 55.

[0070] In some embodiments, the speed reduction device 55 includes a clutch device 56.

[0071] In some embodiments, as Figure 5 shown, a speed reduction device 55 that can match multiple compression units 2 is provided. At least one clutch device 56 can be provided inside the speed reduction device 55, and the speed reduction device 55 is composed of at least one coupling and at least one multi-stage gear train. Among them, the first coupling 551 is connected to the output shaft of the power motor 1 to obtain the output power of the power motor 1. The first-stage gear train 552, the second-stage gear train 553, and the third-stage gear train 555 are connected in series to ensure that the power output by the power motor 1 is not interrupted inside the speed reduction device 55. At least one clutch device 56 can be provided on the connecting shaft between different gear trains, and the clutch device 56 can control the on / off between different-level gear trains to match multiple different compression units 2.

[0072] In some embodiments, to match the compression unit 2 with high speed and small torque, by controlling the clutch device 56 to disconnect the connection between the second-stage gear train 553 and the third-stage gear train 555, at this time the second coupling 556 is connected to the compression unit 2. In this working condition, the speed reduction device 55 can provide a smaller reduction ratio to ensure that the output shaft of the second coupling 556 is in a state of high speed and small torque.

[0073] In some embodiments, to match the compression unit 2 with low rotational speed and high torque, the clutch device 56 is controlled to connect the secondary gear train 553 and the tertiary gear train 555. In this condition, the reduction device 55 can provide a large reduction ratio to ensure that the output shaft of the third coupling 557 is in a state of high rotational speed and low torque.

[0074] In some embodiments, the compression unit 2 is arranged on the first flow path.

[0075] In some embodiments, the first flow path is further provided with a first heat exchanger 3 and a gas-liquid separator 5. The liquid outlet of the compression unit 2 is connected to the liquid inlet of the first heat exchanger 3, the liquid outlet of the first heat exchanger 3 is connected to the liquid inlet of the gas-liquid separator 5, and the liquid outlet of the gas-liquid separator 5 is connected to the liquid inlet of the compression unit 2.

[0076] In some embodiments, the liquid outlet of the gas-liquid separator 5 is connected to the liquid inlet of the power motor 1, and the liquid outlet of the power motor 1 is connected to the liquid inlet of the compression unit 2.

[0077] In some embodiments, a first check valve 30 and a first solenoid valve 14 are further arranged on the first flow path. The first check valve 30 and the first solenoid valve 14 are used to control the flow of the cooling medium on the first flow path in a specified direction, and the first solenoid valve 14 can also control whether the cooling medium heats the passenger compartment.

[0078] In some embodiments, a cooling medium is stored in the first flow path. The cooling medium can be a refrigerant or other media such as coolant that can be used to transfer heat.

[0079] In some embodiments, for the power motor 1, it can be directly connected in series between the gas-liquid separator 5 and the compression unit 2.

[0080] In some embodiments, a first sensor 25 is arranged between the compression unit 2 and the first heat exchanger 3. The first sensor 25 can be any one of a temperature sensor, a pressure sensor, or a temperature-pressure sensor. Of course, the first sensor 25 is not limited to the above several sensors and can be flexibly selected according to actual usage requirements.

[0081] In some embodiments, when the first sensor 25 is a temperature sensor, the first sensor 25 is used to detect the temperature of the cooling medium after passing through the compression unit 2. If the temperature of the cooling medium is not within the set temperature range, the temperature can be adjusted by adjusting the opening of the third expansion valve 23, adjusting the power of the second heat exchanger 4, or adjusting the power of the first heat exchanger 3.

[0082] In some embodiments, the cooling medium separated by the gas-liquid separator 5 directly cools the power motor 1, enabling the power motor 1 to operate in a high-efficiency range.

[0083] In some embodiments, when components such as the passenger compartment or the battery have a rapid heating requirement, the power motor 1 can also generate heat by stalling and transfer the generated heat to the thermal management system to supplement its energy, enabling the thermal management system to raise the temperature more quickly to meet the rapid heating requirements of components such as the passenger compartment or the battery.

[0084] In addition, the thermal management system 100 of the vehicle may further include an electric heater 13. When the passenger compartment is both cooled and heated, the auxiliary heating function of the electric heater 13 can be combined to quickly dehumidify the passenger compartment.

[0085] In some embodiments, the thermal management system further includes a second flow path.

[0086] In some embodiments, the second flow path stores a cooling medium, which is mainly coolant and can also be other media such as antifreeze that can be used to transfer heat.

[0087] In some embodiments, the second flow path is used to cool the main drive assembly 9. The main drive assembly 9 is used to provide driving force for the vehicle 50.

[0088] In some embodiments, the main drive assembly 9 may include, but is not limited to, one or more of a motor, a differential, a transmission, an electronic control unit, and a drive shaft.

[0089] In some embodiments, a plate heat exchanger 8 is further provided on the second flow path. The plate heat exchanger 8 includes a first heat exchange flow path and a second heat exchange flow path. The first heat exchange flow path is used to exchange heat for the main drive assembly 9 of the vehicle 50.

[0090] In some embodiments, as Figure 6 shown, the thermal management system further includes a fourth heat exchanger 12. The first heat exchange flow path includes a first liquid inlet 51 and a first liquid outlet 52. The second heat exchange flow path includes a second liquid inlet 53 and a second liquid outlet 54. The liquid outlet of the main drive assembly 9 is connected to the first liquid inlet 51. The first liquid outlet 52 is connected to the liquid inlet of the fourth heat exchanger 12. The liquid outlet of the fourth heat exchanger 12 is connected to the liquid inlet of the main drive assembly 9.

[0091] In some embodiments, the components for heat exchange on the second flow path are the plate heat exchanger 8 and the fourth heat exchanger 12. The plate heat exchanger 8 has mutually independent first and second heat exchange flow paths. The liquid inlet end of the first heat exchange flow path is the first liquid inlet 51, and the liquid outlet end is the first liquid outlet 52. The liquid inlet end of the second heat exchange flow path is the second liquid inlet 53, and the liquid outlet end is the second liquid outlet 54. And the first heat exchange flow path is connected within the second flow path.

[0092] In some embodiments, when the vehicle 50 is in a high-temperature working condition, such as the driving condition in summer, the cooling medium in the water tank 11 flows out of the water tank 11 under the action of the water pump 10. The flowing cooling medium directly enters the liquid inlet of the main drive assembly 9 to cool the main drive assembly 9. The cooling medium flowing out of the liquid outlet of the main drive assembly 9 enters the plate heat exchanger 8 from the first liquid inlet 51 and flows out from the first liquid outlet 52 after passing through its body. During this process, due to the heat exchange between the cooling medium and the plate heat exchanger 8, part of the heat in the cooling medium will remain in the plate heat exchanger 8. At the same time, the cooling medium (which can be refrigerant, etc.) in another flow path enters the plate heat exchanger 8 from the second liquid inlet 53 and flows out from the second liquid outlet 54 after passing through its body, and takes out the heat in the plate heat exchanger 8 through heat exchange. The taken-out heat can provide a heat source for other heating-required systems on the vehicle 50, realizing the reuse of the heat dissipated in the second flow path. At the same time, a three-way valve 20 is also provided on the second flow path. By controlling the three-way valve 20, the fourth heat exchanger 12 is connected to the second flow path, and the fourth heat exchanger 12 can also achieve rapid cooling of the main drive assembly 9.

[0093] In some embodiments, when the vehicle 50 is in a low-temperature working condition, such as the driving condition in winter, by controlling the three-way valve 20, the fourth heat exchanger 12 is disconnected from the first flow path, and the refrigeration action on the first flow path is not performed.

[0094] In some embodiments, in order to determine the above two working conditions, a fifth sensor 26 is provided between the main drive assembly 9 and the plate heat exchanger 8. The fifth sensor 26 can be any one of a temperature sensor, a pressure sensor, or a temperature and pressure sensor. Of course, the fifth sensor 26 is not limited to the above several sensors and can be flexibly selected according to actual usage requirements. For example, if the fifth sensor 26 is a temperature sensor, then the working condition of the vehicle 50 being in a high-temperature or low-temperature working condition can be judged by monitoring the temperature of the second flow path.

[0095] In some embodiments, during the long-term operation of the thermal management system, due to various factors, there will be gas in the flow path of the thermal management system. The gas will occupy the space of the cooling medium, resulting in a reduction in the proportion of the cooling medium in a fixed volume. Since the heat exchange capacity of the cooling medium is usually greater than that of the gas, the heat exchange effect of the entire cooling flow path is affected.

[0096] In some embodiments, to solve this technical problem, the thermal management system further includes a pipeline for conducting gas. Under the action of the pressure difference between the gas pressure inside the flow path of the thermal management system and the external air pressure, the pipeline is arranged so that the gas in the flow path can be exported to the external air.

[0097] In some embodiments, the thermal management system further includes a water tank 11 and a fourth heat exchanger 12. The pipeline includes a first pipeline 111. One end of the first pipeline 111 is connected to the water tank 11, and the other end of the first pipeline 111 is connected to the liquid outlet of the fourth heat exchanger 12.

[0098] In some embodiments, the first pipeline 111 can conduct the gas at the liquid outlet of the fourth heat exchanger 12 to the water tank 11, and then conduct it to the external air through the water tank 11.

[0099] In some embodiments, the thermal management system further includes a water tank 11. The pipeline includes a second pipeline 112. One end of the second pipeline 112 is connected to the water tank 11, and the other end is connected to the liquid inlet of the main drive assembly 9 of the vehicle 50.

[0100] In some embodiments, the second pipeline 112 can conduct the gas at the liquid outlet of the main drive assembly 9 to the water tank 11, and then conduct it to the external air through the water tank 11.

[0101] In some embodiments, the thermal management system includes a water tank 11 and a plate heat exchanger 8. The pipeline includes a third pipeline 113. One end of the third pipeline 113 is connected to the water tank 11, and the other end is connected to the plate heat exchanger 8.

[0102] In some embodiments, the third pipeline 113 can conduct the gas at the plate heat exchanger 8 to the water tank 11, and then conduct it to the external air through the water tank 11.

[0103] In some embodiments, the pipeline can be at least one of the first pipeline 111, the second pipeline 112, and the third pipeline 113. At the same time, it is not limited to the first pipeline 111, the second pipeline 112, and the third pipeline 113. The number of pipelines can be reasonably set according to the actual use scenario and requirements. The connection positions of the pipeline and the flow path of the thermal management system include, but are not limited to, the liquid outlet of the fourth heat exchanger 12, the liquid inlet of the main drive assembly 9, and the body of the plate heat exchanger 8, etc.

[0104] In some embodiments, after the gas is exported through the pipeline, it will contain a certain volume of liquid. At this time, a certain number of gas-liquid separation devices can be arranged on the pipeline to separate the gas and liquid.

[0105] In some embodiments, it is preferred to introduce the gas led out from the pipeline into the water tank 11, achieve gas-liquid separation through the water tank 11, and then the separated liquid is incorporated into the water tank 11 for recycling.

[0106] In some embodiments, the thermal management system further includes a third flow path.

[0107] In some embodiments, the third flow path is used to directly cool the battery when the battery temperature is relatively high, or to directly heat the battery when the battery temperature is relatively low.

[0108] In some embodiments, the third flow path includes a second expansion valve 22, a second check valve 31, a fourth expansion valve 24, a fifth solenoid valve 18, and a fifth check valve 34. The first opening of the battery 7 of the vehicle 50 is connected to the second expansion valve 22, the second expansion valve 22 is connected to the second check valve 31, the second opening of the battery 7 is connected to the fourth expansion valve 24, the fourth expansion valve 24 is connected to the fifth solenoid valve 18, and the fifth solenoid valve 18 is connected to the fifth check valve 34.

[0109] In some embodiments, the battery 7 is internally provided with a flow channel that can accommodate a cooling medium, and the two interfaces of the flow channel connected to the outside are respectively a first opening and a second opening.

[0110] In some embodiments, the third flow path further includes a fourth solenoid valve 17, a third check valve 32, and a second solenoid valve 15. The second expansion valve 22 is connected to the third check valve 32, the third check valve 32 is connected to the second solenoid valve 15, and the fourth expansion valve 24 is connected to the fourth solenoid valve 17.

[0111] In some embodiments, the cooling medium flows through the second solenoid valve 15 and then enters the second liquid inlet 53, passes through the second heat exchange flow channel of the plate heat exchanger 8, and then flows out from the second liquid outlet 54, taking away the heat inside the plate heat exchanger 8.

[0112] In some embodiments, a third sensor 27 is provided on one side of the battery 7, and a fourth sensor 28 is provided on the other side of the battery 7. The third sensor 27 and the fourth sensor 28 can be any one of a temperature sensor, a pressure sensor, or a temperature and pressure sensor. Of course, the third sensor 27 and the fourth sensor 28 are not limited to the above several sensors and can be flexibly selected according to actual usage requirements.

[0113] In some embodiments, the third sensor 27 and the fourth sensor 28 are temperature sensors, which can monitor the temperature of the cooling medium on both sides of the battery 7. According to the temperature values of the third sensor 27 and the fourth sensor 28, by adjusting the opening degrees of the second expansion valve 22 and the fourth expansion valve 24, the flow rate of the cooling medium entering the battery 7 is controlled to achieve precise control of the temperature of the battery 7.

[0114] In some embodiments, the thermal management system further includes a fourth flow path.

[0115] In some embodiments, the fourth flow path is used to cool the passenger compartment when the temperature of the passenger compartment is high, or to heat the passenger compartment when the temperature of the passenger compartment is low.

[0116] In some embodiments, the fourth flow path includes a second heat exchanger 4, a third expansion valve 23, and a fourth one-way valve 33. The liquid inlet of the second heat exchanger 4 is connected to the third expansion valve 23, and the liquid outlet of the second heat exchanger 4 is connected to the fourth one-way valve 33. The cooling medium flowing out through the fourth one-way valve 33 enters the gas-liquid separator 5 for gas-liquid separation processing. In order to monitor whether the temperature of the cooling medium after being cooled by the second heat exchanger 4 meets the requirements, a second sensor 29 is provided between the fourth one-way valve 33 and the gas-liquid separator 5. The second sensor 29 can be any one of a temperature sensor, a pressure sensor, or a temperature-pressure sensor. Of course, the second sensor 29 is not limited to the above several sensors and can be flexibly selected according to actual usage requirements.

[0117] In some embodiments, the second sensor 29 is a temperature sensor. By monitoring the temperature value of the second sensor 29, the power of the fourth heat exchanger 4 is adjusted in real time to meet the cooling requirements of the passenger compartment.

[0118] In some embodiments, the second sensor 29 and the first sensor 25 provided on the first flow path can cooperate. When the first sensor 25 detects that the temperature of the compressed cooling medium does not meet the requirements, the opening degree of the third expansion valve 23 can be controlled to make the cooling medium as close to the superheated state as possible before entering the power motor 1 and the compression unit 2.

[0119] In some embodiments, the fourth flow path further includes a third heat exchanger 6 and a first expansion valve 21. The liquid outlet of the third heat exchanger 6 is connected to the first expansion valve 21, and the first expansion valve 21 is connected to the outlet end of the third check valve 32. During this process, the heat in the fourth flow path is transferred to the passenger compartment through the first expansion valve 21. When the passenger compartment does not require heating, the first expansion valve 21 can be controlled to disconnect, and the third solenoid valve 16 is engaged. At this time, the fourth flow path no longer transfers heat to the passenger compartment. In some embodiments, the first expansion valve 21 can be connected between the third check valve 32 and the plate heat exchanger 8, and the first expansion valve 21 and the third expansion valve 16 are connected in parallel.

[0120] In some embodiments, the fourth flow path further includes a sixth solenoid valve 19. The liquid inlet of the sixth solenoid valve 19 is connected to the liquid inlet end of the third expansion valve 23, and the liquid outlet of the sixth solenoid valve 19 is connected to the liquid outlet end of the fourth check valve 33. When the passenger compartment neither requires cooling nor heating, the sixth solenoid valve 19 is turned on at this time, and the cooling medium flowing out of the first check valve 30 directly flows into the gas-liquid separator 5 through the sixth solenoid valve 19 for gas-liquid separation.

[0121] In some embodiments, the thermal management system further includes a first flow path, a second flow path, a third flow path, and a fourth flow path. The first flow path is connected to the second flow path, the first flow path is connected to the third flow path, the first flow path is connected to the fourth flow path, the second flow path is connected to the third flow path, the second flow path is connected to the fourth flow path, and the third flow path is connected to the fourth flow path.

[0122] In some embodiments, the mutual independence between passenger compartment refrigeration, heating, battery heating, cooling, and main drive assembly heat dissipation and heat generation is realized, forming a simple and efficient path for the vehicle thermal management system 100.

[0123] In a second aspect, as Figure 7 shown, an embodiment of the present invention provides a vehicle 50, including the above-mentioned vehicle thermal management system 100.

[0124] The vehicle 50 is, for example but not limited to, an automobile or a rail vehicle.

[0125] In the vehicle 50, the compression motor and the power motor 1 share the same motor, reducing the number of motors and lowering the cost.

[0126] It should be understood that the orientation or positional relationship indicated by terms such as "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. in the above text is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present utility model. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, unless otherwise specified, the meaning of "a plurality" is two or more.

[0127] The above description is only the preferred embodiment of the present application and the explanation of the applied technical principles. Those skilled in the art should understand that the scope of the utility model involved in the present application is not limited to the technical solution formed by the specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the inventive concept. For example, the technical solutions formed by mutually replacing the above features with the technical features (but not limited to) having similar functions disclosed in the present application.

Claims

1. A thermal management system for a vehicle, characterized in that: include: A compression device, the compression device comprising a compression motor and a compression unit (2), the compression motor being used to drive the compression unit (2) to work; The vehicle comprises a power motor (1), wherein the power motor (1) is used to drive other components of the vehicle to work, wherein the other components are components of the vehicle other than the compression device; The compression motor and the power motor (1) share the same motor.

2. The thermal management system of a vehicle according to claim 1, characterized in that: The compression motor reuses the power motor (1).

3. The thermal management system for a vehicle according to claim 1, characterized in that: The power motor (1) is an auxiliary drive motor.

4. The thermal management system for a vehicle according to claim 1, characterized in that: A reduction device (55) is provided between the compression unit (2) and the power motor (1), and the power motor (1) is connected to the compression unit (2) via the reduction device (55).

5. The thermal management system for a vehicle according to claim 1, characterized in that: A clutch device (56) is provided between the compression unit (2) and the power motor (1), and the power motor (1) is connected to the compression unit (2) via the clutch device (56).

6. The thermal management system for a vehicle according to claim 1, characterized in that: A reduction device (55) and a clutch device (56) are provided between the compression unit (2) and the power motor (1), and the power motor (1) is connected to the compression unit (2) via the reduction device (55) and the clutch device (56).

7. The thermal management system for a vehicle according to claim 1, characterized in that: There are a plurality of compression units (2), and each of the plurality of compression units (2) is connected to the power motor (1).

8. The thermal management system for a vehicle according to claim 7, characterized in that: A reduction device (55) is provided between the plurality of compression units (2) and the power motor (1), and the power motor (1) is connected to the plurality of compression units (2) via the reduction device (55).

9. The thermal management system for a vehicle according to claim 8, characterized in that: The speed reduction device (55) includes a clutch device (56).

10. The thermal management system for a vehicle according to claim 1, characterized in that: The compression unit (2) is arranged on the first flow path.

11. The thermal management system for a vehicle according to claim 10, characterized in that: The first flow path is also provided with a first heat exchanger (3) and a gas-liquid separator (5); the liquid outlet of the compression unit (2) is connected to the liquid inlet of the first heat exchanger (3); the liquid outlet of the first heat exchanger (3) is connected to the liquid inlet of the gas-liquid separator (5); and the liquid outlet of the gas-liquid separator (5) is connected to the liquid inlet of the compression unit (2).

12. The thermal management system for a vehicle according to claim 11, characterized in that: The liquid outlet of the gas-liquid separator (5) is connected to the liquid inlet of the power motor (1), and the liquid outlet of the power motor (1) is connected to the liquid inlet of the compression unit (2).

13. The thermal management system for a vehicle according to claim 1, characterized in that: The thermal management system also includes a second flow path.

14. The thermal management system for a vehicle according to claim 13, characterized in that: A plate heat exchanger (8) is provided on the second flow path, and the plate heat exchanger (8) comprises a first heat exchange flow channel and a second heat exchange flow channel, wherein the first heat exchange flow channel is used for exchanging heat for a main drive assembly (9) of the vehicle.

15. The thermal management system for a vehicle according to claim 14, characterized in that: The thermal management system further comprises a fourth heat exchanger (12); the first heat exchange channel comprises a first liquid inlet (51) and a first liquid outlet (52); the second heat exchange channel comprises a second liquid inlet (53) and a second liquid outlet (54); the liquid outlet of the main drive assembly (9) is connected to the first liquid inlet (51); the first liquid outlet (52) is connected to the liquid inlet of the fourth heat exchanger (12); and the liquid outlet of the fourth heat exchanger (12) is connected to the liquid inlet of the main drive assembly (9).

16. The thermal management system for a vehicle according to claim 1, characterized in that: The thermal management system also includes a pipeline for conducting gas.

17. The thermal management system for a vehicle according to claim 16, characterized in that: The thermal management system further comprises a water tank (11) and a fourth heat exchanger (12); the pipeline comprises a first pipeline (111), one end of the first pipeline (111) is connected to the water tank (11), and the other end of the first pipeline (111) is connected to a liquid outlet of the fourth heat exchanger (12).

18. The thermal management system for a vehicle according to claim 16, characterized in that: The thermal management system further comprises a water tank (11), the pipeline comprises a second pipeline (112), one end of the second pipeline (112) is connected to the water tank (11), and the other end of the second pipeline (112) is connected to the liquid inlet of the main drive assembly (9) of the vehicle.

19. The thermal management system for a vehicle according to claim 16, characterized in that: The thermal management system further comprises a water tank (11) and a plate heat exchanger (8); the pipeline comprises a third pipeline (113); one end of the third pipeline (113) is connected to the water tank (11) and the other end is connected to the plate heat exchanger (8).

20. The thermal management system for a vehicle according to claim 1, characterized in that: The thermal management system also includes a third flow path.

21. The thermal management system for a vehicle according to claim 20, characterized in that: The third flow path includes a second expansion valve (22), a second non-return valve (31), a fourth expansion valve (24), a fifth solenoid valve (18) and a fifth non-return valve (34); a first opening of a battery (7) of the vehicle is connected to the second expansion valve (22), the second expansion valve (22) is connected to the second non-return valve (31), a second opening of the battery (7) is connected to the fourth expansion valve (24), the fourth expansion valve (24) is connected to the fifth solenoid valve (18), and the fifth solenoid valve (18) is connected to the fifth non-return valve (34).

22. The thermal management system of a vehicle according to claim 21, characterized in that: The third flow path also includes a fourth solenoid valve (17), a third one-way valve (32), and a second solenoid valve (15); the second expansion valve (22) is also connected to the third one-way valve (32); the third one-way valve (32) is connected to the second solenoid valve (15); and the fourth expansion valve (24) is also connected to the fourth solenoid valve (17).

23. The thermal management system for a vehicle according to claim 1, characterized in that: The thermal management system also includes a fourth flow path.

24. The thermal management system for a vehicle according to claim 23, characterized in that: The fourth flow path comprises a second heat exchanger (4), a third expansion valve (23) and a fourth non-return valve (33); the liquid inlet of the second heat exchanger (4) is connected to the third expansion valve (23), and the liquid outlet of the second heat exchanger (4) is connected to the fourth non-return valve (33).

25. The thermal management system of a vehicle according to claim 23, characterized in that: The fourth flow path further comprises a third heat exchanger (6) and a first expansion valve (21), and a liquid outlet of the third heat exchanger (6) is connected to the first expansion valve (21).

26. The thermal management system for a vehicle according to claim 24, characterized in that: The fourth flow path also includes a sixth solenoid valve (19), the liquid inlet of the sixth solenoid valve (19) is connected to the liquid inlet end of the third expansion valve (23), and the liquid outlet of the sixth solenoid valve (19) is connected to the liquid outlet end of the fourth one-way valve (33).

27. The thermal management system for a vehicle according to claim 1, characterized in that: The thermal management system also includes a first flow path, a second flow path, a third flow path and a fourth flow path, the first flow path is connected to the second flow path, the first flow path is connected to the third flow path, the first flow path is connected to the fourth flow path, the second flow path is connected to the third flow path, the second flow path is connected to the fourth flow path, and the third flow path is connected to the fourth flow path.

28. A vehicle, characterized in that: A thermal management system for a vehicle comprising any one of claims 1-27.

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