Thermal management system and vehicle

Abstract

The utility model provides a thermal management system and a vehicle. The heat management system comprises a battery heat exchange loop, an electric drive heat exchange loop, a switching branch and a control valve assembly. The electric drive heat exchange loop comprises an electric drive heat exchanger and an electric drive heat exchange branch passing through the electric drive heat exchanger. And the switching branch is connected with the electric heat exchanger and the electric heat exchange branch. A first control valve of the control valve assembly is connected with the electric drive heat exchange branch and the battery heat exchange loop, and a second control valve of the control valve assembly is connected with the electric drive heat exchanger and the switching branch. The thermal management system comprises a heating mode and a cooling mode. And under the condition that the heat management system is in a heating mode, the electric drive heat exchange branch is communicated with the switching branch, and the electric drive heat exchange branch is connected with the battery heat exchange loop in series. And under the condition that the heat management system is in a cooling mode, the electric drive heat exchange branch is communicated with the electric drive heat exchanger, and the electric drive heat exchange branch is connected with the battery heat exchange loop in series. The thermal management system is low in cost and low in energy consumption, and the endurance mileage can be increased.

Description

Technical Field

[0001] This application relates to the technical field of thermal management, and in particular, to a thermal management system and a vehicle. Background Art

[0002] The thermal management system plays an important role in temperature control in a vehicle, capable of coordinating the temperature of the vehicle to ensure the safety and stability of the vehicle. In related technologies, the electro-thermal management system of the vehicle results in high energy consumption and a relatively large attenuation of the cruising range. Summary of the Utility Model

[0003] This application provides an improved thermal management system and a vehicle.

[0004] This application provides a thermal management system, including:

[0005] A battery heat exchange circuit that passes through the power battery;

[0006] An electric drive heat exchange circuit, including an electric drive heat exchanger and an electric drive heat exchange branch passing through the electric drive heat exchanger; a switching branch connected to the electric drive heat exchanger and the electric drive heat exchange branch; and

[0007] A control valve assembly, including a first control valve and a second control valve. The first control valve is connected to the electric drive heat exchange branch and the battery heat exchange circuit, and the second control valve is connected to the electric drive heat exchanger and the switching branch; wherein, the power battery includes a heating mode and a cooling mode;

[0008] When the thermal management system is in the heating mode, the first control valve and the second control valve are selectively controlled to connect the electric drive heat exchange branch to the switching branch, and the electric drive heat exchange branch is connected in series with the battery heat exchange circuit to heat the power battery; when the thermal management system is in the cooling mode, the first control valve and the second control valve are selectively controlled to connect the electric drive heat exchange branch to the electric drive heat exchanger, and the electric drive heat exchange branch is connected in series with the battery heat exchange circuit to cool the power battery.

[0009] Preferably, the first control valve includes a first communication port, a second communication port, a third communication port, and a fourth communication port; the second control valve includes a fifth communication port, a sixth communication port, and a seventh communication port;

[0010] When the thermal management system is in the heating mode, the first control valve is controlled to connect the first communication port with the second communication port, and the third communication port with the fourth communication port. Moreover, the first communication port and the fourth communication port are respectively connected to the electric drive heat exchange branch, and the second communication port and the third communication port are respectively connected to the battery heat exchange loop, so that the electric drive heat exchange branch and the battery heat exchange loop are connected in series. The second control valve is controlled to connect the fifth communication port with the sixth communication port and disconnect the fifth communication port from the seventh communication port, so that the electric drive heat exchange branch is connected to the switching branch; or

[0011] When the thermal management system is in the cooling mode, the first control valve is controlled to connect the first communication port with the second communication port, and the third communication port with the fourth communication port. Moreover, the first communication port and the fourth communication port are respectively connected to the electric drive heat exchange branch, and the second communication port and the third communication port are respectively connected to the battery heat exchange loop, so that the electric drive heat exchange branch and the battery heat exchange loop are connected in series. The second control valve is controlled to connect the fifth communication port with the seventh communication port and disconnect the fifth communication port from the sixth communication port, so that the electric drive heat exchange branch is connected to the electric drive heat exchanger.

[0012] Preferably, the battery heat exchange loop includes a battery heat exchanger and a battery heat exchange branch passing through the battery heat exchanger. The thermal management system further includes a passenger compartment heat exchanger, a passenger compartment heat exchange branch passing through the passenger compartment heat exchanger, and a heating component provided in the passenger compartment heat exchange branch. The passenger compartment heat exchange branch is arranged side by side with the battery heat exchange branch passing through the battery heat exchanger. Coolant is filled in both the passenger compartment heat exchange branch and the battery heat exchange branch. When the thermal management system is in the heating mode, the heating component heats the coolant in the passenger compartment heat exchange branch to heat the coolant in the battery heat exchange branch, thereby heating the power battery.

[0013] Preferably, the battery heat exchange loop includes a battery heat exchanger and a battery heat exchange branch passing through the battery heat exchanger. The thermal management system further includes a compressor and a first refrigeration loop connected to the compressor. The first refrigeration loop is arranged side by side with the battery heat exchange branch passing through the battery heat exchanger and is also arranged side by side with the electric drive heat exchange branch passing through the electric drive heat exchanger. Refrigerant is filled in the first refrigeration loop. Coolant is filled in both the electric drive heat exchange branch and the battery heat exchange branch.

[0014] When the thermal management system is in the cooling mode, under the action of the compressor, the refrigerant in the first refrigeration circuit exchanges heat with the coolant in the battery heat exchange branch and the coolant in the electric drive heat exchange branch, and cools the power battery.

[0015] Preferably, the first control valve includes a first communication port, a second communication port, a third communication port, and a fourth communication port; the second control valve includes a fifth communication port, a sixth communication port, and a seventh communication port;

[0016] When the thermal management system is in the heating mode or the cooling mode, the first control valve is controlled such that the first communication port communicates with the second communication port, the third communication port communicates with the fourth communication port, and the first communication port and the fourth communication port are respectively connected to the electric drive heat exchange branch, and the second communication port and the third communication port are respectively connected to the battery heat exchange circuit, so that the electric drive heat exchange branch and the battery heat exchange circuit are connected in series; or

[0017] When the thermal management system is in the heating mode or the cooling mode, the first control valve is controlled such that the first communication port communicates with the fourth communication port, the second communication port communicates with the third communication port, and the first communication port and the fourth communication port are respectively connected to the electric drive heat exchange branch, and the second communication port and the third communication port are respectively connected to the battery heat exchange branch, so that the electric drive heat exchange branch is isolated from the battery heat exchange circuit.

[0018] Preferably, the battery heat exchange circuit includes a battery heat exchange branch; the thermal management system further includes a compressor, a second refrigeration circuit connected to the compressor, a passenger compartment heat exchanger, and a passenger compartment heat exchange branch passing through the passenger compartment heat exchanger. The second refrigeration circuit is arranged side by side with the passenger compartment heat exchange branch after passing through the passenger compartment heat exchanger, and is arranged side by side with the electric drive heat exchange branch after passing through the electric drive heat exchanger; the second refrigeration circuit is filled with refrigerant; both the electric drive heat exchange branch and the battery heat exchange branch are filled with coolant;

[0019] When the thermal management system is in the cooling mode, under the action of the compressor, the refrigerant in the second refrigeration circuit exchanges heat with the coolant in the electric drive heat exchange branch, and the refrigerant in the second refrigeration circuit exchanges heat with the coolant in the passenger compartment heat exchange branch, so that the coolant in the passenger compartment heat exchange branch exchanges heat with the coolant in the battery heat exchange branch to cool the power battery.

[0020] Preferably, the thermal management system further includes an electric drive pump, which is arranged in the electric drive heat exchange branch.

[0021] Preferably, the battery heat exchange circuit includes a battery heat exchange branch; the thermal management system further includes a battery power pump disposed in the battery heat exchange branch.

[0022] The present application also provides a vehicle, including: a power battery, a power motor, and the thermal management system according to any one of the above embodiments. The battery heat exchange circuit of the thermal management system passes through the power battery; the electric drive heat exchange branch of the thermal management system passes through the power motor.

[0023] Preferably, both the first control valve and the second control valve of the thermal management system are electrically controlled valves; the vehicle includes a switch controller electrically connected to the first control valve and the second control valve, and the switch controller controls the on-off of the first control valve and the second control valve.

[0024] Preferably, the vehicle further includes a motor controller electrically connected to the motor, and the motor controller is used to control the on-off of the power motor.

[0025] The thermal management system and vehicle of the embodiments of the present application. The thermal management system uses the waste heat of the electric drive heat exchange branch to heat the power battery, and cools the power battery through the electric drive heat exchange circuit, with low cost and less energy consumption, which is beneficial to improving the cruising range. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 The principle block diagram of an embodiment of the thermal management system of the present application is shown.

[0027] Figure 2 Shown as Figure 1 The principle block diagram of an embodiment of the thermal management system shown in the heating mode.

[0028] Figure 3 Shown as Figure 1 The principle block diagram of an embodiment of the thermal management system shown in the cooling mode.

[0029] Figure 4 Shown as Figure 2 The principle block diagram of another embodiment of the thermal management system shown in the heating mode.

[0030] Figure 5 Shown as Figure 2 The principle block diagram of yet another embodiment of the thermal management system shown in the heating mode.

[0031] Figure 6 Shown as Figure 3 The principle block diagram of another embodiment of the thermal management system shown in the cooling mode.

[0032] Figure 7 Shown asFigure 3 Schematic block diagram of another embodiment of the thermal management system in the cooling mode.

[0033] Figure 8 As shown Figure 3 Schematic block diagram of another embodiment of the thermal management system in the cooling mode. Detailed implementation manners

[0034] The thermal management system and vehicle of the present application will be described in detail below with reference to the accompanying drawings. Without conflict, the features in the following embodiments and implementation manners can be combined with each other.

[0035] Figure 1 Schematic block diagram of an embodiment of the thermal management system 10 of the present application. As Figure 1 shown, the thermal management system 10 includes a battery heat exchange loop 11, a motor heat exchange loop 12, a switching branch 13 and a control valve assembly 14. The battery heat exchange loop 11 passes through the power battery 20. The motor heat exchange loop 12 includes a motor heat exchanger 121 and a motor heat exchange branch 122 passing through the motor heat exchanger 121. The motor heat exchange branch 122 passes through the drive motor 30. The switching branch 13 is connected to the motor heat exchanger 121 and the motor heat exchange branch 122, and the switching branch 13 is used to switch the on / off of the motor heat exchanger 121 and the motor heat exchange branch 122. The control valve assembly 14 includes a first control valve 141 and a second control valve 142. The first control valve 141 is connected to the motor heat exchange branch 122 and the battery heat exchange loop 11, and the second control valve 142 is connected to the motor heat exchanger 121 and the switching branch. In some embodiments, the thermal management system 10 includes a heating mode and a cooling mode. When the thermal management system 10 is in the heating mode, it is used to heat the power battery 20. When the thermal management system 10 is in the cooling mode, it is used to cool the power battery 20.

[0036] In some embodiments, when the thermal management system 10 is in the heating mode, the first control valve 141 and the second control valve 142 are selectively controlled to connect the motor heat exchange branch 122 and the switching branch 13, and the motor heat exchange branch 122 is connected in series with the battery heat exchange loop 11 to heat the power battery 20. With such a setting, when the temperature of the motor heat exchange branch 122 reaches the motor preset temperature and the temperature of the power battery 20 does not reach the battery preset temperature, the first control valve 141 and the second control valve 142 are controlled to connect the motor heat exchange branch 122 and the switching branch 13, and the motor heat exchange branch 122 is connected in series with the battery heat exchange loop 11, and the hot water in the motor heat exchange branch 122 is introduced into the power battery 20 to heat the power battery 20 by using the waste heat of the motor heat exchange branch 122.

[0037] In some embodiments, when the thermal management system 10 is in the cooling mode, the first control valve 141 and the second control valve 142 are selectively controlled to connect the electric drive heat exchange branch 122 with the electric drive heat exchanger 121, and the electric drive heat exchange branch 122 is connected in series with the battery heat exchange loop 11 to cool the power battery 20. With such a setting, when the temperature of the power battery 20 is greater than the preset battery temperature, the first control valve 141 and the second control valve 142 are controlled to connect the electric drive heat exchange branch 122 with the electric drive heat exchanger 121, and the electric drive heat exchange branch 122 is connected in series with the battery heat exchange loop 11. The power battery 20 is introduced into the electric drive heat exchange branch 122, and the electric drive heat exchange branch 122 is cooled by the electric drive heat exchanger 121, thereby realizing the cooling of the power battery 20.

[0038] In the above solution, the waste heat of the electric drive heat exchange branch 122 is used to heat the power battery 20, and the power battery 20 is cooled through the electric drive heat exchange loop 12, with low cost and less energy consumption, which is beneficial to improving the cruising range.

[0039] Figure 2 As shown Figure 1 is a schematic diagram of the principle of an embodiment in which the thermal management system 10 shown is in the heating mode. As Figure 2 shown, the first control valve 141 may be a four-way valve, and the second control valve 142 may be a three-way valve. The first control valve 141 includes a first communication port 1411, a second communication port 1412, a third communication port 1413, and a fourth communication port 1414. The second control valve 142 includes a fifth communication port 1421, a sixth communication port 1422, and a seventh communication port 1423. As Figure 2 indicated by the arrows in, when the thermal management system 10 is in the heating mode, the first control valve 141 is controlled to connect the first communication port 1411 with the second communication port 1412, and the third communication port 1413 with the fourth communication port 1414. Moreover, the first communication port 1411 and the fourth communication port 1414 are respectively connected to the electric drive heat exchange branch 122, and the second communication port 1412 and the third communication port 1413 are respectively connected to the battery heat exchange loop 11, so that the electric drive heat exchange branch 122 is connected in series with the battery heat exchange loop 11. The second control valve 142 is controlled to connect the fifth communication port 1421 with the sixth communication port 1422, and the fifth communication port 1421 is disconnected from the seventh communication port 1423, so that the electric drive heat exchange branch 122 is connected to the switching branch 13 to heat the power battery 20. In this embodiment, when it is determined that the power battery 20 has a heating requirement, first, it is determined whether the temperature of the water in the electric drive heat exchange branch 122 reaches the electric drive preset temperature. If the temperature of the water in the electric drive heat exchange branch 122 reaches the electric drive preset temperature, as Figure 2The heating circuit shown by the arrow in heats the power battery 20. That is, by controlling the states of the communication ports of the first control valve 141 and the second control valve 142, the electric drive heat exchange branch 122 is connected in series with the battery heat exchange loop 11, and the electric drive heat exchange branch 122 and the electric drive heat exchanger 121 are isolated. Thus, the hot water in the electric drive heat exchange branch 122 is introduced into the power battery 20, and the waste heat of the electric drive heat exchange branch 122 is used to heat the power battery 20, effectively utilizing the waste heat of the electric drive heat exchange branch 122, with small energy consumption loss and high recovery rate.

[0040] Figure 3 as shown Figure 1 is a schematic block diagram of an embodiment in which the thermal management system 10 shown is in the cooling mode. As Figure 3 shown, when the thermal management system 10 is in the cooling mode, the first control valve 141 is controlled so that the first communication port 1411 communicates with the second communication port 1412, the third communication port 1413 communicates with the fourth communication port 1414, and the first communication port 1411 and the fourth communication port 1414 are respectively connected to the electric drive heat exchange branch 122, and the second communication port 1412 and the third communication port 1413 are respectively connected to the battery heat exchange loop 11, making the electric drive heat exchange branch 122 connected in series with the battery heat exchange loop 11. The second control valve 142 is controlled so that the fifth communication port 1421 communicates with the seventh communication port 1423, and the fifth communication port 1421 is disconnected from the sixth communication port 1422, making the electric drive heat exchange branch 122 communicate with the electric drive heat exchanger 121 to cool the power battery 20. In this embodiment, when the temperature of the power battery 20 reaches the preset battery temperature, it indicates that the temperature of the power battery 20 is relatively high at this time and needs to be cooled. As Figure 3 The cooling circuit shown by the arrow in cools the power battery 20. That is, by controlling the states of the communication ports of the first control valve 141 and the second control valve 142, the electric drive heat exchange branch 122 is connected in series with the battery heat exchange loop 11, and the electric drive heat exchange branch 122 and the electric drive heat exchanger 121 are connected. Thus, the power battery 20 is introduced into the electric drive heat exchange branch 122, and the electric drive heat exchange branch 122 is cooled by the electric drive heat exchanger 121, thereby realizing cooling of the power battery 20, effectively utilizing the electric drive heat exchanger 121 to cool the power battery 20, with small energy consumption loss.

[0041] In Figure 2 and Figure 3 the shown embodiment, by controlling the sixth communication port 1422 and the seventh communication port 1423 of the second control valve 142, the switching between heating and cooling of the power battery 20 can be realized, with convenient operation, simple structure, and low cost.

[0042] In Figure 2 and Figure 3In the illustrated embodiment, the thermal management system 10 further includes an electric driving force pump 123 disposed in the electric drive heat exchange branch 122. The electric driving force pump 123 is used to provide a driving force to drive the heat exchange medium (such as water) in the electric drive heat exchange branch 122 to circulate rapidly, which is beneficial to heat exchange. In Figure 2 and Figure 3 In the illustrated embodiment, the thermal management system 10 further includes a battery-powered pump 114 disposed in the battery heat exchange branch 112. The battery-powered pump 114 is used to provide a driving force to drive the heat exchange medium (such as water) in the battery heat exchange branch 112 to circulate rapidly, which is beneficial to heat exchange.

[0043] Figure 4 As shown Figure 2 is a principle block diagram of another embodiment in which the thermal management system 10 shown is in the heating mode. As Figure 4 shown, the battery heat exchange circuit 11 includes a battery heat exchanger 111 and a battery heat exchange branch 112 passing through the battery heat exchanger 111. The thermal management system 10 further includes a passenger compartment heat exchange circuit 15, and the passenger compartment heat exchange circuit 15 includes a passenger compartment heat exchanger 151, a passenger compartment heat exchange branch 152 passing through the passenger compartment heat exchanger 151, and a heating component 153 disposed in the passenger compartment heat exchange branch 152. The passenger compartment heat exchange branch 152 is arranged side by side with the battery heat exchange branch 112 after passing through the battery heat exchanger 111, and both the passenger compartment heat exchange branch 152 and the battery heat exchange branch 112 are filled with a coolant. When the thermal management system 10 is in the heating mode, the heating component 153 heats the coolant in the passenger compartment heat exchange branch 152 to heat the coolant in the battery heat exchange branch 112, thereby heating the power battery 20. In Figure 4 In the illustrated embodiment, when it is determined that the power battery 20 has a heating requirement, first determine whether the temperature of the water in the electric drive heat exchange branch 122 reaches the electric drive preset temperature. If the temperature of the water in the electric drive heat exchange branch 122 does not reach the electric drive preset temperature and the temperature of the power battery 20 is lower than the battery preset temperature, it means that the temperature of the power battery 20 is too low. At this time, as Figure 4 shown by the arrow in, an active heating request can be sent to the power motor 30. On the one hand, the power motor 30 can be used as a heating source to connect the electric drive heat exchange branch 122 and the battery heat exchange branch 112 in series to heat the power battery 20. At the same time, the heating component 153 provided on the passenger compartment heat exchange branch 152 can also be used to assist in heating the power battery 20, so as to rapidly heat the power battery 20.

[0044] In this embodiment, the heating component 153 can be PTC (Positive Temperature Coefficient) heating. In some other embodiments, the heating component 153 can also be other components, which are not limited in this application.

[0045] In Figure 4 the illustrated embodiment, when the thermal management system 10 is in the heating mode, the first control valve 141 is controlled such that the first communication port 1411 communicates with the second communication port 1412, and the third communication port 1413 communicates with the fourth communication port 1414. Moreover, the first communication port 1411 and the fourth communication port 1414 are respectively in communication with the electric drive heat exchange branch 122, and the second communication port 1412 and the third communication port 1413 are respectively in communication with the battery heat exchange loop 11, so that the electric drive heat exchange branch 122 and the battery heat exchange loop 11 are connected in series. In Figure 4 the illustrated embodiment, when the thermal management system 10 is in the heating mode, the second control valve 142 is controlled such that the fifth communication port 1421 communicates with the sixth communication port 1422, and the fifth communication port 1421 is disconnected from the seventh communication port 1423, so that the electric drive heat exchange branch 122 communicates with the switching branch 13. And Figure 2 in the illustrated embodiment, by controlling the heating component 153 to be in the working state and in combination with the communication port states of the first control valve 141 and the second control valve 142, dual heating of the power battery 20 is achieved. The structure is simple, the implementation method is simple, and the heating efficiency is high.

[0046] Figure 5 Shown as Figure 2 the principle block diagram of another embodiment in which the illustrated thermal management system is in the heating mode. As Figure 5 shown, when the thermal management system 10 is in the heating mode, the first control valve 141 is controlled such that the first communication port 1411 communicates with the fourth communication port 1414, and the second communication port 1412 communicates with the third communication port 1413. Moreover, the first communication port 1411 and the fourth communication port 1414 are respectively in communication with the electric drive heat exchange branch 122, and the second communication port 1412 and the third communication port 1413 are respectively in communication with the battery heat exchange branch 112, so that the electric drive heat exchange branch 122 is isolated from the battery heat exchange loop 11. In Figure 5 the illustrated embodiment, when it is determined that the power battery 20 has a heating requirement, first, it is determined whether the temperature of the water in the electric drive heat exchange branch 122 reaches the electric drive preset temperature. If the temperature of the water in the electric drive heat exchange branch 122 does not reach the electric drive preset temperature and the temperature of the power battery 20 is higher than the battery preset temperature, it means that the temperature of the power battery 20 is not too low. At this time, as Figure 5 shown by the arrow in

[0047] For the thermal management system 10 of this embodiment, when it is determined that the power battery 20 has no heating requirement, the electric drive heat exchange branch 122 can also be controlled to be connected in series with the battery heat exchange loop 11, and the electric drive heat exchange branch 122 is controlled to be isolated from the electric drive heat exchanger 121. The hot water in the electric drive heat exchange branch 122 is introduced into the power battery 20, and the residual heat of the electric drive heat exchange branch 122 can be used to maintain the temperature of the power battery 20, improving the battery energy recovery efficiency. When the water temperature in the electric drive heat exchange branch 122 or the temperature of the power battery 20 reaches the set value, the electric drive heat exchange branch 122 is separated from the battery heat exchange loop 11. With such a setting, dynamic adjustment can be made according to the temperatures of the electric drive heat exchange branch 122 and the power battery 20, reducing energy consumption.

[0048] Figure 6 shown as Figure 3 the principle block diagram of another embodiment in which the shown thermal management system 10 is in the cooling mode. As Figure 6 shown, the battery heat exchange loop 11 includes a battery heat exchanger 113 and a battery heat exchange branch 112 passing through the battery heat exchanger 113. The thermal management system 10 further includes a compressor 16 and a first refrigeration loop 161 connected to the compressor 16. The first refrigeration loop 161 is arranged side by side with the battery heat exchange branch 112 after passing through the battery heat exchanger 113, and is arranged side by side with the electric drive heat exchange branch 122 after passing through the electric drive heat exchanger 121. The first refrigeration loop 161 being arranged side by side with the battery heat exchange branch 112 can be understood as the first refrigeration loop 161 and the battery heat exchange branch 112 being adjacent to each other inside the battery heat exchanger 113, and the first refrigeration loop 161 and the battery heat exchange branch 112 are not connected to each other and are independent of each other. The first refrigeration loop 161 and the battery heat exchange branch 112 can perform heat exchange with each other. The first refrigeration loop 161 being arranged side by side with the electric drive heat exchange branch 122 can be understood as the first refrigeration loop 161 and the electric drive heat exchange branch 122 being adjacent to each other inside the electric drive heat exchanger 121, and the first refrigeration loop 161 and the electric drive heat exchange branch 122 are not connected to each other and are independent of each other. The first refrigeration loop 161 and the electric drive heat exchange branch 122 can perform heat exchange with each other.

[0049] In Figure 6 the shown embodiment, the first refrigeration loop 161 is filled with a refrigerant. Both the electric drive heat exchange branch 122 and the battery heat exchange branch 112 are filled with a coolant, and the coolant can be water. In the case where the thermal management system 10 is in the cooling mode, under the action of the compressor 16, the refrigerant in the first refrigeration loop 161 exchanges heat with the coolant in the battery heat exchange branch 112 and exchanges heat with the coolant in the electric drive heat exchange branch 122 to cool the power battery 20. In Figure 6In the illustrated embodiment, when the thermal management system 10 is in the cooling mode, the first control valve 141 is controlled such that the first communication port 1411 communicates with the second communication port 1412, and the third communication port 1413 communicates with the fourth communication port 1414. Moreover, the first communication port 1411 and the fourth communication port 1414 are respectively in communication with the electric drive heat exchange branch 122, and the second communication port 1412 and the third communication port 1413 are respectively in communication with the battery heat exchange circuit 11, so that the electric drive heat exchange branch 122 and the battery heat exchange circuit 11 are connected in series. In Figure 6 In the illustrated embodiment, when the thermal management system 10 is in the cooling mode, the second control valve 142 is controlled such that the fifth communication port 1421 communicates with the seventh communication port 1423, and the fifth communication port 1421 is disconnected from the sixth communication port 1422, so that the electric drive heat exchange branch 122 communicates with the electric drive heat exchanger 121. As Figure 6 shown by the arrows, when it is determined that the temperature of the power battery 20 is relatively high and there is a cooling request, the compressor 16, the electric drive heat exchanger 121, the battery heat exchanger 113, and the electric drive pump 123 are controlled to operate to cool the power battery 20. With such an arrangement, on the one hand, the battery heat exchanger 113 directly exchanges heat between the coolant in the first refrigeration circuit 161 and the battery heat exchange branch 112 to rapidly reduce the temperature of the power battery 20. On the other hand, the electric drive heat exchanger 121 exchanges heat between the coolant in the first refrigeration circuit 161 and the coolant in the electric drive heat exchange branch 122, and with the aid of the electric drive pump 123, not only can the temperature of the electric drive heat exchange circuit 12 be reduced, but also the temperature of the power battery 20 can be assisted in being reduced, thus achieving rapid cooling of the power battery 20.

[0050] Figure 7 Shown as Figure 3 a schematic diagram of the principle of another embodiment in which the thermal management system 10 is in the cooling mode. As Figure 7 shown, when the thermal management system 10 is in the cooling mode, the first control valve 141 is controlled such that the first communication port 1411 communicates with the fourth communication port 1414, and the second communication port 1412 communicates with the third communication port 1413. Moreover, the first communication port 1411 and the fourth communication port 1414 are respectively in communication with the electric drive heat exchange branch 122, and the second communication port 1412 and the third communication port 1413 are respectively in communication with the battery heat exchange branch 112, so that the electric drive heat exchange branch 122 is isolated from the battery heat exchange branch 112. When the thermal management system 10 is in the cooling mode, under the action of the compressor 16, the refrigerant in the first refrigeration circuit 161 exchanges heat with the coolant in the battery heat exchange branch 112 to cool the power battery 20. Figure 7 The illustrated embodiment is similar to Figure 6 the illustrated embodiment, and the main difference is that Figure 7In the illustrated embodiment, when the thermal management system 10 is in the cooling mode, the electric drive heat exchange branch 122 is isolated from the battery heat exchange branch 112 to achieve direct heat exchange between the first refrigeration circuit 161 and the battery heat exchange branch 112, so as to rapidly cool down the power battery 20 and reduce losses.

[0051] Figure 8 As shown Figure 3 The principle block diagram of another embodiment where the illustrated thermal management system 10 is in the cooling mode. As Figure 8 shown, the thermal management system 10 further includes a compressor 16, a second refrigeration circuit 162 connected to the compressor 16, a passenger compartment heat exchanger 151, and a passenger compartment heat exchange branch 152 passing through the passenger compartment heat exchanger 151. The second refrigeration circuit 162 is arranged side by side with the passenger compartment heat exchange branch 152 after passing through the passenger compartment heat exchanger 151, and is arranged side by side with the electric drive heat exchange branch 122 after passing through the electric drive heat exchanger 121. The second refrigeration circuit 162 being arranged side by side with the passenger compartment heat exchange branch 152 can be understood as the second refrigeration circuit 162 and the passenger compartment heat exchange branch 152 being adjacent to each other inside the passenger compartment heat exchanger 151, and the second refrigeration circuit 162 and the passenger compartment heat exchange branch 152 are not connected to each other and are independent of each other. The second refrigeration circuit 162 and the passenger compartment heat exchange branch 152 can perform heat exchange with each other. The second refrigeration circuit 162 being arranged side by side with the electric drive heat exchange branch 122 can be understood as the second refrigeration circuit 162 and the electric drive heat exchange branch 122 being adjacent to each other inside the electric drive heat exchanger 121, and the second refrigeration circuit 162 and the electric drive heat exchange branch 122 are not connected to each other and are independent of each other. The second refrigeration circuit 162 and the electric drive heat exchange branch 122 can perform heat exchange with each other.

[0052] In Figure 8 the illustrated embodiment, the second refrigeration circuit 162 is filled with a refrigerant. Both the electric drive heat exchange branch 122 and the battery heat exchange branch 112 are filled with a coolant. In Figure 8 the illustrated embodiment, when the thermal management system 10 is in the cooling mode, under the action of the compressor 16, the refrigerant in the second refrigeration circuit 162 exchanges heat with the coolant in the electric drive heat exchange branch 122, and the refrigerant in the second refrigeration circuit 162 exchanges heat with the coolant in the passenger compartment heat exchange branch 152, so that the coolant in the passenger compartment heat exchange branch 152 exchanges heat with the coolant in the battery heat exchange branch 112 to cool the power battery 20. As Figure 8As shown by the arrows, when it is determined that the temperature of the power battery 20 is relatively high and there is a cooling request, the compressor 16, the electric drive heat exchanger 121, the battery heat exchanger 111, the battery heat exchanger 113, the passenger compartment heat exchanger 151, the electric drive coolant pump 123 and the battery coolant pump 114 are controlled to operate to cool the power battery 20. With such a setting, on the one hand, the battery heat exchanger 113 directly exchanges heat between the coolant in the second refrigeration circuit 162 and the battery heat exchange branch 112 to quickly reduce the temperature of the power battery 20. On the other hand, the electric drive heat exchanger 121 exchanges heat between the coolant in the second refrigeration circuit 162 and the coolant in the electric drive heat exchange branch 122, and with the electric drive coolant pump 123, not only can the temperature of the electric drive heat exchange circuit 12 be reduced, but also the temperature of the power battery 20 can be assisted in being reduced, thus realizing the rapid cooling of the power battery 20. At the same time, the passenger compartment heat exchanger 151 is also used to exchange heat between the refrigerant in the second refrigeration circuit 162 and the coolant in the passenger compartment heat exchange branch 152, and then the battery heat exchanger 111 is used to exchange heat between the coolant in the passenger compartment heat exchange branch 152 and the coolant in the battery heat exchange branch 112 to achieve the auxiliary cooling of the power battery 20. With such a cycle, the overall cooling of the entire thermal management system 10 can be realized, and the cooling effect is better.

[0053] The thermal management system 10 of this embodiment can also realize the heat dissipation of the electric drive heat exchange circuit 12, the heat storage of the electric drive heat exchange circuit 12, the heating or cooling function of the passenger compartment. When it is determined that there is a cooling demand, the electric drive coolant pump 123 is controlled to drive the coolant in the electric drive heat exchange branch 122, and the heat dissipation system in the electric drive heat exchanger 121 realizes the heat dissipation of the electric drive heat exchange circuit 12. When it is determined that the electric drive heat exchange circuit 12 has no heat dissipation demand, the electric drive heat exchanger 121 is controlled to be isolated from the electric drive heat exchange branch 122, and the electric drive coolant pump 123 is controlled to drive the coolant in the electric drive heat exchange branch 122 to circulate to store heat. When it is determined that the electric drive heat exchange circuit 12 has a heat dissipation demand, the electric drive heat exchanger 121 is controlled to be connected to the electric drive heat exchange branch 122. When it is determined that the passenger compartment has a heating or cooling demand, the compressor 16 and the heating component 153 are respectively controlled according to the heating or cooling request of the passenger compartment to realize the heating or cooling function of the passenger compartment. When it is determined that there is a common heating request for the passenger compartment and the battery, the heat source heat is distributed to the power battery 20 and the passenger compartment according to the strategy by controlling the passenger compartment heat distribution component to meet the common heating demand. When there is a common cooling request for the passenger compartment and the battery, the refrigerant flow rate of the passenger compartment system is distributed according to the strategy by controlling the expansion valve, the electronic expansion valve, the stop valve, etc. to meet the common cooling demand. With such a setting, different demands of the thermal management system 10 can be realized. The confirmation of the above demands can be executed by the thermal management controller provided in the vehicle, which will not be elaborated here.

[0054] This application also provides a vehicle, including: a power battery 20, a power motor 30 and as described above Figures 1 to 8For the thermal management system 10 described in any of the embodiments, the battery heat exchange circuit 11 of the thermal management system 10 passes through the power battery 20. The electric drive heat exchange branch 122 of the thermal management system 10 passes through the traction motor 30. Inside the vehicle, by setting Figures 1 to 8 For the thermal management system 10 described in any of the embodiments, the heating and cooling of the power battery 20 can be effectively realized, with low cost and less energy consumption, which is beneficial to improving the cruising range. In this embodiment, both the first control valve 141 and the second control valve 142 of the thermal management system 10 are electrically controlled valves. The vehicle includes a switch controller (not shown), which is electrically connected to the first control valve 141 and the second control valve 142. By controlling the opening and closing of the first control valve 141 and the second control valve 142 through the switch controller, the switching sensitivity is high, the structure is simple, and the cost is low. In this embodiment, the vehicle further includes a motor controller (not shown), which is electrically connected to the traction motor 30 and is used to control the opening and closing of the traction motor 30 through the motor controller, with high switching sensitivity, simple structure, and low cost.

[0055] It should be understood that the present application is not limited to the content already described and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present application is only limited by the appended claims.

Claims

1. A thermal management system, characterized in that: include: A battery heat exchange loop, wherein the battery heat exchange loop passes through a power battery; An electric drive heat exchange circuit, comprising an electric drive heat exchanger and an electric drive heat exchange branch passing through the electric drive heat exchanger; A switching branch connected to the electric drive heat exchanger and the electric drive heat exchange branch; and A control valve assembly, comprising a first control valve and a second control valve, wherein the first control valve is connected to the electric drive heat exchange branch and the battery heat exchange circuit, and the second control valve is connected to the electric drive heat exchanger and the switching branch; wherein the thermal management system comprises a heating mode and a cooling mode; When the thermal management system is in the heating mode, the first control valve and the second control valve are selectively controlled to connect the electric drive heat exchange branch with the switching branch, and the electric drive heat exchange branch is connected in series with the battery heat exchange circuit to heat the power battery; when the thermal management system is in the cooling mode, the first control valve and the second control valve are selectively controlled to connect the electric drive heat exchange branch with the electric drive heat exchanger, and the electric drive heat exchange branch is connected in series with the battery heat exchange circuit to cool the power battery.

2. The thermal management system according to claim 1, characterized in that: The first control valve includes a first communication port, a second communication port, a third communication port and a fourth communication port; the second control valve includes a fifth communication port, a sixth communication port and a seventh communication port; When the thermal management system is in the heating mode, the first control valve is controlled so that the first communication port is connected with the second communication port, the third communication port is connected with the fourth communication port, and the first communication port and the fourth communication port are respectively connected with the electric drive heat exchange branch, and the second communication port and the third communication port are respectively connected with the battery heat exchange circuit, so that the electric drive heat exchange branch and the battery heat exchange circuit are connected in series; the second control valve is controlled so that the fifth communication port is connected with the sixth communication port, and the fifth communication port is disconnected from the seventh communication port, so that the electric drive heat exchange branch is connected with the switching branch; or When the thermal management system is in the cooling mode, the first control valve is controlled so that the first connecting port is connected with the second connecting port, the third connecting port is connected with the fourth connecting port, and the first connecting port and the fourth connecting port are connected with the electric drive heat exchange branch, respectively, and the second connecting port and the third connecting port are connected with the battery heat exchange circuit, respectively, so that the electric drive heat exchange branch is connected in series with the battery heat exchange circuit; the second control valve is controlled so that the fifth connecting port is connected with the seventh connecting port, and the fifth connecting port is disconnected from the sixth connecting port, so that the electric drive heat exchange branch is connected with the electric drive heat exchanger.

3. The thermal management system according to claim 1, characterized in that: The battery heat exchange circuit includes a battery heat exchanger and a battery heat exchange branch passing through the battery heat exchanger; the thermal management system also includes a passenger compartment heat exchanger, a passenger compartment heat exchange branch passing through the passenger compartment heat exchanger, and a heating component provided on the passenger compartment heat exchange branch; the passenger compartment heat exchange branch passes through the battery heat exchanger and is arranged side by side with the battery heat exchange branch, and both the passenger compartment heat exchange branch and the battery heat exchange branch are filled with coolant; When the thermal management system is in the heating mode, the heating component heats the coolant in the passenger compartment heat exchange branch to heat the coolant in the battery heat exchange branch, thereby heating the power battery.

4. The thermal management system according to claim 1, characterized in that: The battery heat exchange circuit includes a battery heat exchanger and a battery heat exchange branch passing through the battery heat exchanger; the thermal management system also includes a compressor and a first refrigeration circuit connected to the compressor, the first refrigeration circuit passes through the battery heat exchanger and is arranged side by side with the battery heat exchange branch, and passes through the electric drive heat exchanger and is arranged side by side with the electric drive heat exchange branch; the first refrigeration circuit is filled with refrigerant; the electric drive heat exchange branch and the battery heat exchange branch are both filled with coolant; When the thermal management system is in the cooling mode, under the action of the compressor, the refrigerant in the first refrigeration circuit exchanges heat with the coolant in the battery heat exchange branch, and exchanges heat with the coolant in the electric drive heat exchange branch, so as to cool the power battery.

5. The thermal management system according to claim 3 or 4, characterized in that: The first control valve includes a first communication port, a second communication port, a third communication port and a fourth communication port; the second control valve includes a fifth communication port, a sixth communication port and a seventh communication port; When the thermal management system is in the heating mode or the cooling mode, the first control valve is controlled so that the first communication port is connected with the second communication port, the third communication port is connected with the fourth communication port, and the first communication port and the fourth communication port are respectively connected with the electric drive heat exchange branch, and the second communication port and the third communication port are respectively connected with the battery heat exchange circuit, so that the electric drive heat exchange branch and the battery heat exchange circuit are connected in series; or When the thermal management system is in the heating mode or the cooling mode, the first control valve is controlled so that the first connecting port is connected with the fourth connecting port, the second connecting port is connected with the third connecting port, and the first connecting port and the fourth connecting port are connected with the electric drive heat exchange branch, respectively, and the second connecting port and the third connecting port are connected with the battery heat exchange branch, respectively, so that the electric drive heat exchange branch is isolated from the battery heat exchange circuit.

6. The thermal management system according to claim 1, characterized in that: The battery heat exchange circuit includes a battery heat exchange branch; the thermal management system also includes a compressor, a second refrigeration circuit connected to the compressor, a passenger compartment heat exchanger, and a passenger compartment heat exchange branch passing through the passenger compartment heat exchanger, the second refrigeration circuit passes through the passenger compartment heat exchanger and is arranged side by side with the passenger compartment heat exchange branch, and passes through the electric drive heat exchanger and is arranged side by side with the electric drive heat exchange branch; the second refrigeration circuit is filled with refrigerant; the electric drive heat exchange branch and the battery heat exchange branch are both filled with coolant; When the thermal management system is in the cooling mode, under the action of the compressor, the refrigerant in the second refrigeration circuit exchanges heat with the coolant in the electric drive heat exchange branch, and the refrigerant in the second refrigeration circuit exchanges heat with the coolant in the passenger compartment heat exchange branch, so that the coolant in the passenger compartment heat exchange branch exchanges heat with the coolant in the battery heat exchange branch to cool the power battery.

7. The thermal management system according to claim 1, characterized in that: The thermal management system further comprises an electric drive power pump, which is arranged in the electric drive heat exchange branch; and / or The battery heat exchange circuit includes a battery heat exchange branch; the thermal management system also includes a battery power pump, which is arranged in the battery heat exchange branch.

8. A vehicle, characterized in that: include: A power battery, a power motor and a thermal management system as claimed in any one of claims 1 to 7, wherein the battery heat exchange circuit of the thermal management system passes through the power battery; and the electric drive heat exchange branch of the thermal management system passes through the power motor.

9. The vehicle according to claim 8, characterized in that The first control valve and the second control valve of the thermal management system are both electrically controlled valves; the vehicle includes a switch controller electrically connected to the first control valve and the second control valve, and the switch controller controls the on and off of the first control valve and the second control valve.

10. The vehicle according to claim 8, characterized in that The vehicle further comprises a motor controller electrically connected to the power motor, wherein the motor controller is used to control the on and off of the power motor.

Images