Thermal management system and vehicle

Abstract

The utility model discloses a thermal management system and a vehicle, the thermal management system comprises an electric drive and electric control flow path, a heating flow path and a refrigerant flow path, the electric drive and electric control flow path is used for exchanging heat with an electric drive structure, the heating flow path is used for exchanging heat with a passenger compartment, and the refrigerant flow path comprises a compressor; a first electrically-driven flow channel and a second electrically-driven flow channel are formed in the electrically-driven heat exchanger, a first heating flow channel and a second heating flow channel are formed in the heating heat exchanger, the first electrically-driven flow channel and the first heating flow channel are connected in series in a refrigerant flow path, and the second electrically-driven flow channel is suitable for being connected in series in an electrically-driven and electrically-controlled flow path; the second heating flow channel is connected into the heating flow path in series. According to the heat management system, heat of the electric drive structure can be transmitted to the refrigerant flow path from the electric drive and electric control flow path through the electric drive heat exchanger, heat of refrigerants can be transmitted to the heating flow path from the refrigerant flow path through the heating heat exchanger, and therefore waste heat of the electric drive structure can be recycled, and redundant energy consumption can be reduced.

Description

Technical Field

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

[0002] With the continuous progress of technology, people's requirements for vehicle ride comfort are also constantly increasing. When a vehicle is running in winter, the passenger compartment needs to be heated. When a hybrid vehicle is running in pure electric mode, the heating of the passenger compartment will consume a considerable amount of energy, and the battery capacity of the hybrid vehicle is relatively small. Therefore, the cruising range of the vehicle will be greatly reduced, and there is room for improvement. Summary of the Utility Model

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. For this purpose, the utility model provides a thermal management system, which can transfer the waste heat of the electric drive structure to the passenger compartment, that is, recycle and reuse the waste heat of the electric drive structure, reduce redundant energy consumption, and improve the cruising range of the vehicle.

[0004] The thermal management system according to an embodiment of the utility model includes: an electric drive and electronic control flow path, a heating flow path, and a refrigerant flow path. The electric drive and electronic control flow path is used for heat exchange with the electric drive structure, the heating flow path is used for heat exchange with the passenger compartment, and the refrigerant flow path includes a compressor, an electric drive heat exchanger, and a heating heat exchanger. An electric drive first flow path and an electric drive second flow path are formed in the electric drive heat exchanger, and a heating first flow path and a heating second flow path are formed in the heating heat exchanger. The electric drive first flow path and the heating first flow path are connected in series in the refrigerant flow path, the electric drive second flow path is adapted to be connected in series in the electric drive and electronic control flow path, and the heating second flow path is connected in series in the heating flow path.

[0005] The thermal management system according to an embodiment of the utility model can transfer the heat of the electric drive structure from the electric drive and electronic control flow path to the refrigerant flow path through the electric drive heat exchanger to cool the electric drive structure, so that the electric drive structure can always work within the optimal temperature range, improve the efficiency of the electric drive structure, and transfer the heat of the refrigerant from the refrigerant flow path to the heating flow path through the heating heat exchanger to heat the passenger compartment and provide a more comfortable riding experience for passengers. That is, the waste heat of the electric drive structure can be recycled and reused, redundant energy consumption can be reduced, and the cruising range of the vehicle can be improved.

[0006] The thermal management system according to some embodiments of the utility model further includes a battery flow path for heat exchange with the battery, and the battery flow path is selectively connected in series or in parallel with the electric drive and electronic control flow path.

[0007] According to the thermal management system of some embodiments of the present utility model, a battery heat exchanger is provided in the battery flow path. The battery heat exchanger is provided with a first battery flow channel and a second battery flow channel. The first battery flow channel is connected in series to the battery flow path, and the second battery flow channel is connected in series to the heating flow path.

[0008] According to the thermal management system of some embodiments of the present utility model, the heating flow path includes a first heating branch and a second heating branch distributed in parallel. The first heating branch is connected to the air handling unit, and the second battery flow channel is connected in series to the second heating branch.

[0009] According to the thermal management system of some embodiments of the present utility model, it further includes a first intermediate flow path and a second intermediate flow path. The second electric drive flow channel is connected in series to the first intermediate flow path. Wherein, the first intermediate flow path and the second intermediate flow path are adapted to be connected in series to the electric drive and electronic control flow path, or the first intermediate flow path is connected in series between one end of the electric drive and electronic control flow path and one end of the battery flow path, and the second intermediate flow path is connected in series between the other end of the electric drive and electronic control flow path and the other end of the battery flow path.

[0010] According to the thermal management system of some embodiments of the present utility model, it further includes a first control valve. The first control valve is provided with a first side inlet, a first side outlet, a second side inlet and a second side outlet. The first intermediate flow path is communicated between one end of the electric drive and electronic control flow path and the first side inlet. The second intermediate flow path is communicated between the other end of the electric drive and electronic control flow path and the first side outlet. The second side inlet is communicated with one end of the battery flow path, and the second side outlet is communicated with the other end of the battery flow path. The first side inlet is selectively communicated with one of the first side outlet and the second side outlet, and the second side inlet is selectively communicated with the other of the first side outlet and the second side outlet.

[0011] According to the thermal management system of some embodiments of the present utility model, it further includes a second control valve. The second control valve is provided with a first valve port, a second valve port, a third valve port and a fourth valve port. The first valve port and the second valve port are communicated between one end of the electric drive and electronic control flow path and the first intermediate flow path. The third valve port and the fourth valve port are communicated between the other end of the electric drive and electronic control flow path and the second intermediate flow path.

[0012] According to the thermal management system of some embodiments of the present utility model, it further includes a medium-temperature radiator, and the medium-temperature radiator is selectively connected in series to the electric drive and electronic control flow path and / or the battery flow path.

[0013] The thermal management system according to some embodiments of the present invention further includes a condenser, the condenser is distributed in parallel with the first heating flow path, and both the condenser and the first heating flow path can be selectively connected in series to the refrigerant flow path; and / or, it further includes an engine heat exchange flow path and a high-temperature radiator, and the high-temperature radiator is connected in series to the engine heat exchange flow path.

[0014] In the thermal management system according to some embodiments of the present invention, the condenser, the medium-temperature radiator and / or the high-temperature radiator are installed at the front grille; and / or, the medium-temperature radiator, the condenser, and the high-temperature radiator are distributed in sequence in the front-to-rear direction.

[0015] In the thermal management system according to some embodiments of the present invention, the electric drive and electronic control flow path includes an electric drive first branch and an electric drive second branch distributed in parallel. An energy distribution module, a water-cooled intercooler and / or a transmission oil cooler are provided in the electric drive first branch, and a drive motor, a rear drive motor and / or a rear drive motor controller are provided in the electric drive second branch.

[0016] The present invention also provides a vehicle.

[0017] The vehicle according to the embodiments of the present invention includes the thermal management system described in any one of the above.

[0018] The advantages of the vehicle and the above thermal management system over the prior art are the same and will not be elaborated here.

[0019] Some of the additional aspects and advantages of the present invention will be given in the following description, some will become obvious from the following description, or will be understood through the practice of the present invention. Description of the Drawings

[0020] The above and / or additional aspects and advantages of the present invention will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, where:

[0021] Figure 1 is a schematic diagram of the thermal management system according to the embodiments of the present invention;

[0022] Figure 2 is a structural schematic diagram of the medium-temperature radiator, the condenser and the high-temperature radiator according to the embodiments of the present invention Figure 1 ;

[0023] Figure 3 is a structural schematic diagram of the medium-temperature radiator, the condenser and the high-temperature radiator according to the embodiments of the present invention Figure 2 ;

[0024] Figure 4Structural schematic of the medium-temperature radiator, condenser and high-temperature radiator according to an embodiment of the present utility model Figure 3 .

[0025] Reference numerals:

[0026] Thermal management system 100,

[0027] Electric drive and electronic control flow path 1, first electric drive branch 11, energy distribution module 111, water-cooled intercooler 112, transmission oil cooler 113, second electric drive branch 12, drive motor 121, rear drive motor 122, heating flow path 2, first heating branch 21, air conditioning box 211, second heating branch 22, refrigerant flow path 3, compressor 31, electric drive heat exchanger 4, first electric drive flow channel 41, second electric drive flow channel 42, heating heat exchanger 5, first heating flow channel 51, second heating flow channel 52, battery flow path 6, battery heat exchanger 7, first battery flow channel 71, second battery flow channel 72, battery 8, first intermediate flow path 9, second intermediate flow path 10, first control valve 20, first side inlet 201, first side outlet 202, second side inlet 203, second side outlet 204, second control valve 30, first valve port 301, second valve port 302, third valve port 303, fourth valve port 304, medium-temperature radiator 40, condenser 50, engine heat exchange flow path 60, high-temperature radiator 70, water pump 101, temperature sensor 102, cooling fan 103, electronic expansion valve 104, liquid storage tank 105, third control valve 106, audio-visual entertainment host 107, intelligent driving domain controller 108. Detailed implementation manners

[0028] The embodiments of the present utility model will be described in detail below. The examples of the embodiments are shown in the drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions from beginning to end. The embodiments described below by referring to the drawings are exemplary and are only used to explain the present utility model and should not be construed as a limitation to the present utility model.

[0029] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present utility model. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, unless otherwise specified, the meaning of "a plurality" is two or more.

[0030] In the description of the present utility model, it should be noted that, unless otherwise clearly specified and defined, the terms "installation", "connection", and "coupling" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations.

[0031] Unless otherwise specified, the front-rear direction in this application is the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction is the transverse direction of the vehicle, i.e., the Y direction; and the up-down direction is the vertical direction of the vehicle, i.e., the Z direction.

[0032] The following refers to Figures 1 - 4 Describe the thermal management system 100 according to an embodiment of the present utility model. Through the electric drive heat exchanger 4, the heat of the electric drive structure can be transferred from the electric drive electronic control flow path 1 to the refrigerant flow path 3 to cool the electric drive structure, so that the electric drive structure can always operate within the optimal temperature range, which can improve the efficiency of the electric drive structure. Through the heating heat exchanger 5, the heat of the refrigerant can be transferred from the refrigerant flow path 3 to the heating flow path 2 to heat the passenger compartment, providing a more comfortable riding experience for the passengers. That is, the waste heat of the electric drive structure can be recovered and reused, reducing redundant energy consumption and improving the endurance of the vehicle.

[0033] As Figure 1 shown, the thermal management system 100 according to an embodiment of the present utility model includes: an electric drive electronic control flow path 1, a heating flow path 2, a refrigerant flow path 3, an electric drive heat exchanger 4, and a heating heat exchanger 5.

[0034] The electric drive and electronic control coolant flow path 1 is used for heat exchange with the electric drive structure, the heating coolant flow path 2 is used for heat exchange with the passenger compartment, and the refrigerant flow path 3 includes a compressor 31; an electric drive heat exchanger 4 is formed with an electric drive first flow path 41 and an electric drive second flow path 42, a heating heat exchanger 5 is formed with a heating first flow path 51 and a heating second flow path 52, the electric drive first flow path 41 and the heating first flow path 51 are connected in series in the refrigerant flow path 3, the electric drive second flow path 42 is adapted to be connected in series in the electric drive and electronic control coolant flow path 1, and the heating second flow path 52 is connected in series in the heating coolant flow path 2.

[0035] Specifically, the thermal management system 100 includes an electric drive and electronic control coolant flow path 1, a heating coolant flow path 2, and a refrigerant flow path 3. Among them, the electric drive and electronic control coolant flow path 1 is used to allow the coolant to flow inside it for heat exchange with the electric drive structure, that is, to cool the electric drive structure, so that the electric drive structure can always operate within the optimal temperature range, improving the efficiency of the electric drive structure. The heating coolant flow path 2 is used to allow the coolant carrying heat to flow inside it for heat exchange with the passenger compartment, that is, to heat the passenger compartment, providing a more comfortable riding experience for the passengers. The refrigerant flow path 3 is used to allow the refrigerant to flow inside it, and the refrigerant flow path 3 includes a compressor 31, and the compressor 31 is used to transfer the heat carried by the refrigerant to the heating coolant flow path 2.

[0036] At the same time, the thermal management system 100 also includes an electric drive heat exchanger 4 and a heating heat exchanger 5. An electric drive first flow path 41 and an electric drive second flow path 42 are formed in the electric drive heat exchanger 4, that is, heat exchange can occur between the electric drive first flow path 41 and the electric drive second flow path 42 in the electric drive heat exchanger 4. A heating first flow path 51 and a heating second flow path 52 are formed in the heating heat exchanger 5, that is, heat exchange can occur between the heating first flow path 51 and the heating second flow path 52 in the heating heat exchanger 5. Also, the electric drive second flow path 42 is connected in series in the electric drive and electronic control coolant flow path 1, that is, the coolant can flow between the electric drive second flow path 42 and the electric drive and electronic control coolant flow path 1, and the heating second flow path 52 is connected in series in the heating coolant flow path 2, that is, the coolant can flow between the heating second flow path 52 and the heating coolant flow path 2.

[0037] Moreover, both the first electric drive flow path 41 and the first heating flow path 51 are connected in series to the refrigerant flow path 3, enabling the refrigerant to flow among the first electric drive flow path 41, the refrigerant flow path 3, and the first heating flow path 51. As a result, the coolant can first flow within the electric drive and electronic control flow path 1, exchange heat with the electric drive structure, then flow to the second electric drive flow path 42, and exchange heat with the first electric drive flow path 41 within the electric drive heat exchanger 4, transferring the heat to the refrigerant within the first electric drive flow path 41. The refrigerant carrying the heat can flow from the first electric drive flow path 41 along the refrigerant flow path 3 to the first heating flow path 51, and exchange heat with the second heating flow path 52 within the heating heat exchanger 5, transferring the heat to the coolant within the second heating flow path 52, that is, to the heating flow path 2. Subsequently, the coolant can flow within the heating flow path 2 to exchange heat with the passenger compartment, achieving the heating of the passenger compartment and the recovery of the waste heat of the electric drive structure.

[0038] Thus, the electric drive structure can be cooled through the electric drive and electronic control flow path 1. By arranging a compressor 31 within the refrigerant flow path 3, the refrigerant can transfer the heat of the electric drive structure to the heating flow path 2 under the action of the compressor 31, enabling the heating flow path 2 to exchange heat with the passenger compartment. Additionally, by arranging the electric drive heat exchanger 4, the heat of the electric drive structure can be transferred from the electric drive and electronic control flow path 1 to the refrigerant flow path 3, and by arranging the heating heat exchanger 5, the heat of the refrigerant can be transferred from the refrigerant flow path 3 to the heating flow path 2.

[0039] According to the heat management system 100 of an embodiment of the present invention, the heat of the electric drive structure can be transferred from the electric drive and electronic control flow path 1 to the refrigerant flow path 3 through the electric drive heat exchanger 4 to cool the electric drive structure, enabling the electric drive structure to always operate within the optimal temperature range, improving the efficiency of the electric drive structure. The heat of the refrigerant can be transferred from the refrigerant flow path 3 to the heating flow path 2 through the heating heat exchanger 5 to heat the passenger compartment, providing a more comfortable riding experience for the passengers. That is, the waste heat of the electric drive structure can be recovered and reused, reducing unnecessary energy consumption and enhancing the vehicle's endurance.

[0040] In some embodiments, the heat management system 100 further includes a battery flow path 6 for exchanging heat with the battery 8, and the battery flow path 6 is selectively connected in series or in parallel with the electric drive and electronic control flow path 1.

[0041] Specifically, the battery flow path 6 is used to allow the coolant to flow inside it for heat exchange with the battery 8, that is, the battery 8 can be heated or cooled, so that the battery 8 can always operate within the optimal temperature range, which can improve the working efficiency of the battery 8. Moreover, the battery flow path 6 can be connected in series or in parallel with the electric drive and electronic control flow path 1. When the battery flow path 6 is connected in series with the electric drive and electronic control flow path 1, the coolant can flow between the battery flow path 6 and the electric drive and electronic control flow path 1, and the heat of the electric drive structure can be transferred to the battery 8 to heat the battery 8. When the battery flow path 6 is connected in parallel with the electric drive and electronic control flow path 1, at this time, the battery 8 does not need to be heated, and the heat of the electric drive structure or the heat of the battery 8 can be transferred to the heating flow path 2 through the flow of the coolant in the electric drive and electronic control flow path 1 or the battery flow path 6 to heat the passenger compartment. Through this process, the waste heat of the electric drive structure can be recovered, redundant energy consumption can be reduced, and the battery 8 can be cooled, and the heat transfer from the electric drive structure to the battery 8 can be reduced, which can ensure the safety of the battery 8 during use.

[0042] In some embodiments, the battery flow path 6 is provided with a battery heat exchanger 7. The battery heat exchanger 7 is provided with a battery first flow channel 71 and a battery second flow channel 72. The battery first flow channel 71 is connected in series in the battery flow path 6, and the battery second flow channel 72 is connected in series in the heating flow path 2.

[0043] Specifically, the battery first flow channel 71 and the battery second flow channel 72 are provided in the battery heat exchanger 7, so that the battery first flow channel 71 and the battery second flow channel 72 can exchange heat in the battery heat exchanger 7. At the same time, the battery first flow channel 71 is connected in series in the battery flow path 6, so that the coolant can flow between the battery first flow channel 71 and the battery flow path 6 to heat or cool the battery 8, and the battery second flow channel 72 is connected in series in the heating flow path 2, so that the coolant can flow between the battery second flow channel 72 and the heating flow path 2 to transfer the heat of the battery 8 to the heating flow path 2 to heat the passenger compartment, which can reduce redundant energy consumption and can cool the battery 8 to ensure the safety of the battery 8 during use.

[0044] Furthermore, the coolant can flow in the battery flow path 6, exchange heat with the battery 8, then flow from the battery flow path 6 to the battery first flow channel 71, exchange heat with the battery second flow channel 72 in the battery heat exchanger 7, transfer the heat to the coolant in the battery second flow channel 72, and the coolant carrying the heat can flow from the battery second flow channel 72 to the heating flow path 2. The coolant exchanges heat with the passenger compartment through its flow in the heating flow path 2. Through this process, the heating of the passenger compartment and the cooling of the battery 8 can be achieved.

[0045] In some embodiments, the heating flow path 2 includes a heating first branch 21 and a heating second branch 22 that are distributed in parallel. The heating first branch 21 is connected to the air conditioning box 211, and the battery second flow channel 72 is connected in series in the heating second branch 22.

[0046] Specifically, the heating flow path 2 is used for heat exchange with the passenger compartment to heat the passenger compartment. The heating flow path 2 includes a first heating branch 21 and a second heating branch 22 which are distributed in parallel, that is, the first heating branch 21 and the second heating branch 22 are independent of each other. Among them, the first heating branch 21 is connected to an air-conditioning box 211, that is, the coolant carrying heat can flow from the first heating branch 21 to the air-conditioning box 211, and the heat is released to the passenger compartment through the air-conditioning box 211 to realize heating of the passenger compartment. The second battery flow path 72 is connected in series in the second heating branch 22, that is, the coolant can flow between the second battery flow path 72 and the second heating branch 22, and can exchange heat with the battery 8 during the flow process to cool the battery 8.

[0047] In some embodiments, the thermal management system 100 further includes a first intermediate flow path 9 and a second intermediate flow path 10, and the second electric drive flow path 42 is connected in series in the first intermediate flow path 9; among them, the first intermediate flow path 9 and the second intermediate flow path 10 are adapted to be connected in series to the electric drive and electronic control flow path 1, or the first intermediate flow path 9 is connected in series between one end of the electric drive and electronic control flow path 1 and one end of the battery flow path 6, and the second intermediate flow path 10 is connected in series between the other end of the electric drive and electronic control flow path 1 and the other end of the battery flow path 6.

[0048] Specifically, the second electric drive flow path 42 is connected in series in the first intermediate flow path 9 so that the coolant can flow between the second electric drive flow path 42 and the first intermediate flow path 9, and the first intermediate flow path 9 and the second intermediate flow path 10 are connected in series to the electric drive and electronic control flow path 1, then the first intermediate flow path 9, the second intermediate flow path 10 and the electric drive and electronic control flow path 1 can be connected in series pairwise, so that the coolant can circulate inside the three to continuously take away the heat of the electric drive structure. At this time, the electric drive and electronic control flow path 1 is connected in parallel with the battery flow path 6, that is, the heat of the electric drive structure will not be transferred to the battery 8, and the use safety of the battery 8 can be ensured while recovering the waste heat of the electric drive structure. Or, the first intermediate flow path 9 and the second intermediate flow path 10 are respectively connected in series between the electric drive and electronic control flow path 1 and the battery flow path 6, then the electric drive and electronic control flow path 1 and the battery flow path 6 can be connected in series through the first intermediate flow path 9 and the second intermediate flow path 1, so that the coolant can be transferred between the electric drive and electronic control flow path 1 and the battery flow path 6, and the heat of the electric drive structure can be transferred to the battery 8 to heat the battery 8.

[0049] In some embodiments, the thermal management system 100 further includes a first control valve 20. The first control valve 20 is provided with a first side inlet 201, a first side outlet 202, a second side inlet 203, and a second side outlet 204. The first intermediate flow path 9 is connected between one end of the electric drive and electronic control flow path 1 and the first side inlet 201. The second intermediate flow path 10 is connected between the other end of the electric drive and electronic control flow path 1 and the first side outlet 202. The second side inlet 203 is connected to one end of the battery flow path 6, and the second side outlet 204 is connected to the other end of the battery flow path 6. The first side inlet 201 is selectively connected to one of the first side outlet 202 and the second side outlet 204, and the second side inlet 203 is selectively connected to the other of the first side outlet 202 and the second side outlet 204.

[0050] Specifically, the first control valve 20 is a four-way valve. The four valve ports on the first control valve 20 can be the first side inlet 201, the first side outlet 202, the second side inlet 203, and the second side outlet 204 in a counterclockwise direction starting from the upper left corner. Connect the first intermediate flow path 9 and the second intermediate flow path 10 to the first side inlet 201 and the first side outlet 202 respectively, and connect the electric drive and electronic control flow path 1 between the first intermediate flow path 9 and the second intermediate flow path 10. In this way, the electric drive and electronic control flow path 1 can be connected to both the first side inlet 201 and the first side outlet 202 at the same time. At the same time, connect the battery flow path 6 to both the second side inlet 203 and the second side outlet 204. At this time, when the first side inlet 201 is connected to the first side outlet 202 and the second side inlet 203 is connected to the second side outlet 204, the electric drive and electronic control flow path 1 and the battery flow path 6 can be connected in parallel to recover the waste heat of the electric drive structure while ensuring the use safety of the battery 8. When the first side inlet 201 is connected to the second side outlet 204 and the second side inlet 203 is connected to the first side outlet 202, the electric drive and electronic control flow path 1 and the battery flow path 6 can be connected in series to transfer the heat of the electric drive structure to the battery 8 to heat the battery 8.

[0051] In some embodiments, the thermal management system 100 further includes a second control valve 30. The second control valve 30 is provided with a first valve port 301, a second valve port 302, a third valve port 303, and a fourth valve port 304. The first valve port 301 and the second valve port 302 are connected between one end of the electric drive and electronic control flow path 1 and the first intermediate flow path 9. The third valve port 303 and the fourth valve port 304 are connected between the other end of the electric drive and electronic control flow path 1 and the second intermediate flow path 10.

[0052] Specifically, the valve ports on the second control valve 30 can be arranged in a clockwise direction from the upper left corner as the first valve port 301, the second valve port 302, the third valve port 303, and the fourth valve port 304. By adjusting the internal connection relationship of the second control valve 30, the first valve port 301 and the second valve port 302 can connect the electric drive and electronic control flow path 1 to the first intermediate flow path 9, and the third valve port 303 and the fourth valve port 304 can connect the electric drive and electronic control flow path 1 to the second intermediate flow path 10. Thus, by adjusting the internal connection relationship of the second control valve 30, the electric drive and electronic control flow path 1 can be connected to both the first intermediate flow path 9 and the second intermediate flow path 10 simultaneously. At this time, if the first side inlet 201 and the first side outlet 202 are connected, and the second side inlet 203 and the second side outlet 204 are connected, the electric drive and electronic control flow path 1 can be connected in parallel with the battery flow path 6. If the first side inlet 201 and the second side outlet 204 are connected, and the first side outlet 202 and the second side inlet 203 are connected, the electric drive and electronic control flow path 1 can be connected in series with the battery flow path 6.

[0053] In some embodiments, the thermal management system 100 further includes an intermediate temperature radiator 40, and the intermediate temperature radiator 40 is selectively connected in series to the electric drive and electronic control flow path 1 and / or the battery flow path 6.

[0054] That is to say, the intermediate temperature radiator 40 can be selectively connected in series with the electric drive and electronic control flow path 1, or the intermediate temperature radiator 40 can be selectively connected in series with the battery flow path 6. When the intermediate temperature radiator 40 is connected in series with the electric drive and electronic control flow path 1 or the battery flow path 6, the coolant can flow to the intermediate temperature radiator 40 for heat exchange, so as to quickly cool the electric drive structure or the battery 8. When the intermediate temperature radiator 40 is disconnected from the electric drive and electronic control flow path 1 or the battery flow path 6, the coolant cannot flow to the intermediate temperature radiator 40, and thus the electric drive structure or the battery 8 can be quickly heated up.

[0055] It should be noted that when the temperature of the electric drive structure is relatively high, the intermediate temperature radiator 40 can be connected in series with the electric drive and electronic control flow path 1 to quickly cool the electric drive structure. When the temperature of the electric drive structure is relatively low, the intermediate temperature radiator 40 can be disconnected from the electric drive and electronic control flow path 1 to quickly heat up the electric drive structure. Similarly, when the temperature of the battery 8 is relatively high, the intermediate temperature radiator 40 can be connected in series with the battery flow path 6 to quickly cool the battery 8. When the temperature of the battery 8 is relatively low, the intermediate temperature radiator 40 can be disconnected from the battery flow path 6 to quickly heat up the battery 8.

[0056] In some embodiments, the thermal management system 100 further includes a condenser 50. The condenser 50 is distributed in parallel with the first heating flow channel 51, and both the condenser 50 and the first heating flow channel 51 can be selectively connected in series to the refrigerant flow path 3; and / or, the thermal management system 100 further includes an engine heat exchange flow path 60 and a high-temperature radiator 70, and the high-temperature radiator 70 is connected in series to the engine heat exchange flow path 60.

[0057] Specifically, the condenser 50 is used for heat exchange with the refrigerant. By arranging the condenser 50 in parallel with the first heating flow path 51, the condenser 50 and the first heating flow path 51 can be made independent of each other, and both the condenser 50 and the first heating flow path 51 can be selectively connected in series with the refrigerant flow path 3. When the condenser 50 is connected in series with the refrigerant flow path 3, the refrigerant can be quickly cooled by the condenser 50. Conversely, when the condenser 50 is disconnected from the refrigerant flow path 3, the refrigerant can be quickly heated. When the first heating flow path 51 is connected in series with the refrigerant flow path 3, the refrigerant can flow into the first heating flow path 51 and exchange heat with the second heating flow path 52 at the heating heat exchanger 5 to heat the passenger compartment.

[0058] In addition, the engine heat exchange flow path 60 is used for heat exchange with the engine to cool the engine, and the high-temperature radiator 70 is used for heat exchange with the coolant. By connecting the high-temperature radiator 70 in series in the engine heat exchange flow path 60, the coolant can flow between the high-temperature radiator 70 and the engine heat exchange flow path 60, and the engine can be quickly cooled by the high-temperature radiator 70.

[0059] In some embodiments, the condenser 50, the medium-temperature radiator 40, and / or the high-temperature radiator 70 are installed at the front grille.

[0060] Specifically, the condenser 50 is used for heat exchange with the refrigerant, and both the medium-temperature radiator 40 and the high-temperature radiator 70 are used for heat exchange with the coolant. The condenser 50, the medium-temperature radiator 40, and the high-temperature radiator 70 can all be installed at the front grille of the vehicle, that is, all three can be arranged at the rear side of the front grille. The front grille allows air to pass through. In this way, a large amount of air can flow from the front grille to the medium-temperature radiator 40, the condenser 50, and the high-temperature radiator 70, increasing the heat exchange amount of the three and improving their heat exchange efficiency.

[0061] In addition, in some other embodiments, the medium-temperature radiator 40, the condenser 50, and the high-temperature radiator 70 are arranged in sequence in the front-rear direction. Specifically, as Figures 2 - 4 shown, the medium-temperature radiator 40, the condenser 50, and the high-temperature radiator 70 are connected in sequence in the front-rear direction, and the three can be integrated into one body to improve the structural compactness. The medium-temperature radiator 40 is located at the rear side of the vehicle's front grille. A large amount of air can directly enter the medium-temperature radiator 40 through the front grille, realizing air-cooled heat dissipation with better heat dissipation effect. The condenser 50 and the high-temperature radiator 70 are located at the rear side of the medium-temperature radiator 40 in sequence, which can realize the cooling of the refrigerant and the coolant. In addition, when the three are working simultaneously, it can avoid the influence of the heat dissipation of the condenser 50 and the high-temperature radiator 70 on the medium-temperature radiator 40, and thus ensure the respective heat dissipation requirements.

[0062] In some embodiments, the electric drive and electronic control flow path 1 includes an electric drive first branch 11 and an electric drive second branch 12 that are distributed in parallel. An energy distribution module 111, a water-cooled intercooler 112, and / or a transmission oil cooler 113 are provided in the electric drive first branch 11. A drive motor 121, a rear drive motor 122, and / or a rear drive motor controller are provided in the electric drive second branch 12.

[0063] Specifically, different electrical components are provided in the electric drive first branch 11 and the electric drive second branch 12 respectively. For example, an energy distribution module 111 and a water-cooled intercooler 112 can be provided in the electric drive first branch 11. At the same time, the transmission oil cooler 113 can also be provided in the electric drive first branch 11. And a drive motor 121 and a rear drive motor 122 can be provided in the electric drive second branch 12. At the same time, the rear drive motor controller can also be provided in the electric drive second branch 12. The rear drive motor 122 and the rear drive motor controller can also be integrally provided.

[0064] Furthermore, the electric drive and electronic control flow path 1 includes an electric drive first branch 11 and an electric drive second branch 12. Control structures can be respectively provided in the electric drive first branch 11 and the electric drive second branch 12 to adjust the flow rate of the coolant in the electric drive first branch 11 and the electric drive second branch 12, so as to adapt to the different requirements of the energy distribution module 111, the water-cooled intercooler 112, and the transmission oil cooler 113 in the electric drive first branch 11 and the drive motor 121, the rear drive motor 122, and the rear drive motor controller in the electric drive second branch 12 for the coolant flow rate. For example, the flow rate of the coolant in the electric drive first branch 11 can be made greater than the flow rate of the coolant in the electric drive second branch 12 through the control structure. Thus, by providing the electric drive first branch 11 and the electric drive second branch 12, the different requirements of different electrical components for the coolant flow rate can be met.

[0065] At the same time, by providing the electric drive first branch 11 and the electric drive second branch 12, it is also convenient to connect the electrical components at different positions in series. And the coolant can flow from the electric drive and electronic control flow path 1 to the electric drive first branch 11 and the electric drive second branch 12 simultaneously. The medium-temperature radiator 40 can also quickly cool the electrical components in the electric drive first branch 11 and the electric drive second branch 12 at the same time, improving the heat dissipation efficiency of multiple electrical components. Moreover, through the design of the electric drive first branch 11 and the electric drive second branch 12, the orderliness and compactness of the pipeline layout of the thermal management system 100 can also be improved.

[0066] And, such as Figure 1As shown in the figure, water pumps 101 are connected to the electric drive and electronic control coolant flow path 1, the heating coolant flow path 2, and the engine heat exchange coolant flow path 60. The water pumps 101 enable the coolant to flow rapidly inside them, improving the heat exchange efficiency. Moreover, an audio and video entertainment host 107 and an intelligent driving domain controller 108 are provided in the second branch 12 of the electric drive. When the coolant flows in the second branch 12 of the electric drive, it can also cool the audio and video entertainment host 107 and the intelligent driving domain controller 108 simultaneously. Meanwhile, a temperature sensor 102 is provided in the electric drive and electronic control coolant flow path 1 to monitor the temperature of the coolant in the electric drive and electronic control coolant flow path 1, thereby monitoring the temperature of the electric drive structure. Furthermore, it is possible to determine whether to connect the medium-temperature radiator 40 in series with the electric drive and electronic control coolant flow path 1 based on the monitoring results. Additionally, a cooling fan 103 is provided at the rear side of the high-temperature radiator 70. The cooling fan 103 can be used to accelerate the air flow, further improving the heat exchange efficiency.

[0067] Meanwhile, an electronic expansion valve 104 and a liquid storage tank 105 are provided in the refrigerant flow path 3. The electronic expansion valve 104 can be used to control the flow of the refrigerant in the refrigerant flow path 3. When the electronic expansion valve 104 is opened, the refrigerant can flow in the refrigerant flow path 3, transferring the heat of the electric drive structure to the heating coolant flow path 2. The liquid storage tank 105 is used to enable the refrigerant in the refrigerant flow path 3 to flow into the liquid storage tank 105 after exchanging heat with the coolant in the second heating flow channel 52 in the heating heat exchanger 5. Moreover, a third control valve 106 is provided in the heating coolant flow path 2. The first heating branch 21 and the second heating branch 22 can be made to be in parallel through the third control valve 106.

[0068] The present utility model also proposes a vehicle.

[0069] The vehicle according to the embodiment of the present utility model includes the thermal management system 100 as described in any one of the above. The heat of the electric drive structure can be transferred from the electric drive and electronic control coolant flow path 1 to the refrigerant flow path 3 through the electric drive heat exchanger 4 to cool the electric drive structure, enabling the electric drive structure to always operate within the optimal temperature range, improving the efficiency of the electric drive structure. The heat of the refrigerant can be transferred from the refrigerant flow path 3 to the heating coolant flow path 2 through the heating heat exchanger 5 to heat the passenger compartment, providing a more comfortable riding experience for the passengers. That is, the waste heat of the electric drive structure can be recycled, reducing unnecessary energy consumption and improving the endurance of the vehicle. Meanwhile, while recycling the waste heat of the electric drive structure, the safety of the battery 8 during use can be ensured.

[0070] In the description of this specification, the description referring to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0071] Although the embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present utility model, and the scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that, Comprising: An electric drive and electronic control flow path, a heating flow path, and a refrigerant flow path. The electric drive and electronic control flow path is used for heat exchange with an electric drive structure. The heating flow path is used for heat exchange with an occupant compartment. The refrigerant flow path includes a compressor. An electric drive heat exchanger and a heating heat exchanger. An electric drive first flow path and an electric drive second flow path are formed in the electric drive heat exchanger. A heating first flow path and a heating second flow path are formed in the heating heat exchanger. The electric drive first flow path and the heating first flow path are connected in series in the refrigerant flow path. The electric drive second flow path is adapted to be connected in series in the electric drive and electronic control flow path. The heating second flow path is connected in series in the heating flow path.

2. The thermal management system according to claim 1, wherein It further includes a battery flow path used for heat exchange with a battery. The battery flow path is selectively connected in series or in parallel with the electric drive and electronic control flow path.

3. The thermal management system according to claim 2, wherein The battery flow path is provided with a battery heat exchanger which is provided with a battery first flow path and a battery second flow path. The battery first flow path is connected in series in the battery flow path. The battery second flow path is connected in series in the heating flow path.

4. The thermal management system according to claim 3, characterized in that, The heating flow path includes a heating first branch and a heating second branch which are distributed in parallel. The heating first branch is connected to an air conditioning box. The battery second flow path is connected in series in the heating second branch.

5. The thermal management system according to claim 2, wherein It further includes a first intermediate flow path and a second intermediate flow path. The electric drive second flow path is connected in series in the first intermediate flow path. Wherein, the first intermediate flow path and the second intermediate flow path are adapted to be connected in series in the electric drive and electronic control flow path, or the first intermediate flow path is connected in series between one end of the electric drive and electronic control flow path and one end of the battery flow path, and the second intermediate flow path is connected in series between the other end of the electric drive and electronic control flow path and the other end of the battery flow path.

6. The thermal management system according to claim 5, wherein It further includes a first control valve which is provided with a first side inlet, a first side outlet, a second side inlet, and a second side outlet. The first intermediate flow path is communicated between one end of the electric drive and electronic control flow path and the first side inlet. The second intermediate flow path is communicated between the other end of the electric drive and electronic control flow path and the first side outlet. The second side inlet is communicated with one end of the battery flow path. The second side outlet is communicated with the other end of the battery flow path. The first side inlet is selectively communicated with one of the first side outlet and the second side outlet. The second side inlet is selectively communicated with the other of the first side outlet and the second side outlet.

7. The thermal management system according to claim 6, characterized in that, It further includes a second control valve which is provided with a first valve port, a second valve port, a third valve port, and a fourth valve port. The first valve port and the second valve port are communicated between one end of the electric drive and electronic control flow path and the first intermediate flow path. The third valve port and the fourth valve port are communicated between the other end of the electric drive and electronic control flow path and the second intermediate flow path.

8. The thermal management system according to any one of claims 2-7, characterized in that It further includes a medium-temperature radiator which is selectively connected in series in the electric drive and electronic control flow path and / or the battery flow path.

9. The thermal management system according to claim 8, wherein, It further includes a condenser which is distributed in parallel with the heating first flow path, and both the condenser and the heating first flow path can be selectively connected in series in the refrigerant flow path. And / or, it further includes an engine heat exchange flow path and a high-temperature radiator, and the high-temperature radiator is connected in series in the engine heat exchange flow path.

10. The thermal management system according to claim 9, wherein The condenser, the medium-temperature radiator and / or the high-temperature radiator are installed at the front grille; And / or, the medium-temperature radiator, the condenser and the high-temperature radiator are distributed in sequence along the front-rear direction.

11. The thermal management system according to claim 1, wherein The electric drive and electronic control flow path includes an electric drive first branch and an electric drive second branch that are distributed in parallel. An energy distribution module, a water-cooled intercooler and / or a transmission oil cooler are provided in the electric drive first branch, and a drive motor, a rear drive motor and / or a rear drive motor controller are provided in the electric drive second branch.

12. A vehicle, characterized in that, It includes the thermal management system according to any one of claims 1-11.

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