Thermal management system and vehicle

Abstract

The utility model provides a thermal management system and a vehicle, the thermal management system comprises a refrigerant loop and a cooling liquid loop, the refrigerant loop is in heat exchange connection with the cooling liquid loop, the refrigerant loop comprises a compressor, a first heat exchanger, a first electronic expansion valve, a second heat exchanger and a gas-liquid separator which are connected in sequence, the refrigerant loop further comprises a second electronic expansion valve and a first evaporator which are connected with the first electronic expansion valve and the second heat exchanger in parallel, the cooling liquid loop comprises a heating loop, a first heat exchange loop, a battery heat exchange loop and a second heat exchange loop, the loops are communicated and switched through a first multi-way valve, the heating loop is connected with the first heat exchanger, and the battery heat exchange loop is connected with the second heat exchanger. The first heat exchange loop is connected with the second heat exchanger, and the second heat exchange loop is used for exchanging heat with the outside. According to the heat management system, condensation and evaporation of the refrigerant can be met through the second heat exchange loop, normal operation of the refrigerant loop is guaranteed, an outdoor heat exchanger does not need to be arranged, and the structure of the refrigerant loop is simplified.

Description

Technical Field

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

[0002] With the continuous development of new energy vehicles, the requirements for vehicle thermal management are getting higher and higher, and various factors such as the overall vehicle energy consumption, passenger comfort, high-capacity battery, and heat exchange requirements of high-power motors need to be balanced. Especially in low-temperature working conditions, only relying on the electric heating method of the PTC to heat the passenger compartment will consume a large amount of battery power, resulting in a continuous decline in the cruising range, which obviously cannot meet the above requirements. Therefore, heat pump systems are increasingly applied in new energy vehicles.

[0003] Among them, the heat pump system mainly includes refrigeration components such as a compressor, a condenser, an expansion valve, an evaporator, and a gas-liquid separator. When the refrigerant flows in the circuit, by changing its state in the condenser and the evaporator, heat release and heat absorption are achieved, thereby changing the external temperature. However, when the heat pump system is applied to new energy vehicles, the following problems will occur: In order to operate normally, the heat pump system requires multiple radiators, at least including a low-temperature radiator and a high-temperature radiator. This greatly increases the layout requirements for the front-end heat dissipation module of the vehicle, and the multiple radiators increase the complexity of the pipeline of the heat pump system. Moreover, the space in the front cabin of the vehicle is small, resulting in difficulties in arranging the heat pump system. In addition, the heat pump system also needs to set up an outdoor heat exchanger in the front engine compartment of the vehicle, which not only occupies the space of the front engine compartment but also increases the layout difficulty of other parts. Summary of the Utility Model

[0004] In view of this, the utility model provides a thermal management system and a vehicle to solve the problem in the prior art that in the heat pump system of new energy vehicles, the large number of radiators leads to difficulties in arranging the heat pump system.

[0005] In a first aspect, the utility model provides a thermal management system, including: a refrigerant circuit and a coolant circuit, the refrigerant circuit and the coolant circuit are heat-exchange connected. Among them, the refrigerant circuit includes a compressor, a first heat exchanger, a first electronic expansion valve, a second heat exchanger, and a gas-liquid separator connected in sequence. The refrigerant circuit also includes a second electronic expansion valve and a first evaporator connected in parallel with the first electronic expansion valve and the second heat exchanger. The coolant circuit includes a heating circuit, a first heat exchange circuit, a battery heat exchange circuit, and a second heat exchange circuit. The connection and switching between each circuit are realized through a first multi-way valve. The heating circuit is connected to the first heat exchanger, the first heat exchange circuit is connected to the second heat exchanger, and the second heat exchange circuit is used for exchanging heat with the outside.

[0006] Optionally, the refrigerant circuit further includes a third electronic expansion valve and a second evaporator. After the third electronic expansion valve and the second evaporator are connected in series, they are connected in parallel with the second electronic expansion valve and the first evaporator.

[0007] Optionally, the heating circuit includes a first branch, a second branch, and a third branch connected in parallel. The first branch is heat-exchange connected to the refrigerant circuit through a first heat exchanger. A heating core is provided on the second branch. The third branch is connected to a first multi-way valve. The heating circuit further includes a second multi-way valve for connecting at least two of the first branch, the second branch, and the third branch.

[0008] Optionally, an electric heating structure is provided on the first branch.

[0009] Optionally, the coolant circuit further includes a first engine heat-exchange circuit for connecting to an engine cooling device, and the first engine heat-exchange circuit is heat-exchange connected to the second branch through a third heat exchanger.

[0010] Optionally, the coolant circuit further includes a second engine heat-exchange circuit for connecting to an engine cooling device, and the second engine heat-exchange circuit is connected in parallel with the first engine heat-exchange circuit.

[0011] Optionally, a first radiator is provided on the second heat-exchange circuit, and a second radiator is provided on the second engine heat-exchange circuit. The first radiator and the second radiator share a heat dissipation air source.

[0012] Optionally, a battery cooling device is provided on the battery heat-exchange circuit, and the battery heat-exchange circuit further includes a buffer branch connected in parallel with the battery cooling device. The battery heat-exchange circuit further includes a third multi-way valve for opening or closing the buffer branch.

[0013] Optionally, the second heat-exchange circuit includes a first radiator and a motor cooling device connected in series. The second heat-exchange circuit further includes a fourth branch. One end of the fourth branch is connected between the first radiator and the motor cooling device through a three-way device, and the other end of the fourth branch is connected to the first multi-way valve.

[0014] Optionally, the coolant circuit further includes an intercooler waste heat recovery circuit provided with a fourth heat exchanger for heat-exchange connection with the intercooler. The intercooler waste heat recovery circuit is connected in parallel with the motor cooling device, and the thermal management system further includes a fourth multi-way valve connected to the second heat-exchange circuit and the intercooler waste heat recovery circuit. The fourth multi-way valve is used to selectively connect the motor cooling device or the fourth heat exchanger to the first multi-way valve.

[0015] Optionally, the second heat-exchange circuit includes a first radiator, a motor cooling device, and a fourth heat exchanger connected in series. The fourth heat exchanger is used for heat-exchange connection with the intercooler. The second heat-exchange circuit further includes a fourth branch. The first radiator and the motor cooling device are connected to one end of the fourth branch, and the first multi-way valve is connected to the other end of the fourth branch.

[0016] Optionally, the thermal management system further includes a supercharger air-cooled heat exchange circuit, which is connected to the supercharger. A third radiator is provided on the supercharger air-cooled heat exchange circuit, and the third radiator shares a heat dissipation air source with the second heat exchange circuit.

[0017] In a second aspect, the present invention further provides a vehicle, including the above thermal management system.

[0018] Beneficial effects:

[0019] Using the technical solution of the present invention, in the refrigerant circuit, after the refrigerant flows out of the compressor, it condenses and releases heat in the first heat exchanger, and the heat is transferred to the heating circuit through the first heat exchanger. The heating circuit can use this heat to heat the component to be heated or the environment. Then the refrigerant continues to flow to the first electronic expansion valve for throttling, and then flows to the second heat exchanger for evaporation. Or, when refrigeration is required in the passenger compartment, the refrigerant continues to flow to the second electronic expansion valve for throttling, and then flows into the first evaporator for evaporation to release cold. At the same time, the first multi-way valve can realize the connection and switching of each circuit. When there is no heating demand, the first multi-way valve connects the heating circuit and the second heat exchange circuit, so that the heat of the coolant in the heating circuit is dissipated to the outside, and at the same time, the temperature of the refrigerant in the first heat exchanger is reduced, ensuring the condensation effect of the refrigerant and preventing the temperature of the refrigerant circuit from rising continuously; when there is no cooling demand, the first multi-way valve connects the first heat exchange circuit and the second heat exchange circuit. The coolant in the first heat exchange circuit absorbs heat from the outside and increases in temperature, and the heat is transferred to the temperature of the refrigerant in the second heat exchanger, ensuring the smooth evaporation of the refrigerant and realizing the refrigerant state cycle. Thus, it can be seen that the above thermal management system can meet the condensation and evaporation of the refrigerant through the second heat exchange circuit, ensure the normal operation of the refrigerant circuit, and there is no need to set an outdoor heat exchanger in the refrigerant circuit, simplifying the structure of the refrigerant circuit and making the layout of the refrigerant circuit easier. Therefore, the technical solution of the present invention solves the problem in the prior art that in the heat pump system of new energy vehicles, the large number of radiators makes the layout of the heat pump system difficult. Description of the Drawings

[0020] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0021] Figure 1 Fig. 1 shows a schematic structural diagram of Embodiment 1 of the thermal management system of the present invention;

[0022] Figure 2 Shows a schematic structural diagram of the second embodiment of the thermal management system of the present utility model;

[0023] Figure 3 Shows a schematic diagram of the second embodiment of the thermal management system of the present utility model in the first working mode;

[0024] Figure 4 Shows a schematic diagram of the second embodiment of the thermal management system of the present utility model in the second working mode;

[0025] Figure 5 Shows a schematic diagram of the second embodiment of the thermal management system of the present utility model in the third working mode;

[0026] Figure 6 Shows a schematic diagram of the second embodiment of the thermal management system of the present utility model in the fourth working mode;

[0027] Figure 7 Shows a schematic diagram of the second embodiment of the thermal management system of the present utility model in the fifth working mode;

[0028] Figure 8 Shows a schematic diagram of the second embodiment of the thermal management system of the present utility model in the sixth working mode;

[0029] Figure 9 Shows a schematic diagram of the second embodiment of the thermal management system of the present utility model in the seventh working mode;

[0030] Figure 10 Shows a schematic diagram of the second embodiment of the thermal management system of the present utility model in the eighth working mode;

[0031] Figure 11 Shows a schematic diagram of the second embodiment of the thermal management system of the present utility model in the ninth working mode;

[0032] Figure 12 Shows a schematic diagram of the second embodiment of the thermal management system of the present utility model in the tenth working mode;

[0033] Figure 13 Shows a schematic diagram of the second embodiment of the thermal management system of the present utility model in the eleventh working mode;

[0034] Figure 14 Shows a schematic diagram of the second embodiment of the thermal management system of the present utility model in the twelfth working mode;

[0035] Figure 15 Shows a schematic diagram of the second embodiment of the thermal management system of the present utility model in the thirteenth working mode;

[0036] Figure 16 Shows a schematic structural diagram of the third embodiment of the thermal management system of the present utility model;

[0037] Figure 17 Shows a schematic structural diagram of the fourth embodiment of the thermal management system of the present utility model;

[0038] Description of the reference numerals in the drawings:

[0039] 10, refrigerant circuit; 11, compressor; 12, first heat exchanger; 13, first electronic expansion valve; 14, second heat exchanger; 15, gas-liquid separator; 16, second electronic expansion valve; 17, first evaporator; 18, third electronic expansion valve; 19, second evaporator;

[0040] 20, coolant circuit;

[0041] 21, heating circuit; 211, first branch; 212, second branch; 213, third branch; 214, second multi-way valve;

[0042] 22, first heat exchange circuit;

[0043] 23, battery heat exchange circuit; 231, battery cooling device; 232, buffer branch; 233, third multi-way valve;

[0044] 24, second heat exchange circuit; 241, first radiator; 242, motor cooling device; 243, fourth branch;

[0045] 25, first engine heat exchange circuit; 251, third heat exchanger;

[0046] 26, second engine heat exchange circuit; 261, second radiator;

[0047] 27, intercooler waste heat recovery circuit; 271, fourth heat exchanger;

[0048] 28, supercharger air-cooled heat exchange circuit; 281, third radiator;

[0049] 30, first multi-way valve;

[0050] 40, heat supply core;

[0051] 50, electric heating structure;

[0052] 60, engine cooling device;

[0053] 70, fourth multi-way valve. Detailed implementation manners

[0054] To make the objectives, technical solutions, and advantages of the embodiments of the present utility model clearer, the technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Apparently, the described embodiments are some, but not all, of the embodiments of the present utility model. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0055] It should be noted that the "heat exchange connection" mentioned below refers to the connection between two components or two pipelines through a heat exchange device (such as a heat exchanger).

[0056] Embodiment 1

[0057] As Figure 1 shown, Embodiment 1 of the heat management system according to the present application includes a refrigerant circuit 10 and a coolant circuit 20.

[0058] Among them, the refrigerant circuit 10 and the coolant circuit 20 are heat exchange connected. The refrigerant circuit 10 includes a compressor 11, a first heat exchanger 12, a first electronic expansion valve 13, a second heat exchanger 14, and a gas-liquid separator 15 connected in sequence. And the refrigerant circuit 10 further includes a second electronic expansion valve 16 and a first evaporator 17 connected in parallel with the first electronic expansion valve 13 and the second heat exchanger 14.

[0059] Furthermore, the coolant circuit 20 includes a heating circuit 21, a first heat exchange circuit 22, a battery heat exchange circuit 23, and a second heat exchange circuit 24. The circuits are connected and switched through a first multi-way valve 30. And the heating circuit 21 is connected to the first heat exchanger 12, the first heat exchange circuit 22 is connected to the second heat exchanger 14, and the second heat exchange circuit 24 is used for exchanging heat with the outside.

[0060] Using the technical solution of Embodiment 1, in the refrigerant circuit 10, after the refrigerant flows out of the compressor 11, it condenses and releases heat in the first heat exchanger 12, and the heat is transferred to the heating circuit 21 through the first heat exchanger 12. The heating circuit 21 can use this heat to heat the component or environment to be heated. Then the refrigerant continues to flow to the first electronic expansion valve 13 for throttling, and then flows to the second heat exchanger 14 for evaporation. Or, when refrigeration is required in the passenger compartment, the refrigerant continues to flow to the second electronic expansion valve 16 for throttling, and then flows into the first evaporator 17 for evaporation to release cold.

[0061] Meanwhile, the first multi-way valve 30 can achieve the connection and switching of each circuit in the coolant circuit 20. When there is no heating demand, the first multi-way valve 30 connects the heating circuit 21 to the second heat exchange circuit 24, enabling the heat of the coolant in the heating circuit 21 to dissipate to the outside. At the same time, the temperature of the refrigerant in the first heat exchanger 12 is reduced, ensuring the condensation effect of the refrigerant and preventing the continuous increase in the temperature of the refrigerant circuit 10. When there is no cooling demand, the first multi-way valve 30 connects the first heat exchange circuit 22 and the second heat exchange circuit 24. The coolant in the first heat exchange circuit 22 absorbs heat from the outside and increases in temperature, and the heat is transferred to the refrigerant in the second heat exchanger 14, thereby increasing the temperature of the refrigerant, ensuring the smooth evaporation of the refrigerant, and realizing the state cycle of the refrigerant. Thus, it can be seen that the above thermal management system can meet the condensation and evaporation of the refrigerant through the second heat exchange circuit 24, ensure the normal operation of the refrigerant circuit, and there is no need to set up an outdoor heat exchanger in the refrigerant circuit 10, simplifying the structure of the refrigerant circuit and making the layout of the refrigerant circuit easier. Therefore, the technical solution of the first embodiment solves the problem in the prior art that in the heat pump system of new energy vehicles, the large number of radiators makes the layout of the heat pump system difficult.

[0062] The specific structures and functions of each circuit are introduced below.

[0063] As Figure 1 shown, the refrigerant circuit 10 contains refrigerant and includes a compressor 11, a first heat exchanger 12, a first electronic expansion valve 13, a second heat exchanger 14, and a gas-liquid separator 15 connected in series. The refrigerant circuit 10 also includes a second electronic expansion valve 16 and a first evaporator 17, which are connected in series and are in parallel with the first electronic expansion valve 13 and the second heat exchanger 14.

[0064] Those skilled in the art can understand that the refrigerant circuit 10 is actually a heat pump system. After the compressor 11 does work, it compresses the low-temperature and low-pressure steam into high-temperature and high-pressure steam. Then the refrigerant condenses and releases heat at the first heat exchanger 12 and condenses into high-pressure and normal-temperature liquid. Then the refrigerant passes through the throttling of the first electronic expansion valve 13 or the second electronic expansion valve 16 and throttles into low-temperature and low-pressure liquid. Then the refrigerant absorbs heat and evaporates in the second heat exchanger 14 or the first evaporator 17 and vaporizes into low-temperature and low-pressure steam. Finally, the low-temperature and low-pressure steam enters the compressor 11 to be recompressed, realizing the state cycle of the refrigerant (the refrigerant has to pass through the gas-liquid separator 15 before returning to the compressor 11 to prevent liquid hammer). The above various state changes of the refrigerant are the basic conditions for the normal operation of the refrigerant circuit 10.

[0065] Thus, it can be seen that the first heat exchanger 12 in this embodiment actually functions as a condenser, and the refrigerant releases heat at the first heat exchanger 12. The second heat exchanger 14 actually functions as an evaporator, and the refrigerant absorbs heat at the second heat exchanger 14.

[0066] Further, the above-mentioned compressor 11, the first heat exchanger 12 and the second heat exchanger 14 are arranged in the front engine compartment of the vehicle to achieve heat exchange with the refrigerant. The first evaporator 17 is arranged in the HVAC (heating, ventilation, and air conditioning) box, that is, to achieve refrigeration of the passenger compartment.

[0067] Meanwhile, according to the opening degrees of the first electronic expansion valve 13 and the second electronic expansion valve 16, the following refrigerant flow modes can be achieved:

[0068] 1. After the refrigerant passes through the first heat exchanger 12, it passes through the first electronic expansion valve 13 and the second heat exchanger 14, and does not pass through the second electronic expansion valve 16 and the first evaporator 17;

[0069] 2. After the refrigerant passes through the first heat exchanger 12, it passes through the second electronic expansion valve 16 and the first evaporator 17, and does not pass through the first electronic expansion valve 13 and the second heat exchanger 14;

[0070] 3. After the refrigerant passes through the first heat exchanger 12, it passes through the first electronic expansion valve 13 and the second heat exchanger 14, and also passes through the second electronic expansion valve 16 and the first evaporator 17.

[0071] Those skilled in the art can determine the specific refrigerant flow mode according to the actual refrigeration needs in the vehicle.

[0072] As Figure 1 shown, the heat exchange medium, such as liquid or gaseous medium like water, is introduced into the coolant circuit 20. In this embodiment, the heat exchange medium is coolant. The coolant circuit 20 further includes a heating circuit 21, a first heat exchange circuit 22, a battery heat exchange circuit 23 and a second heat exchange circuit 24.

[0073] Among them, the heating circuit 21 is capable of absorbing the heat released by the refrigerant at the first heat exchanger 12. Specifically, the heating circuit 21 is heat-exchange connected to the refrigerant circuit 10 through the first heat exchanger 12. The first heat exchanger 12 is a plate heat exchanger, and the heat released when the refrigerant condenses can be transferred to the heat exchange medium in the heating circuit 21, that is, the temperature of the heat exchange medium in the heating circuit 21 is increased.

[0074] Further, the function of the first heat exchange circuit 22 is to absorb the cold quantity released by the refrigerant at the second heat exchanger 14 (or transfer heat to the refrigerant to make it evaporate). Specifically, the first heat exchange circuit 22 is heat-exchange connected to the refrigerant circuit 10 through the second heat exchanger 14. The second heat exchanger 14 is a plate heat exchanger, and the refrigerant can absorb the heat of the heat exchange medium in the first heat exchange circuit 22 when evaporating, that is, the temperature of the heat exchange medium in the first heat exchange circuit 22 is decreased.

[0075] Furthermore, the function of the battery heat exchange circuit 23 is to exchange heat with the power battery, and the heat exchange includes heating or cooling. The battery heat exchange circuit 23 is connected to structures such as the cooling plate and cooling pipe of the power battery.

[0076] Furthermore, the function of the second heat exchange circuit 24 is to exchange heat with the external environment, including releasing heat to the external environment or absorbing heat from the external environment.

[0077] Optionally, the thermal management system further includes a water kettle and a water supply pipeline to supply and replenish water to each circuit in the coolant circuit 20.

[0078] From Figure 1 It can be seen that the function of the first multi-way valve 30 is to realize the switching and on / off between the above-mentioned multiple circuits, so as to realize various thermal management functions.

[0079] In this embodiment, the first multi-way valve 30 is a nine-way valve, and the on / off or connection between the nine interfaces is realized by the movement of the valve core in the first multi-way valve 30. As Figure 1 shown, the numbers in the first multi-way valve 30 represent the respective interfaces. For the convenience of description, the Figure 1 number 1 marked on the first multi-way valve 30 in Figure 1 is called the first interface, and the number 2 marked on the first multi-way valve in

[0080] From Figure 1 It can be seen that the first heat exchange circuit 22 is connected to the first interface and the second interface of the first multi-way valve 30. The heating circuit 21 is connected to the third interface and the fourth interface of the first multi-way valve 30. The battery heat exchange circuit 23 is connected to the fifth interface and the sixth interface of the first multi-way valve 30. The second heat exchange circuit 24 is connected to the seventh interface, the eighth interface and the ninth interface of the first multi-way valve 30.

[0081] According to the above structure, the following introduces the various working modes of the thermal management system.

[0082] 1. Occupant compartment refrigeration: In the refrigerant circuit 10, the refrigerant flows to the second electronic expansion valve 16 and the first evaporator 17, and the refrigerant absorbs heat at the first evaporator 17, thereby reducing the heat in the occupant compartment and realizing refrigeration. At the same time, the first multi-way valve 30 makes the heating circuit 21 communicate with the second heat exchange circuit 24. Therefore, the heat released by the condensation of the refrigerant at the first heat exchanger 12 can be released to the external environment through the second heat exchange circuit 24, so as to ensure the continuous condensation effect of the refrigerant and prevent the continuous temperature rise during the operation of the refrigerant circuit 10.

[0083] 2. Heating of the passenger compartment: After the heating circuit 21 absorbs the heat released by the condensation of the refrigerant in the first heat exchanger 12, it can heat and supply warmth to the passenger compartment. Meanwhile, the refrigerant flows to the first electronic expansion valve 13 and the second heat exchanger 14. The first multi-way valve 30 connects the first heat exchange circuit 22 and the second heat exchange circuit 24. The second heat exchange circuit 24 can absorb heat from the external environment, thereby raising the temperature of the heat exchange medium in the first heat exchange circuit 22 and the second heat exchange circuit 24. In the second heat exchanger 14, the heat exchange medium heats the refrigerant, causing the refrigerant to absorb heat and evaporate, ensuring the continuous evaporation effect of the refrigerant.

[0084] And in the passenger compartment heating mode, Figure 1 the second electronic expansion valve 16 and the first evaporator 17 shown in (including the third electronic expansion valve 18 and the second evaporator 19 to be introduced later) do not work.

[0085] 3. Battery heating: The first multi-way valve 30 connects the heating circuit 21 and the battery heat exchange circuit 23. After the heat exchange medium absorbs the heat released by the condensation of the refrigerant from the first heat exchanger 12, it heats the power battery with this heat (it can also be assisted by heating through the Figure 1 electric heating structure 50 shown). And in this mode, it is necessary to make the first multi-way valve 30 connect the first heat exchange circuit 22 and the second heat exchange circuit 24, and the purpose is the same as in the above-mentioned passenger compartment heating mode.

[0086] 4. Battery cooling: The first multi-way valve 30 connects the first heat exchange circuit 22 and the battery heat exchange circuit 23. After the refrigerant evaporates and absorbs the heat of the heat exchange medium from the first heat exchanger 12, the temperature of the heat exchange medium decreases, and the low-temperature heat exchange medium cools the power battery. And in this mode, it is necessary to make the first multi-way valve 30 connect the heating circuit 21 and the second heat exchange circuit 24, and the purpose is the same as in the above-mentioned passenger compartment cooling mode.

[0087] Those skilled in the art can understand that after combining the passenger compartment cooling mode and the battery cooling mode, the comprehensive thermal management of passenger compartment cooling and battery cooling can be achieved. After combining the passenger compartment heating mode and the battery heating mode, the comprehensive thermal management of passenger compartment heating and battery heating can be achieved.

[0088] In each of the above modes, the evaporation or condensation of the refrigerant can be achieved through a second heat exchange circuit 24, thereby ensuring the normal operation of the refrigerant circuit 10, reducing the number of heat exchangers set, and simplifying the overall structure of the thermal management system.

[0089] The structure of the thermal management system of Embodiment 1 is further introduced below.

[0090] As Figure 1As shown in the figure, the heating circuit 21 includes a first branch 211, a second branch 212, and a third branch 213 connected in parallel. The first branch 211 is heat-exchange connected to the refrigerant circuit 10 through the first heat exchanger 12. A heating core 40 is provided on the second branch 212. The third branch 213 is connected to the first multi-way valve 30. The heating circuit 21 further includes a second multi-way valve 214, which is used to connect at least two of the first branch 211, the second branch 212, and the third branch 213.

[0091] Specifically, the first branch 211 is connected to the above-mentioned first heat exchanger 12. Therefore, the heat exchange medium in the first branch 211 can absorb the heat released during the condensation of the refrigerant. At the same time, a water pump is provided on the first branch 211.

[0092] Furthermore, a heating core 40 is provided on the second branch 212. The heating core 40 can heat the passenger compartment. The heating core 40 is provided in the air-conditioning box (HVAC).

[0093] From Figure 1 It can also be seen that the second multi-way valve 214 is specifically a three-way valve, and preferably a proportional three-way valve. The third branch 213 includes two pipelines. The first ends of the first branch 211, the first end of the second branch 212, and the first end of the first pipeline of the third branch 213 are respectively connected to the three interfaces of the proportional three-way valve. The second end of the first pipeline of the third branch 213 is connected to the fourth interface of the first multi-way valve 30. The second ends of the first branch 211 and the second branch 212 are connected together with the first end of the second pipeline of the third branch 213. The second end of the second pipeline of the third branch 213 is connected to the third interface of the first multi-way valve 30.

[0094] According to the above structure, the heating circuit has multiple working states, including:

[0095] 1. The second multi-way valve 214 connects the first branch 211 and the second branch 212, and the third branch 213 is not connected. At this time, the heat exchange medium heated by the refrigerant flows through the heating core 40, and the passenger compartment is heated by the fan.

[0096] 2. The second multi-way valve 214 connects the first branch 211 and the third branch 213, and the second branch 212 is not connected. At this time, the heat exchange medium heated by the refrigerant does not flow through the heating core 40, but flows through the third branch 213 into the first multi-way valve 30. Through the switching of the valve core of the first multi-way valve 30, the heated heat exchange medium can enter the battery heat exchange circuit 23 to heat the power battery, or the heated heat exchange medium can enter the second heat exchange circuit 24 to release heat to the external environment.

[0097] 3. The second multi-way valve 214 enables the first branch 211, the second branch 212, and the third branch 213 to be all connected. At this time, the heat exchange medium heated by the refrigerant can either flow through the heating core 40 to heat and supply warm air to the passenger compartment, or be connected to other circuits through the switching of the first multi-way valve 30, so as to heat the power battery or release the heat to the external environment.

[0098] As Figure 1 shown, an electric heating structure 50 is provided on the first branch 211. The electric heating structure 50 is a PTC electric heater. When the heating capacity in the refrigerant circuit 10 cannot meet the demand, the electric heating structure 50 can be turned on for auxiliary heating.

[0099] In this embodiment, by providing the electric heating structure 50 on the first branch 211, the heating circuit 21 itself has an auxiliary heating effect, and the integration degree of the heating circuit 21 is higher. At the same time, through the first multi-way valve 30, the heating circuit 21 cooperates with other circuits of the coolant circuit 20, and further the overall integration degree of the thermal management system can be improved.

[0100] As Figure 1 shown, in the technical solution of this embodiment, a battery cooling device 231 is provided on the battery heat exchange circuit 23. And the battery heat exchange circuit 23 further includes a buffer branch 232, the buffer branch 232 is arranged in parallel with the battery cooling device 231, and the battery heat exchange circuit 23 further includes a third multi-way valve 233, and the third multi-way valve 233 is used to open or close the buffer branch 232.

[0101] Specifically, the battery cooling device 231 can be a cold plate or a cooling pipeline, usually arranged in the box body of the power battery pack, and its function is to exchange heat for the battery cells of the power battery, and a water pump is also provided on the battery heat exchange circuit 23. From Figure 1 it can be seen that the third multi-way valve 233 is specifically a proportional three-way valve, the buffer branch 232 is connected to the proportional three-way valve, and the buffer branch is in parallel with the battery cooling device 231 and the water pump.

[0102] Specifically, at the initial stage when the battery cooling device just starts to exchange heat, the third multi-way valve 233 opens the buffer branch 232, and the original cooling medium in the battery cooling device 231 is mixed with the cooling medium discharged from the fifth interface, so that the temperature of the mixed cooling medium and the temperature of the battery cells in the power battery are controlled within a certain temperature difference. Such a setting prevents the temperature difference between the cooling medium and the battery cells from being too large during the initial process of cooling or heating the battery cells, thereby causing an impact on the battery cells and improving the service life of the battery cells.

[0103] When the battery heat exchange has been carried out for a certain period of time and the temperature of the battery cell has tended to be the same as the temperature of the cooling medium discharged from the fifth interface, the buffer branch 232 can be closed by the third multi-way valve 233 at this time.

[0104] In this embodiment, by setting the third multi-way valve 233 and the buffer branch 232, the specific structure of the battery heat exchange circuit 23 can be simplified. At the same time, through the first multi-way valve 30, the battery heat exchange circuit 23 is coordinated with other circuits of the coolant circuit 20, and further the overall integration degree of the thermal management system can be improved.

[0105] As Figure 1 shown, the second heat exchange circuit 24 includes a first radiator 241 and a motor cooling device 242 connected in series. The second heat exchange circuit 24 further includes a fourth branch 243. One end of the first radiator 241 and the motor cooling device 242 is connected to one end of the fourth branch 243, and the first multi-way valve 30 is connected to the other end of the fourth branch 243.

[0106] From Figure 1 it can be seen that one end of the fourth branch 243 is connected between the first radiator 241 and the motor cooling device 242 through a tee device. And the other end of the fourth branch 243 is connected to the first multi-way valve 30.

[0107] Specifically, the first radiator 241 cooperates with a fan and is used for heat exchange with the external environment, including absorbing heat from the external environment or releasing heat to the external environment. The motor cooling device 242 is used for cooling the motor, specifically a motor water jacket.

[0108] Optionally, the first radiator 241 can be a fin radiator, which is arranged behind the grille of the front engine compartment of the vehicle.

[0109] From Figure 1 it can be seen that both ends of the second heat exchange circuit 24 are respectively connected to the seventh interface and the ninth interface of the first multi-way valve 30. One end of the fourth branch 243 is connected between the first radiator 241 and the motor cooling device 242, and the other end of the fourth branch 243 is connected to the eighth interface of the first multi-way valve 30. At the same time, a water pump is arranged between the connection point of the fourth branch 243 and the second heat exchange circuit 24 and the motor cooling device 242.

[0110] Furthermore, by switching the valve core of the first multi-way valve 30, it can be controlled whether the first radiator 241 participates in heat exchange.

[0111] When the seventh and ninth interfaces of the first multi-way valve 30 are opened, the first radiator 241 and the motor cooling device 242 are connected in series. When it is necessary to cool the heat exchange medium, on the one hand, the heat exchange medium flowing from the heating circuit 21 into the second heat exchange circuit 24 can be cooled by heat exchange through the first radiator 241. On the other hand, the cooling medium in the motor cooling device 242 can also be cooled through the first radiator 241, so as to ensure that the operating temperature of the motor is within a reasonable temperature range. When it is necessary to heat the heat exchange medium, on the one hand, the heat exchange medium can absorb heat from the external environment through the first radiator 241. On the other hand, the waste heat of the motor cooling device 242 can assist in heating the heat exchange medium to further increase the temperature of the heat exchange medium. Therefore, subsequently in the first heat exchange circuit 22, the high-temperature heat exchange medium can better heat the refrigerant, and the refrigerant can evaporate and vaporize more fully, ensuring the normal operation of the refrigerant circuit 10.

[0112] When the eighth and ninth interfaces of the first multi-way valve 30 are opened, it is equivalent to only the motor cooling device 242 being connected to the first multi-way valve 30. This connection method is mainly applied in the case where it is necessary to heat the heat exchange medium. When the waste heat of the motor cooling device 242 is relatively large, the temperature of the heat exchange medium in the motor cooling device 242 can meet the evaporation demand of the refrigerant. Therefore, there is no need to absorb heat from the external environment through the first radiator 241, thereby reducing the overall energy consumption of the thermal management system.

[0113] It can be seen that the structure of the second heat exchange circuit 24 described above has the following advantages:

[0114] 1. Integrate the first radiator 241 and the motor cooling device 242 into one circuit. The heat exchange medium in the heating circuit 21 and the heat exchange medium in the motor cooling device 242 are both cooled through the first radiator 241, simplifying the structural complexity of the thermal management system;

[0115] 2. According to the waste heat situation of the motor cooling device 242 during the operation of the motor, select whether the cooling medium absorbs heat from the external environment through the first radiator 241 to achieve the optimal energy consumption strategy of the thermal management system.

[0116] It should be further noted that the thermal management system of Embodiment 1 is mainly applied to pure electric new energy vehicles.

[0117] Embodiment 2

[0118] As Figure 2 shown, the difference between the thermal management system of Embodiment 2 of the present application and the above-mentioned Embodiment 1 is that the thermal management system of Embodiment 2 is applied to hybrid new energy vehicles, and the structure introduces relevant structures for waste heat recovery or heat dissipation of the engine and the intercooler.

[0119] First, the structural differences between the thermal management system of the second embodiment and the thermal management system of the first embodiment described above will be introduced below.

[0120] As Figure 2 shown, the first structural difference is that the refrigerant circuit 10 further includes a third electronic expansion valve 18 and a second evaporator 19. After the third electronic expansion valve 18 and the second evaporator 19 are connected in series, they are connected in parallel with the second electronic expansion valve 16 and the first evaporator 17.

[0121] Specifically, the first evaporator 17 and the second evaporator 19 are respectively arranged in the front air conditioning box (front HVAC) and the rear air conditioning box (rear HVAC), so as to realize the refrigeration of the front passenger compartment and the rear passenger compartment. Among them, the third electronic expansion valve 18 is a thermostatic expansion valve with a cut-off function.

[0122] Furthermore, after the first evaporator 17 and the second evaporator 19 are connected in parallel, a check valve is provided, and the check valve is located at the position between the gas-liquid separator 15 and the first evaporator 17 and the second evaporator 19.

[0123] As Figure 2 shown, the second structural difference is that two heating cores 40 are provided in the technical solution of the second embodiment. Among them, the two heating cores 40 are also respectively arranged in the front air conditioning box (front HVAC) and the rear air conditioning box (rear HVAC), so as to realize the heating of the front passenger compartment and the rear passenger compartment. Furthermore, the two heating cores 40 are connected in parallel, and a cut-off valve is provided between the two heating cores 40.

[0124] As Figure 2 shown, the third structural difference is that the coolant circuit 20 of the technical solution of the second embodiment further includes a first engine heat exchange circuit 25, and the first engine heat exchange circuit 25 is used to connect with the engine cooling device 60, and the first engine heat exchange circuit 25 is heat exchange-connected with the second branch 212 through a third heat exchanger 251.

[0125] Specifically, the engine cooling device 60 is an engine water jacket. During the operation of the engine, a large amount of heat is generated, and the engine water jacket can cool the engine. At the same time, a large amount of waste heat is generated by the heat exchange medium in the engine water jacket.

[0126] In Embodiment 2, the main function of the first engine heat exchange circuit 25 is to recover the waste heat of the engine cooling device 60, or to absorb heat to warm up the engine. The third heat exchanger 251 can preferably be a plate heat exchanger. Therefore, the heat of the heat exchange medium in the first engine heat exchange circuit 25 can be transferred to the heat exchange medium in the second branch 212 through the third heat exchanger 251, thereby increasing the temperature of the heat exchange medium in the second branch 212. Or, the heat of the heat exchange medium in the second branch 212 can be transferred to the heat exchange medium in the first engine heat exchange circuit 25 through the third heat exchanger 251, thereby increasing the temperature of the heat exchange medium in the first engine heat exchange circuit 25.

[0127] Further, when the heating capacity of the refrigerant circuit 10 (or the sum of the heating capacities of the refrigerant circuit 10 and the electric heating structure 50) cannot meet the heating demand, the temperature of the heat exchange medium in the second branch 212 can be further increased through the first engine heat exchange circuit 25, so as to meet the heating demand.

[0128] Further, a water pump is provided on the first engine heat exchange circuit 25. When the water pump is turned on, the engine waste heat recovery function is turned on, and the high-temperature heat exchange medium in the first engine heat exchange circuit 25 continuously circulates through the third heat exchanger 251. When the water pump is not turned on, the engine waste heat recovery function is not started.

[0129] As Figure 2 shown, the fourth structural difference is that in the technical solution of Embodiment 2, the coolant circuit 20 further includes a second engine heat exchange circuit 26, and the second engine heat exchange circuit 26 is used to connect with the engine cooling device 60, and the second engine heat exchange circuit 26 is connected in parallel with the first engine heat exchange circuit 25.

[0130] Specifically, the function of the second engine heat exchange circuit 26 is to dissipate heat from the engine cooling device 60, thereby preventing the engine from continuously heating up during operation. Figure 2 It can be seen that the second engine heat exchange circuit 26 is arranged in parallel with the above-mentioned first engine heat exchange circuit 25.

[0131] Further, a thermostat is also provided on the second engine heat exchange circuit 26, and the thermostat is used to monitor the operating temperature of the engine.

[0132] As Figure 2 shown, further, a second radiator 261 is provided on the second engine heat exchange circuit 26, and the first radiator 241 and the second radiator 261 share a heat dissipation air source.

[0133] Specifically, the second radiator 261 is preferably a fin radiator. The second radiator 261 is disposed adjacent to the above-mentioned first radiator 241, and both are located on the same side of the cooling fan, that is, the first radiator 241 and the second radiator 261 share a common cooling air source. Such an arrangement makes the layout of the first radiator 241 and the second radiator 261 compact and saves space.

[0134] As Figure 2 shown, the fifth structural difference is that the coolant circuit 20 further includes an intercooler waste heat recovery circuit 27. The intercooler waste heat recovery circuit 27 is provided with a fourth heat exchanger 271 for heat exchange connection with the intercooler, and the intercooler waste heat recovery circuit 27 is arranged in parallel with the motor cooling device 242.

[0135] And the thermal management system further includes a fourth multi-way valve 70. The fourth multi-way valve 70 is connected to the second heat exchange circuit 24 and the intercooler waste heat recovery circuit 27, and the fourth multi-way valve 70 is used to selectively connect the motor cooling device 242 or the fourth heat exchanger 271 to the first multi-way valve 30.

[0136] Specifically, during the operation of the engine, the intercooler also generates a large amount of heat. On the one hand, this heat needs to be dissipated to prevent the intercooler from overheating during operation. On the other hand, the heat generated by the intercooler can also be recovered as waste heat. The fourth heat exchanger 271 can be selected as a plate heat exchanger, which is connected to the intercooler. Therefore, the heat of the intercooler can be transferred to the heat exchange medium in the intercooler waste heat recovery circuit 27 and cause the heat exchange medium to heat up.

[0137] From Figure 2 it can be seen that the fourth multi-way valve 70 can be selected as a three-way valve, which is connected to the second heat exchange circuit 24 and is located at a position between the water pump and the motor cooling device 242. One end of the intercooler waste heat recovery circuit 27 is connected to the interface of the fourth multi-way valve 70, and the other end of the intercooler waste heat recovery circuit 27 is connected to the second heat exchange circuit 24 and is located at a position between the ninth interface of the first multi-way valve 30 and the motor cooling device 242. Therefore, the fourth heat exchanger 271 and the motor cooling device 242 are arranged in parallel.

[0138] Therefore, by switching the valve core of the fourth multi-way valve 70, the following can be achieved:

[0139] 1. Only connect the motor cooling device 242 to the second heat exchange circuit 24;

[0140] 2. Only connect the fourth heat exchanger 271 to the second heat exchange circuit 24;

[0141] 3. After paralleling the motor cooling device and the fourth heat exchanger 271, connect them together to the second heat exchange circuit 24.

[0142] In addition, the operation mode of the second heat exchange circuit 24 in the second embodiment is more complex than that in the above-mentioned first embodiment, including:

[0143] When the seventh interface and the ninth interface of the first multi-way valve 30 are opened, according to the switching of the valve core of the above-mentioned fourth multi-way valve 70, the operation mode of the second heat exchange circuit 24 includes:

[0144] 1. The first radiator 241 and the motor cooling device 242 are connected in series;

[0145] 2. The first radiator 241 and the fourth heat exchanger 271 are connected in series;

[0146] 3. After the motor cooling device 242 and the fourth heat exchanger 271 are connected in parallel, they are connected in series with the first radiator 241.

[0147] When the eighth interface and the ninth interface of the first multi-way valve 30 are opened, according to the switching of the valve core of the above-mentioned fourth multi-way valve 70, the operation mode of the second heat exchange circuit 24 includes:

[0148] 1. Only the motor cooling device 242 is connected to the first multi-way valve 30;

[0149] 2. Only the fourth heat exchanger 271 is connected to the first multi-way valve 30;

[0150] 3. After the motor cooling device and the fourth heat exchanger 271 are connected in parallel, both are connected to the first multi-way valve 30.

[0151] In the above structure, the first engine heat exchange circuit 25 and the second engine heat exchange circuit 26 have the advantages of high integration and simple structure. At the same time, through the first multi-way valve 30, the first engine heat exchange circuit 25 and the second engine heat exchange circuit 26 are coordinated with other circuits of the coolant circuit 20, and further the overall integration of the thermal management system can be improved.

[0152] The above is the structural difference between the thermal management system of the second embodiment and that of the first embodiment. Since the thermal management system of the second embodiment introduces the heat dissipation and waste heat recovery of the engine and the intercooler, the operation mode is more complex. The following will introduce thirteen operation modes of the thermal management system of the second embodiment.

[0153] It should be noted that Figures 3 to 15 in order to clearly show the flow of the refrigerant or the heat exchange medium, the pipelines participating in the thermal management in each mode are marked in color, and different flow paths are distinguished by different colors.

[0154] Mode 1

[0155] Mode 1 is the passenger compartment refrigeration mode.

[0156] AsFigure 3 As shown, in the refrigerant circuit 10, the refrigerant is discharged from the exhaust port of the compressor 11 and sequentially passes through the first heat exchanger 12. Then, one path of the refrigerant passes through the second electronic expansion valve 16 and the first evaporator 17, and the other path of the refrigerant passes through the third electronic expansion valve 18 and the second evaporator 19. Then, the two paths of the refrigerant converge to the check valve, and after passing through the gas-liquid separator 15, it returns to the suction port of the compressor 11 to complete the cycle. In Mode 1, the first electronic expansion valve 13 is closed.

[0157] In Mode 1, the coolant circuit 20 includes a circulation path, which is as follows.

[0158] In the coolant circuit 20, the water pump of the heating circuit 21 operates, and the heat exchange medium sequentially passes through the water pump of the heating circuit 21, the first heat exchanger 12, the electric heating structure 50, the second multi-way valve 214 ( Figure 3 the upper interface and the lower interface), the first multi-way valve 30 (the fourth interface and the seventh interface are connected), the first radiator 241, the water pump of the second heat exchange circuit 24, the fourth multi-way valve 70 ( Figure 3 the left interface and the upper interface), the motor cooling device 242, the first multi-way valve 30 (the ninth interface and the third interface are connected), and finally returns to the water pump of the heating circuit 21 to complete the cycle.

[0159] Furthermore, the electric fan operates to dissipate heat from the heat exchange medium in the first radiator 241. In Mode 1, the electric heating structure 50, the water pump in the battery heat exchange circuit 23, and the water pump of the first engine heat exchange circuit 25 do not operate.

[0160] In Mode 1, the refrigerant absorbs heat and evaporates in the first evaporator 17 and the second evaporator 19, absorbing the heat in the passenger compartment, thereby achieving the effect of cooling the passenger compartment. The heat released by the refrigerant during condensation in the first heat exchanger 12 is transferred to the heat exchange medium in the coolant circuit 20 and raises the temperature of the heat exchange medium. The heat of the heat exchange medium is dissipated to the external environment through the first radiator 241 in the second heat exchange circuit 24, thereby ensuring the continuous condensation effect of the refrigerant and the normal operation of the refrigerant circuit 10. At the same time, the heat of the motor cooling device 242 is also dissipated to the external environment through the first radiator 241 to prevent the motor from overheating during operation.

[0161] Mode 1 is applicable to the pure electric mode of new energy vehicles. Therefore, the above-mentioned heat management system of Embodiment 1 can also operate in Mode 1.

[0162] Mode 2

[0163] Mode 2 is the heat pump heating mode for the passenger compartment

[0164] As Figure 4As shown, in the refrigerant circuit 10, after the refrigerant is discharged from the exhaust port of the compressor 11, it sequentially passes through the first heat exchanger 12, the first electronic expansion valve 13, the second heat exchanger 14, and the gas-liquid separator 15, and then returns to the suction port of the compressor 11 to complete the cycle. In this mode, both the second electronic expansion valve 16 and the third electronic expansion valve 18 are closed, that is, the refrigerant does not absorb heat and evaporate in the first evaporator 17 and the second evaporator 19.

[0165] In Mode 2, the coolant circuit 20 includes two circulation paths, specifically as follows.

[0166] In the first circulation path of the coolant circuit 20, the heat exchange medium sequentially passes through the water pump of the heating circuit 21, the first heat exchanger 12, the electric heating structure 50, and the second multi-way valve 214 ( Figure 4 the upper interface and the right interface), and then the heat exchange medium is divided into two paths and respectively introduced into the two heating cores 40. After the heat exchange media finally converge, they return to the water pump of the heating circuit 21 to complete the cycle.

[0167] In the second circulation path of the coolant circuit 20, the water pump of the second heat exchange circuit 24 operates, and the heat exchange medium sequentially passes through the water pump of the second heat exchange circuit 24, the fourth multi-way valve ( Figure 4 the middle left interface and the upper interface), the motor cooling device 242, the first multi-way valve 30 (the ninth interface and the first interface are connected), the second heat exchanger 14, the first multi-way valve 30 (the second interface and the seventh interface are connected), and the first radiator 241, and finally returns to the water pump of the second heat exchange circuit 24 to complete the cycle.

[0168] Furthermore, the electric fan enables the heat exchange medium to exchange heat with the external environment in the first radiator 241, specifically to absorb the temperature of the external environment. In Mode 2, it is possible to select whether to turn on the electric heating structure 50 according to the heating capacity of the refrigerant circuit 10. And in Mode 2, the water pumps in the battery heat exchange circuit 23 and the water pump of the first engine heat exchange circuit 25 do not operate.

[0169] In Mode 2, the heat generated by the refrigerant heats the heat exchange medium through the first heat exchanger 12, and after the heat exchange medium flows to the heating core 40, the heat can be dissipated into the passenger compartment, thereby realizing the heating of the passenger compartment. The heat exchange medium can absorb the heat of the external environment through the first radiator 241, thereby increasing the temperature of the heat exchange medium. The heat exchange medium heats the refrigerant in the second heat exchanger 14, enabling the refrigerant to absorb heat and evaporate, thereby ensuring the normal operation of the refrigerant circuit 10. At the same time, the waste heat collected by the motor cooling device 242 can also assist in heating the heat exchange medium, thereby improving the evaporation effect on the refrigerant.

[0170] Mode 2 is applicable to the pure electric mode of new energy vehicles. Therefore, the above-mentioned heat management system of Embodiment 1 can also operate in Mode 3.

[0171] Mode Three

[0172] Mode Three is the mode for heating the passenger compartment and recovering the waste heat of the battery.

[0173] As Figure 5 shown, in Mode Three, the circulation path of the refrigerant circuit 10 is the same as that in the above-mentioned Mode Two, so it will not be elaborated here.

[0174] In Mode Three, the coolant circuit 20 includes two circulation paths, which are specifically as follows.

[0175] Among them, the first circulation path is the same as that in the above-mentioned Mode Two, so it will not be elaborated here.

[0176] In the second circulation path of the coolant circuit 20, the water pump of the battery heat exchange circuit 23 works, and the heat exchange medium sequentially passes through the water pump of the battery heat exchange circuit 23, the battery cooling device 231, the third multi-way valve 233, the first multi-way valve 30 (the sixth interface and the first interface are connected), the second heat exchanger 14, the first multi-way valve 30 (the second interface and the fifth interface are connected), and finally returns to the water pump of the battery heat exchange circuit 23 to complete the battery waste heat recovery cycle.

[0177] In this mode, the electric heating structure 50 does not work.

[0178] The difference between Mode Three and Mode Two is that when the heat generated during the battery operation is relatively large, the temperature of the heat exchange medium in the battery heat exchange circuit 23 is relatively high, and this part of the heat can be used to heat and evaporate the refrigerant. Therefore, in Mode Three, the battery heat exchange circuit 23 is connected to the first heat exchange circuit 22 through the first multi-way valve 30, that is, the waste heat of the battery is recovered and used to heat and evaporate the refrigerant. And in Mode Three, the second heat exchange circuit 24 is no longer used to heat and evaporate the refrigerant, so the electric fan does not need to be turned on, reducing the overall energy consumption of the thermal management system.

[0179] Mode Three is applicable to the pure electric mode of new energy vehicles. Therefore, the thermal management system in the above-mentioned Embodiment One can also operate in Mode Three.

[0180] Mode Four

[0181] Mode Four is the mode for heating the passenger compartment and recovering the waste heat of the motor.

[0182] As Figure 6 shown, in Mode Four, the circulation path of the refrigerant circuit 10 is the same as that in the above-mentioned Mode Two, so it will not be elaborated here.

[0183] In Mode Four, the coolant circuit 20 includes two circulation paths, which are specifically as follows.

[0184] Among them, the first circulation path of the coolant circuit 20 is the same as that in the above-mentioned Mode Two, so it will not be elaborated here.

[0185] In the second circulation path of the coolant circuit 20, the water pump of the second heat exchange circuit 24 operates, and the heat exchange medium sequentially passes through the water pump of the second heat exchange circuit 24, the fourth multi-way valve 70 ( Figure 6 middle left interface and upper interface), the motor cooling device 242, the first multi-way valve 30 (the ninth interface and the first interface are connected), the second heat exchanger 14, the first multi-way valve 30 (the second interface and the eighth interface are connected), and finally returns to the water pump of the second heat exchange circuit 24 to complete the motor waste heat recovery cycle.

[0186] In this mode, the electric fan and the electric heating structure 50 do not operate.

[0187] The difference between Mode 4 and Mode 2 is that when the heat generated during the operation of the motor is relatively large, the temperature of the heat exchange medium in the motor cooling device 242 is relatively high. If this part of the heat is sufficient to meet the demand for heating and evaporating the refrigerant, there is no need to exchange heat through the first radiator 241. Therefore, in Mode 4, the first radiator 241 is not connected in series in the second heat exchange circuit 24, and only the heat of the heat exchange medium in the motor cooling device 242 is used to heat and evaporate the refrigerant in the second heat exchanger 14. Therefore, the electric fan does not need to be turned on, reducing the overall energy consumption of the thermal management system.

[0188] Mode 4 is applicable to the pure electric mode of new energy vehicles. Therefore, the thermal management system of the above-mentioned Embodiment 1 can also operate in Mode 4.

[0189] Mode 5

[0190] Mode 5 is the passenger compartment heating and intercooler waste heat recovery mode.

[0191] As Figure 7 shown, in Mode 5, the circulation path of the refrigerant circuit 10 is the same as that of Mode 2 above, so it will not be elaborated here.

[0192] In Mode 5, the coolant circuit 20 includes three circulation paths, which are specifically as follows.

[0193] Among them, the first circulation path of the coolant circuit 20 is the same as that of Mode 2 above, so it will not be elaborated here.

[0194] In the second circulation path of the coolant circuit 20, the water pump of the second heat exchange circuit 24 operates, and the heat exchange medium sequentially passes through the water pump of the second heat exchange circuit 24, the fourth multi-way valve 70 ( Figure 7 middle left interface and lower interface), the fourth heat exchanger 271, the first multi-way valve 30 (the ninth interface and the first interface are connected), the second heat exchanger 14, the first multi-way valve 30 (the second interface and the eighth interface are connected), and finally returns to the water pump of the second heat exchange circuit 24 to complete the intercooler waste heat recovery cycle.

[0195] In this mode, the electric fan and the electric heating structure 50 do not work.

[0196] The difference between Mode 5 and Mode 2 is that when the heat generated by the intercooler is relatively large during the engine operation, the temperature of the heat transfer medium in the waste heat recovery circuit 27 of the intercooler is relatively high. If this part of the heat is sufficient to meet the demand for heating and evaporating the refrigerant, there is no need to exchange heat through the first radiator 241. Therefore, in Mode 5, only the fourth heat exchanger 271 is connected to the first multi-way valve 30 through the fourth multi-way valve 70, that is, only the heat of the heat transfer medium in the waste heat recovery circuit 27 of the intercooler is used to heat and evaporate the refrigerant in the second heat exchanger 14. Therefore, the electric fan does not need to be turned on, reducing the overall energy consumption of the thermal management system.

[0197] Mode 6

[0198] Mode 6 is the battery cooling mode.

[0199] As Figure 8 shown, in Mode 6, the circulation path of the refrigerant circuit 10 is the same as that of Mode 2 described above, so it will not be elaborated here.

[0200] In Mode 6, the coolant circuit 20 includes two circulation paths, which are specifically as follows.

[0201] In the first circulation path of the coolant circuit 20, the water pump of the heating circuit 21 works, and the heat transfer medium sequentially passes through the water pump of the heating circuit 21, the first heat exchanger 12, the electric heating structure 50, the second multi-way valve 214 ( Figure 8 the upper interface and the lower interface), the first multi-way valve 30 (the fourth interface and the seventh interface are connected), the first radiator 241, the water pump of the second heat exchange circuit 24, the fourth multi-way valve 70 ( Figure 8 the left interface and the upper interface), the motor cooling device 242, the first multi-way valve (the ninth interface and the third interface are connected), and finally returns to the water pump of the heating circuit 21 to complete the heat dissipation cycle. At the same time, the electric fan works to dissipate heat from the heat transfer medium in the first radiator 241.

[0202] In the second circulation path of the coolant circuit 20, the water pump of the battery heat exchange circuit 23 works, and the heat transfer medium sequentially passes through the water pump of the battery heat exchange circuit 23, the battery cooling device 231, the third multi-way valve 233 ( Figure 8 the left interface and the right interface), the first multi-way valve 30 (the sixth interface and the first interface are connected), the second heat exchanger 14, the first multi-way valve 30 (the second interface and the fifth interface are connected), and finally returns to the water pump of the battery heat exchange circuit 23 to complete the battery cooling cycle.

[0203] In this mode, the electric heating structure 50 does not work.

[0204] In Mode Six, the refrigerant absorbs heat at the second heat exchanger 14, thereby reducing the temperature of the heat exchange medium in the battery heat exchange circuit 23, and thus reducing the temperature of the battery cooling device 231, achieving the cooling of the battery cells. At the same time, the heat generated by the refrigerant at the first heat exchanger 12 is transferred to the heat exchange medium in the heating circuit 21, and the heat of the heat exchange medium is dissipated to the external environment through the first radiator 241, ensuring that the refrigerant can continue to condense at the first heat exchanger 12 and ensuring the normal operation of the refrigerant circuit 10.

[0205] Mode Six is applicable to the pure electric mode of new energy vehicles. Therefore, the above-mentioned heat management system of Embodiment One can also operate in Mode Six.

[0206] Mode Seven

[0207] Mode Seven is the battery heating mode.

[0208] As Figure 9 shown, in Mode Seven, the circulation path of the refrigerant circuit 10 is the same as that of Mode Two described above, so it will not be elaborated here.

[0209] In Mode Seven, the coolant circuit 20 includes two circulation paths, which are specifically as follows.

[0210] In the first circulation path of the coolant circuit 20, the water pump of the heating circuit 21 works, and the heat exchange medium sequentially passes through the water pump of the heating circuit 21, the first heat exchanger 12, the electric heating structure 50, the second multi-way valve 214, and after passing through the first multi-way valve 30 (the fourth interface and the fifth interface are connected), the heat exchange medium is divided into two paths: one path passes through the water pump of the battery heat exchange circuit 23, the battery cooling device 231 and the third multi-way valve 233 ( Figure 9 the left middle interface and the right interface), and the other path directly leads to the third multi-way valve 233 through the buffer branch 232 ( Figure 9 the upper middle interface and the right interface). After the two paths of heat exchange medium converge at the third multi-way valve 233, they return to the water pump of the heating circuit 21 through the first multi-way valve 30 (the sixth interface and the third interface are connected), completing the battery heating cycle.

[0211] In the second circulation path of the coolant circuit 20, the water pump of the second heat exchange circuit 24 works, and the heat exchange medium sequentially passes through the water pump of the second heat exchange circuit 24, the fourth multi-way valve 70 ( Figure 9 the left middle interface and the upper interface), the motor cooling device 242, the first multi-way valve 30 (the ninth interface and the first interface are connected), the second heat exchanger 14, the first multi-way valve 30 (the second interface and the seventh interface are connected), and the first radiator 241, and finally returns to the water pump of the second heat exchange circuit 24 to complete the cycle. At the same time, the electric fan works to complete the heat exchange (heat absorption) between the heat exchange medium and the external environment in the first radiator 241.

[0212] In Mode Seven, the refrigerant condenses at the first heat exchanger 12 to release heat, thereby increasing the temperature of the heat exchange medium in the heating circuit 21 and the battery heat exchange circuit 23, and thus increasing the temperature of the battery cooling device 231, achieving heating and temperature rise of the battery cells. At the same time, the refrigerant absorbs heat and increases in temperature at the second heat exchanger 14, and the heat exchange medium absorbs heat from the external environment through the first radiator 241 and increases in temperature, ensuring that the refrigerant can continuously evaporate at the second heat exchanger 14 and ensuring the normal operation of the refrigerant circuit 10.

[0213] Mode Seven is applicable to the pure electric mode of new energy vehicles. Therefore, the thermal management system of the above-mentioned Embodiment 1 can also operate in Mode Seven.

[0214] Mode Eight

[0215] Mode Eight is the battery cooling and passenger compartment refrigeration mode.

[0216] As Figure 10 shown, in the refrigerant circuit 10, the refrigerant is discharged from the exhaust port of the compressor 11, and after passing through the first heat exchanger, it is divided into three paths. The first path is through the first electronic expansion valve 13 and the second heat exchanger 14; the second path is through the second electronic expansion valve 16 and the first evaporator 17; the third path is through the third electronic expansion valve 18 and the second evaporator 19. The refrigerant in the second and third paths converges to the check valve, and after converging with the refrigerant in the first path, it enters the gas-liquid separator 15 and finally returns to the suction port of the compressor 11 to complete the cycle.

[0217] In Mode Eight, the coolant circuit 20 includes two circulation paths. And from Figure 10 it can be seen that in Mode Eight, the first and second circulation paths of the refrigerant circuit 10 and the coolant circuit 20 are the same as those in the above-mentioned Mode Six, so they will not be elaborated here.

[0218] Compared with the above-mentioned Mode Six, the difference in Mode Eight is that refrigeration of the passenger compartment is further introduced. That is, in the refrigerant circuit 10, the refrigerant is used not only to cool the battery but also to refrigerate the passenger compartment. The heat absorbed by the refrigerant at the second heat exchanger 14 is used to cool down the battery cooling device 231, and the heat absorbed by the refrigerant at the first evaporator 17 and the second evaporator 19 is used to refrigerate and cool down the passenger compartment.

[0219] Mode Eight is applicable to the pure electric mode of new energy vehicles. Therefore, the thermal management system of the above-mentioned Embodiment 1 can also operate in Mode Eight.

[0220] Mode Nine

[0221] Mode Nine is the battery heating and passenger compartment heating mode

[0222] As Figure 11 shown, in Mode Nine, the circulation path of the refrigerant circuit 10 is the same as that in the above-mentioned Mode Two, so it will not be elaborated here.

[0223] In Mode 9, the coolant circuit 20 includes two circulation paths as follows.

[0224] In the first circulation path of the coolant circuit 20, the water pump of the heating circuit 21 operates, and the heat exchange medium sequentially passes through the water pump of the heating circuit 21, the first heat exchanger 12, and the electric heating structure 50. The heat exchange medium is divided into two paths by the second multi-way valve 214: one path of the heat exchange medium is divided into two paths after passing through the third heat exchanger 251, and is respectively introduced into two heating cores 40, and then converges; the other path of the heat exchange medium is divided into two paths after passing through the first multi-way valve 30 (the fourth interface and the fifth interface are connected). One path passes through the water pump of the battery heat exchange circuit 23, the battery cooling device 231, and the third multi-way valve 233 ( Figure 11 the middle left interface and the right interface), and the other path of the heat exchange medium directly leads to the third multi-way valve 233 through the buffer branch 232 ( Figure 11 the middle upper interface and the right interface). After the two paths of the heat exchange medium converge at the third multi-way valve 233, they pass through the first multi-way valve 30 (the sixth interface and the third interface are connected), and converge with the downstream heat exchange medium of the two heating cores 40 and then return to the water pump of the heating circuit 21, thus completing the battery heating and occupant compartment heating cycle.

[0225] In the second circulation path of the coolant circuit 20, the water pump of the second heat exchange circuit 24 operates, and the heat exchange medium sequentially passes through the water pump of the second heat exchange circuit 24, the fourth multi-way valve 70 ( Figure 11 the middle left interface and the upper interface), the motor cooling device 242, the first multi-way valve 30 (the ninth interface and the first interface are connected), the second heat exchanger 14, the first multi-way valve 30 (the second interface and the seventh interface are connected), and the first radiator 241, and finally returns to the water pump 3 of the second heat exchange circuit 24 to complete the cycle. At the same time, the electric fan operates to complete the heat exchange between the heat exchange medium and the external environment in the first radiator 241.

[0226] In Mode 9, the refrigerant in the refrigerant circuit 10 condenses at the first heat exchanger 12 to generate heat, which needs to heat the occupant compartment and the battery. Specifically, after the heat of the refrigerant is transferred to the heat exchange medium in the heating circuit 21 through the first heat exchanger 12, the temperature of the heat exchange medium in the heating circuit 21 rises. The heat exchange medium in the heating circuit 21 is mainly divided into two paths. One path flows through the heating core 40, and the heat is released to the occupant compartment to realize the heating and temperature rise of the occupant compartment; the other path passes through the first multi-way valve 30, and the heat exchange medium flows into the battery heat exchange circuit 23, thereby increasing the temperature of the battery cooling device 231, and thus realizing the heating and temperature rise of the battery cells.

[0227] Further, in Mode Nine, the heat exchange medium exchanges heat with the external environment at the first radiator 241, absorbs heat, and increases the temperature of the heat exchange medium. The high-temperature heat exchange medium heats and evaporates the refrigerant at the second heat exchanger 14, thereby ensuring the normal operation of the refrigerant circuit 10.

[0228] Mode Nine is applicable to the pure electric mode of new energy vehicles. Therefore, the above-mentioned heat management system of Embodiment One can also operate in Mode Nine.

[0229] Mode Ten

[0230] Mode Ten is an engine circuit reuse heat dissipation mode for battery cooling and occupant compartment refrigeration under high temperature conditions.

[0231] As Figure 11 shown, in Mode Ten, the circulation path of the refrigerant circuit 10 is the same as that of the above-mentioned Mode Eight, so it will not be elaborated here.

[0232] In Mode Ten, the coolant circuit 20 includes three circulation paths, which are specifically as follows.

[0233] In the first circulation path of the coolant circuit 20, the water pump of the heating circuit 21 works, and the heat exchange medium sequentially passes through the water pump of the heating circuit 21, the first heat exchanger 12, the electric heating structure 50, and after passing through the second multi-way valve 214, it is divided into two paths: one path of the heat exchange medium leads to the first multi-way valve 30 (the fourth interface and the seventh interface are connected), the first radiator 241, the water pump of the second heat exchange circuit 24, the fourth multi-way valve 70 ( Figure 12 the middle left interface and the upper interface), the motor cooling device 242, and the first multi-way valve 30 (the ninth interface and the third interface are connected); the other path of the heat exchange medium passes through the third heat exchanger 251 and one of the heating cores 40. Then, the two paths of the heat exchange medium converge and return to the water pump of the heating circuit 21 to complete the cycle.

[0234] In the second circulation path of the coolant circuit 20, the water pump of the first engine heat exchange circuit 25 works. After the heat exchange medium passes through the engine cooling device 60, it is divided into two paths. One path of the heat exchange medium leads to the third heat exchanger 251, and the other path of the heat exchange medium leads to the thermostat and the second radiator 261. The two paths of the heat exchange medium converge and return to the water pump of the first engine heat exchange circuit 25 to complete the cycle.

[0235] In the third circulation path of the coolant circuit 20, the water pump of the battery heat exchange circuit 23 works, and the heat exchange medium sequentially passes through the water pump of the battery heat exchange circuit 23, the battery cooling device 231, the third multi-way valve 233 ( Figure 8 the middle left interface and the right interface), the first multi-way valve 30 (the sixth interface and the first interface are connected), the second heat exchanger 14, the first multi-way valve 30 (the second interface and the fifth interface are connected), and finally returns to the water pump of the battery heat exchange circuit 23 to complete the battery cooling cycle.

[0236] At the same time, the electronic fan works in the first radiator 241 and the second radiator 261 to complete the heat exchange (heat release) between the heat exchange medium and the external environment. In this mode, the electric heating structure 50 does not work.

[0237] Mode 10 is mainly used for pure electric driving of new energy vehicles in high temperature environments. Referring to the description of mode 8 above, the refrigerant in the refrigerant circuit 10 needs to cool the battery and the passenger compartment. When the external ambient temperature is high, the refrigeration load is large, which is reflected in the large condensation heat generated by the refrigerant at the first heat exchanger 12. If the heat of the refrigerant at the first heat exchanger 12 cannot be dissipated in time, or the heat dissipation capacity of the thermal management system cannot match the condensation heat generated by the refrigerant at the first heat exchanger 12, the overall temperature of the refrigerant circuit 10 will become higher and higher, and eventually the compressor 11 will not be able to operate normally.

[0238] To this end, mode 10 divides the high-temperature heat exchange medium in the heating circuit 21 into two paths for heat dissipation. One path is to dissipate heat through the first radiator 241 of the second heat exchange circuit 24 through the first multi-way valve 30, and the other path is that the high-temperature heat exchange medium in the heating circuit 21 transfers part of the heat to the first engine heat exchange circuit 25 through the third heat exchanger 251, and the shared heat is finally dissipated through the second radiator 261. In this way, the overall heat dissipation capacity of the thermal management system is increased, thereby increasing the cooling capacity and cooling capacity of the refrigerant circuit 10.

[0239] In mode ten, the heating core 40 acts as a pipeline and only allows the heat exchange medium to pass through. Since the fan inside the grille is not started, the passenger compartment will not be heated.

[0240] In mode 10, the engine cooling device 60 plays the role of a pipeline, and only plays the role of passing the heat exchange medium, so that the first engine heat exchange circuit 25 and the second engine heat exchange circuit 26 are interconnected. Therefore, after the heat exchange medium is heated in the third heat exchanger 251, it can flow from the first engine heat exchange circuit 25 to the second engine heat exchange circuit 26, and finally dissipate heat in the second radiator 261.

[0241] Furthermore, in mode 10, the vehicle needs to be driven in pure electric mode, that is, the engine is not started. Since the first engine heat exchange circuit 25 is fed with a heated high-temperature heat exchange medium, and the external environment is high, if the engine is started, it will quickly overheat and the vehicle cannot be driven normally. Therefore, if the vehicle is driven in hybrid mode in a high-temperature environment, the thermal management system needs to exit mode 10.

[0242] Mode 11

[0243] Mode eleven is a comprehensive mode for battery cooling, occupant compartment refrigeration, engine heat dissipation, intercooler heat dissipation, and motor heat dissipation.

[0244] As Figure 13 shown, in mode eleven, the circulation path of the refrigerant circuit 10 is the same as that of the above-mentioned mode eight, so it will not be elaborated here.

[0245] In mode eleven, the coolant circuit 20 includes three circulation paths, which are specifically as follows.

[0246] In the first circulation path of the coolant circuit 20, the water pump of the heating circuit 21 works, and the coolant passes through the water pump of the heating circuit 21, the first heat exchanger 12, the electric heating structure 50, the second multi-way valve 214 ( Figure 13 the upper interface and the lower interface above), the first multi-way valve (the fourth interface and the seventh interface are connected), the first radiator 241, and the water pump of the second heat exchange circuit 24. Then it is divided into two paths by the fourth multi-way valve 70. One path of the heat exchange medium is for the motor heat dissipation circuit ( Figure 13 the left interface and the upper interface of the fourth multi-way valve 70 in), and passes through the motor cooling device 242; the other path of the heat exchange medium is for the intercooler heat dissipation circuit ( Figure 13 the left interface and the lower interface of the fourth multi-way valve 70 in), and passes through the fourth heat exchanger 271. Then the two paths of the heat exchange medium converge and return to the water pump of the heating circuit 21 through the first multi-way valve 30 (the ninth interface and the third interface are connected) to complete the heat dissipation cycle.

[0247] In the second circulation path of the coolant circuit 20, the water pump of the first engine heat exchange circuit 25 works, and the heat exchange medium is divided into two paths after passing through the engine cooling device 60. One path of the heat exchange medium leads to the third heat exchanger 251, and the other path of the heat exchange medium leads to the thermostat and the second radiator 261. Then the two paths of the cooling medium converge and return to the water pump of the first engine heat exchange circuit 25, thus completing the engine heat dissipation cycle.

[0248] In the third circulation path of the coolant circuit 20, the water pump of the battery heat exchange circuit 23 works, and the heat exchange medium passes through the water pump of the battery heat exchange circuit 23, the battery cooling device 231, the third multi-way valve 233 ( Figure 13 the left interface and the right interface in), the first multi-way valve 30 (the sixth interface and the first interface are connected), the second heat exchanger 14, and the first multi-way valve 30 (the second interface and the fifth interface are connected), and finally returns to the water pump of the battery heat exchange circuit 23 to complete the battery cooling cycle.

[0249] At the same time, the electric fan works to complete the heat exchange between the heat exchange medium and the external environment in the first radiator 241 and the second radiator 261. And in this mode, the electric heating structure 50 does not work, and the third heat exchanger 251 does not participate in heat exchange. The third heat exchanger 251 only serves as a pipeline function, that is, it serves as a function for the heat exchange medium to pass through.

[0250] Mode eleven is a relatively common mode for new energy vehicles during hybrid driving. In this mode, the refrigerant in the refrigerant circuit 10 evaporates in the second heat exchanger 14 to absorb heat, thereby reducing the heat of the heat exchange medium in the first heat exchange circuit 22 and the battery heat exchange circuit 23, so as to reduce the heat of the battery cooling device 231 and achieve the cooling of the battery cells. At the same time, the first radiator 241 dissipates the heat generated by the condensation of the refrigerant at the first heat exchanger 12 for the motor, intercooler and refrigerant, and the second radiator 261 dissipates the heat of the engine.

[0251] Mode eleven, through the refrigeration function of the refrigerant circuit 10 and the mutual cooperation of the first radiator 241 and the second radiator 261, meets the cooling requirements of the passenger compartment and various components of new energy vehicles during hybrid driving.

[0252] Mode twelve

[0253] Mode twelve is a mode for warming up the engine by a heat pump or electric heating.

[0254] As Figure 14 shown, in mode twelve, the first circulation path of the refrigerant circuit 10 and the coolant circuit 20 is the same as that of the above-mentioned mode two, so it will not be elaborated here.

[0255] In mode twelve, the coolant circuit 20 includes three circulation paths, which are specifically as follows.

[0256] In the first circulation path of the coolant circuit 20, the water pump of the heating circuit 21 works, and the heat exchange medium sequentially passes through the water pump of the heating circuit 21, the first heat exchanger 12, the electric heating structure 50, the second multi-way valve 214 ( Figure 14 the upper interface and the right interface above), the third heat exchanger 251 and the heating core 40, and finally returns to the water pump of the heating circuit 21 to complete the cycle.

[0257] In the second circulation path of the coolant circuit 20, the water pump of the first engine heat exchange circuit 25 starts, and the heat exchange medium sequentially passes through the water pump of the first engine heat exchange circuit 25, the engine cooling device 60, and the third heat exchanger 251, and finally returns to the water pump of the first engine heat exchange circuit 25 to complete the engine heating preheating circulation circuit.

[0258] In the third circulation path of the coolant circuit 20, the water pump of the second heat exchange circuit 24 works, and the heat exchange medium sequentially passes through the water pump of the second heat exchange circuit 24, the fourth multi-way valve 70 ( Figure 14The left interface and the upper interface in), the motor cooling device 242, the first multi-way valve 30 (the ninth interface is connected to the first interface), the second heat exchanger 14, the first multi-way valve 30 (the second interface is connected to the seventh interface), and the first radiator, and finally return to the water pump of the second heat exchange circuit 24 to complete the cycle. At the same time, the electric fan works in the first radiator 241 to complete the heat exchange between the heat exchange medium and the external environment.

[0259] Specifically, in an environment with a relatively low temperature (low-temperature area or basement in a high-temperature area), the new energy vehicle needs to warm up the engine before starting. In Mode Twelve, the refrigerant in the refrigerant circuit 10 condenses and releases heat at the first heat exchanger 12, and then heats up the heat exchange medium in the heating circuit 21. Then, the heat exchange medium in the heating circuit 21 heats up the heat exchange medium in the first engine heat exchange circuit 25 through the third heat exchanger 251 to warm up the engine. At the same time, the heat exchange medium absorbs heat from the external environment and heats up at the first radiator 241, and the heat exchange medium with an increased temperature exchanges heat with the refrigerant at the second heat exchanger 14, causing the refrigerant to absorb heat and evaporate at the second heat exchanger 14, thereby ensuring the normal operation of the refrigerant circuit 10.

[0260] Furthermore, since heat exchange through two heat exchangers (the first heat exchanger 12 and the third heat exchanger 251) is required from the refrigerant circuit 10 to the first engine heat exchange circuit 25, a relatively large amount of heat will be lost. When the heating capacity of the refrigerant circuit 10 cannot meet the engine warm-up requirement, the electric heating structure 50 can be turned on simultaneously for auxiliary heating.

[0261] In addition, since in the heating circuit 21, the high-temperature heat exchange medium also flows through the heating core 40, the user can also turn on the warm air mode to heat up the passenger compartment.

[0262] In one embodiment, if the engine warm-up requirement can be met only by the electric heating structure 50, the heat management system only needs to open the first circulation path and the second circulation path of the above-mentioned coolant circuit 20, that is, heat the heat exchange medium in the heating circuit 21 through the electric heating structure 50, and then heat the heat exchange medium in the first engine heat exchange circuit 25 through the third heat exchanger 251.

[0263] Mode Thirteen

[0264] Mode Thirteen is the engine preheating for battery heating and passenger compartment heating, and the intercooler heat dissipation mode.

[0265] As Figure 15 shown, the refrigerant circuit 10 does not participate in heat management in Mode Thirteen.

[0266] In Mode Thirteen, the coolant circuit 20 includes three circulation paths, which are specifically as follows.

[0267] In the first circulation path of the coolant circuit 20, the water pump of the heating circuit 21 starts, and the heat exchange medium sequentially passes through the water pump of the heating circuit 21, the first heat exchanger 12, and the electric heating structure 50, and then is divided into two paths by the second multi-way valve 214: One path of the heat exchange medium ( Figure 15 the upper interface and the right interface of the second multi-way valve 214) is further divided into two paths by the third heat exchanger 251 and leads to two heating cores 40 respectively, and then the two paths of heat exchange medium converge; the other path of the heat exchange medium ( Figure 15 the upper interface and the lower interface of the second multi-way valve 214) passes through the first multi-way valve 30 (the fourth interface and the fifth interface are connected), and then is divided into two paths. One path of the cooling medium passes through the water pump of the battery heat exchange circuit 23, the battery cooling device 231, and the third multi-way valve 233 ( Figure 15 the left interface and the right interface therein), and the other path of the cooling medium directly leads to the third multi-way valve 233 through the buffer branch 232 ( Figure 15 the upper interface and the right interface therein). After the two paths of heat exchange medium converge at the third multi-way valve 233 and pass through the first multi-way valve 30 (the geographical interface and the third interface are connected), they converge with the heat exchange medium on the side of the heating core 40 and return to the water pump of the heating circuit 21, completing the battery heating and passenger compartment heating cycle.

[0268] In the second circulation path of the coolant circuit 20, the water pump of the first engine heat exchange circuit 25 works, and the heat exchange medium is divided into two paths after passing through the engine cooling device 60. One path of the heat exchange medium leads to the third heat exchanger 251, and the other path of the heat exchange medium leads to the thermostat and the second radiator 261. The two paths of heat exchange medium converge and return to the water pump of the first engine heat exchange circuit 25, completing the engine heat dissipation cycle.

[0269] In the third circulation path of the coolant circuit 20, the water pump of the second heat exchange circuit 24 works, and the heat exchange medium sequentially passes through the water pump of the second heat exchange circuit 24, the fourth multi-way valve 70 ( Figure 15 the left interface and the lower interface therein), the fourth heat exchanger 271, the first multi-way valve 30 (the ninth interface and the seventh interface are connected), and the first radiator 241, and finally returns to the water pump of the second heat exchange circuit 24, completing the intercooler heat dissipation cycle. At the same time, the electric fan works to complete the heat exchange between the heat exchange medium and the external environment in the first radiator 241 and the second radiator 261.

[0270] In Mode 13, when the vehicle is driving at high speed, the engine generates a large amount of heat. If the heat of the heat exchange medium in the engine cooling device 60 is sufficient to heat the passenger compartment and the battery, there is no need to turn on the refrigerant circuit 10.

[0271] Specifically, the heat exchange medium in the first engine heat exchange circuit 25 heats up the heat exchange medium in the heating circuit 21 through the third heat exchanger 251. After the temperature of the heat exchange medium in the heating circuit 21 rises, on the one hand, it heats up the passenger compartment through the heating core 40, and on the other hand, the first multi-way valve 30 connects the heating circuit 21 and the battery heat exchange circuit 23 to heat up the battery cooling device 231. Therefore, the effect of heating the passenger compartment and the battery by using the waste heat of the engine is achieved.

[0272] Furthermore, since the temperature of the heat exchange medium in the engine cooling device 60 is very high (about 100 °C), it is possible that the heat of the heat exchange medium in the first engine heat exchange circuit 25 exceeds the heating requirements of the passenger compartment and the battery. If the heat exceeding the heating requirements is not dissipated in time, the engine will continuously heat up and overheat. In this embodiment, the first engine heat exchange circuit 25 and the second engine heat exchange circuit 26 are connected in parallel, so part of the heat exchange medium can flow through the second engine heat exchange circuit 26 into the second radiator 261 and dissipate heat to the external environment, thereby ensuring the overall heat balance of the thermal management system, that is, the engine will not overheat on the premise of meeting the heating requirements of the passenger compartment and the battery.

[0273] Furthermore, during the operation of the engine, the intercooler will also generate a large amount of heat, and this part of the heat is dissipated to the external environment through the first radiator 241.

[0274] Embodiment III

[0275] As Figure 16 shown, the difference between Embodiment III of the thermal management system according to the present application and the above-mentioned Embodiment II is that the engine uses an air-cooled intercooler, so the intercooler waste heat recovery circuit in Embodiment II is cancelled, and the thermal management system in Embodiment III further includes a supercharger air-cooled heat exchange circuit 28.

[0276] From Figure 16 it can be seen that the supercharger air-cooled heat exchange circuit 28 is connected to the supercharger, and a third radiator 281 is provided on the supercharger air-cooled heat exchange circuit. The third radiator 281 shares a heat dissipation air source with the second heat exchange circuit 24.

[0277] Specifically, the heat dissipation air source is the electric fan. When the electric fan starts, it can not only dissipate heat from the first radiator 241 and the second radiator 261, but also dissipate heat from the supercharger of the air-cooled intercooler through the third radiator 281.

[0278] From Figure 16It can also be seen that the supercharger air-cooled heat exchange circuit 28 in this embodiment is an independent circuit, which does not communicate with the above-mentioned second heat exchange circuit 24 or the first multi-way valve 30.

[0279] The heat management system of the third embodiment is basically applicable to the thirteen modes of the heat management system in the second embodiment above, but does not involve the waste heat recovery and heat dissipation functions of the intercooler in the above thirteen modes.

[0280] Embodiment Four

[0281] As Figure 17 shown, compared with the second embodiment of the heat management system according to the present application, the difference is that the intercooler waste heat recovery circuit 27 is incorporated into the second heat exchange circuit 24.

[0282] Specifically, from Figure 17 it can be seen that the second heat exchange circuit 24 includes a first radiator 241, a motor cooling device 242, and a fourth heat exchanger 271 connected in series. The fourth heat exchanger 271 is used for heat exchange connection with the intercooler. The second heat exchange circuit 24 further includes a fourth branch 243. The first radiator 241 and the motor cooling device 242 are connected to one end of the fourth branch 243, and the first multi-way valve 30 is connected to the other end of the fourth branch 243.

[0283] From Figure 17 it can be seen that both ends of the second heat exchange circuit 24 are respectively connected to the seventh interface and the ninth interface of the first multi-way valve 30. The fourth heat exchanger 271, the first radiator 241, and the motor cooling device 242 are sequentially arranged in series on the second heat exchange circuit 24. And the fourth heat exchanger 271 is close to the seventh interface, the motor cooling device 242 is close to the ninth interface, and the first radiator 241 is located between the fourth heat exchanger 271 and the motor cooling device 242.

[0284] Furthermore, the connection mode of the fourth branch 243 is the same as that in the second embodiment above. One end of it is connected to the eighth interface of the first multi-way valve 30, and the other end is connected to the position between the motor cooling device 242 and the first radiator 241.

[0285] Embodiment 4 is basically applicable to the thirteen modes of the thermal management system in Embodiment 2 above. However, the difference is that the fourth heat exchanger 271 is no longer arranged in parallel with the motor cooling device 242, nor is it selectively connected to the first multi-way valve 30 through the multi-way valve together with the motor cooling device 242. Specifically, when the eighth and ninth interfaces of the first multi-way valve 30 are opened, only the motor cooling device 242 in the second heat exchange circuit 24 is connected to the first multi-way valve 30. When the seventh and ninth interfaces of the first multi-way valve 30 are opened, the first radiator 241, the motor cooling device 242, and the fourth heat exchanger 271 in the second heat exchange circuit 24 are connected in series and then connected to the first multi-way valve 30.

[0286] The present application also provides a vehicle. The vehicle embodiment according to the present application includes the above thermal management system.

[0287] Optionally, the vehicle is a new energy vehicle, which can be a pure electric new energy vehicle or a hybrid new energy vehicle.

[0288] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A thermal management system, characterized in that: include: A refrigerant circuit (10) and a cooling liquid circuit (20), wherein the refrigerant circuit (10) and the cooling liquid circuit (20) are connected in heat exchange, wherein: The refrigerant circuit (10) comprises a compressor (11), a first heat exchanger (12), a first electronic expansion valve (13), a second heat exchanger (14) and a gas-liquid separator (15) connected in sequence. The refrigerant circuit (10) further comprises a second electronic expansion valve (16) and a first evaporator (17) connected in parallel with the first electronic expansion valve (13) and the second heat exchanger (14). The coolant circuit (20) comprises a heating circuit (21), a first heat exchange circuit (22), a battery heat exchange circuit (23) and a second heat exchange circuit (24), and the circuits are connected and switched via a first multi-way valve (30). The heating circuit (21) is connected to the first heat exchanger (12), the first heat exchange circuit (22) is connected to the second heat exchanger (14), and the second heat exchange circuit (24) is used to exchange heat with the outside.

2. The thermal management system according to claim 1, characterized in that: The refrigerant circuit (10) further comprises a third electronic expansion valve (18) and a second evaporator (19); the third electronic expansion valve (18) and the second evaporator (19) are connected in series and then connected in parallel with the second electronic expansion valve (16) and the first evaporator (17).

3. The thermal management system according to claim 1 or 2, characterized in that: The heating circuit (21) comprises a first branch (211), a second branch (212), and a third branch (213) connected in parallel; the first branch (211) is connected to the refrigerant circuit (10) for heat exchange via the first heat exchanger (12); a heating core (40) is provided on the second branch (212); and the third branch (213) is connected to the first multi-way valve (30). The heating circuit (21) further comprises a second multi-way valve (214), wherein the second multi-way valve (214) is used to connect at least two of the first branch (211), the second branch (212) and the third branch (213).

4. The thermal management system according to claim 3, characterized in that: An electric heating structure (50) is provided on the first branch (211).

5. The thermal management system according to claim 3, characterized in that: The coolant circuit (20) further comprises a first engine heat exchange circuit (25), wherein the first engine heat exchange circuit (25) is used to be connected to the engine cooling device (60), and the first engine heat exchange circuit (25) is connected to the second branch (212) via a third heat exchanger (251) for heat exchange.

6. The thermal management system according to claim 5, characterized in that: The coolant circuit (20) further comprises a second engine heat exchange circuit (26), wherein the second engine heat exchange circuit (26) is used to be connected to an engine cooling device (60), and the second engine heat exchange circuit (26) is connected in parallel with the first engine heat exchange circuit (25).

7. The thermal management system according to claim 6, characterized in that: The second heat exchange circuit (24) is provided with a first radiator (241), the second engine heat exchange circuit (26) is provided with a second radiator (261), and the first radiator (241) and the second radiator (261) share a heat dissipation air source.

8. The thermal management system according to claim 1 or 2, characterized in that: The battery heat exchange circuit (23) is provided with a battery cooling device (231), and the battery heat exchange circuit (23) further comprises a buffer branch (232), the buffer branch (232) being arranged in parallel with the battery cooling device (231), and the battery heat exchange circuit (23) further comprises a third multi-way valve (233), the third multi-way valve (233) being used to open or close the buffer branch (232).

9. The thermal management system according to claim 1 or 2, characterized in that: The second heat exchange circuit (24) comprises a first radiator (241) and a motor cooling device (242) connected in series, and the second heat exchange circuit (24) further comprises a fourth branch (243), one end of the fourth branch (243) being connected between the first radiator (241) and the motor cooling device (242) via a three-way device, and the other end of the fourth branch (243) being connected to the first multi-way valve (30).

10. The thermal management system according to claim 9, characterized in that: The coolant circuit (20) further comprises an intercooler waste heat recovery circuit (27), wherein the intercooler waste heat recovery circuit (27) is provided with a fourth heat exchanger (271), wherein the fourth heat exchanger (271) is used for heat exchange connection with the intercooler, wherein the intercooler waste heat recovery circuit (27) is arranged in parallel with the motor cooling device (242), and the thermal management system further comprises a fourth multi-way valve (70), wherein the fourth multi-way valve (70) is connected with the second heat exchange circuit (24) and the intercooler waste heat recovery circuit (27), and wherein the fourth multi-way valve (70) is used for selectively connecting the motor cooling device (242) or the fourth heat exchanger (271) with the first multi-way valve (30).

11. The thermal management system according to claim 1 or 2, characterized in that: The second heat exchange circuit (24) comprises a first radiator (241), a motor cooling device (242) and a fourth heat exchanger (271) connected in series, the fourth heat exchanger (271) being used for heat exchange connection with the intercooler, the second heat exchange circuit (24) further comprising a fourth branch (243), the first radiator (241) and the motor cooling device (242) being connected to one end of the fourth branch (243), and the first multi-way valve (30) being connected to the other end of the fourth branch (243).

12. The thermal management system according to claim 1 or 2, characterized in that: The thermal management system further comprises a supercharger air-cooling heat exchange circuit (28), the supercharger air-cooling heat exchange circuit (28) being connected to the supercharger, a third radiator (281) being arranged on the supercharger air-cooling heat exchange circuit, and the third radiator (281) and the second heat exchange circuit (24) sharing a heat dissipation air source.

13. A vehicle, characterized in that: Comprising a thermal management system as claimed in any one of claims 1 to 12.

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