Vehicle thermal management system and vehicle

Abstract

The embodiment of the utility model relates to the technical field of vehicle parts, in particular to a vehicle thermal management system and a vehicle. The vehicle heat management system comprises a battery unit, a refrigerant unit and an integrated driving unit, the refrigerant unit comprises a compressor, a condenser and an evaporator, the compressor, the condenser and the evaporator are in circulating communication, the integrated driving unit comprises a shell, a battery water pump and a first heat exchanger, and at least part of the structure of the battery water pump is arranged in the shell; the first heat exchanger is arranged in the shell and provided with a first heat exchange channel and a second heat exchange channel. The battery water pump, the first heat exchanger, the first heat exchange channel and the second heat exchange channel are integrated in the shell, so that the space occupied by the vehicle heat management system is effectively reduced, the arrangement space of the vehicle heat management system in a cabin can be reduced, the utilization rate of the cabin is increased, and the cost of the whole vehicle is reduced.

Description

Technical Field

[0001] The embodiments of the present application relate to the technical field of vehicle components, and in particular, to a vehicle thermal management system and a vehicle. Background Art

[0002] The vehicle thermal management system is a crucial component in today's automobiles, designed to optimize vehicle temperature control under various operating conditions.

[0003] The vehicle thermal management system includes the engine cooling system, air conditioning system and battery thermal management system, among which the engine cooling system is used to regulate the temperature of the engine, the air conditioning system is used to adjust the temperature inside the vehicle, and the battery thermal management system is used to adjust the temperature of the battery.

[0004] However, due to the large number of components in the vehicle thermal management system, the vehicle cabin layout space requirements are high, which increases the cost of the entire vehicle. Utility Model Content

[0005] In view of this, an embodiment of the present application provides a vehicle thermal management system and a vehicle, which are used to solve the problem that there are many components in the vehicle thermal management system, the requirements for the vehicle cabin layout space are high, and thus the cost of the entire vehicle is increased.

[0006] In order to achieve the above-mentioned purpose, the technical solution of the embodiment of the present application is implemented as follows:

[0007] In a first aspect, an embodiment of the present application provides a vehicle thermal management system, comprising:

[0008] Battery unit, including: battery pack;

[0009] The refrigerant unit comprises: a compressor, a condenser, and an evaporator, wherein the compressor, the condenser, and the evaporator are in circular communication;

[0010] An integrated drive unit comprises: a housing, a battery water pump, and a first heat exchanger, wherein the first heat exchanger is disposed in the housing and has a first heat exchange channel and a second heat exchange channel;

[0011] At least part of the structure of the battery water pump is disposed in the housing; the battery water pump, the first heat exchange channel and the battery pack are in circular communication; and the compressor, the condenser and the second heat exchange channel are in circular communication.

[0012] The vehicle thermal management system provided in the embodiment of the present application integrates the battery water pump, the first heat exchanger, the first heat exchange channel and the second heat exchange channel in a shell by providing an integrated drive unit, thereby effectively reducing the space occupied by the vehicle thermal management system, thereby reducing the layout space of the vehicle thermal management system in the cabin, improving the utilization rate of the cabin and reducing the cost of the entire vehicle.

[0013] In a possible implementation of the present application, the first heat exchange channel has a first inlet and a first outlet respectively extending to the outer wall of the shell, and the battery water pump has a second inlet and a second outlet extending to the outer wall of the shell, the first inlet is connected to the water outlet of the battery pack, and the second outlet is connected to the water inlet of the battery pack; so as to facilitate connecting the battery pack and the first heat exchange channel.

[0014] The battery unit also includes a first expansion water tank disposed outside the housing, with the first outlet and the second inlet respectively connected to the first expansion water tank. As a result, the heat exchange medium flowing between the first heat exchange channel and the battery pack can enter the first expansion water tank. The first expansion water tank can remove gas generated by the heat exchange medium during flow and appropriately replenish the heat exchange medium, thereby ensuring the efficiency of the battery water pump and preventing damage to the battery water pump due to cavitation.

[0015] In a possible implementation of the present application, the integrated drive unit also includes: a refrigerant connecting pipeline, which is arranged on the inner side of the shell, and the refrigerant connecting pipeline includes a first connection port, a second connection port, a third connection port and a fourth connection port extending to the outer wall of the shell, the first connection port is connected to the inlet of the evaporator, the second connection port is connected to the outlet of the evaporator, the third connection port is connected to the inlet of the compressor, the fourth connection port is connected to the outlet of the condenser, and the second heat exchange channel is also respectively connected to the fourth connection port and the inlet of the compressor.

[0016] The vehicle thermal management system provided in the embodiment of the present application can integrate the refrigerant connecting pipeline on the inner side of the shell, while realizing the connection between the compressor, condenser and evaporator, effectively reducing the space occupied by the vehicle thermal management system, thereby reducing the layout space of the vehicle thermal management system in the cabin, improving the utilization rate of the cabin, and reducing the cost of the entire vehicle. In addition, the second heat exchange channel and the connection position between the compressor and the condenser are integrated in the shell, further reducing the space occupied by the vehicle thermal management system, thereby reducing the layout space of the vehicle thermal management system in the cabin, improving the utilization rate of the cabin, and reducing the cost of the entire vehicle.

[0017] In one possible implementation of the present application, the vehicle thermal management system further includes:

[0018] The first control valve is arranged on the refrigerant connecting pipe between the first connecting port and the fourth connecting port; in this way, not only can the flow on the refrigerant connecting inlet pipe be controlled, but also the space occupied by the vehicle thermal management system can be further reduced, thereby reducing the layout space of the vehicle thermal management system in the cabin.

[0019] The second control valve is arranged on the refrigerant connecting pipeline between the second heat exchange channel and the fourth connecting port; in this way, not only can the flow on the second heat exchange inlet pipe be controlled, but also the space occupied by the vehicle thermal management system can be further reduced, thereby reducing the layout space of the vehicle thermal management system in the cabin.

[0020] The first pressure sensor is arranged on the refrigerant connecting pipe between the first connecting port and the fourth connecting port; in this way, not only can the refrigerant pressure in the refrigerant connecting inlet pipe be detected in real time, but the space occupied by the vehicle thermal management system can also be further reduced, thereby reducing the layout space of the vehicle thermal management system in the cabin.

[0021] The first pressure and temperature sensor is arranged on the refrigerant connecting pipeline between the second connecting port and the third connecting port; in this way, not only can the refrigerant pressure and temperature in the cooling connecting pipe be detected in real time, but the space occupied by the vehicle thermal management system can also be further reduced, thereby reducing the layout space of the vehicle thermal management system in the cabin.

[0022] A second pressure and temperature sensor is provided on the refrigerant connection pipe between the second heat exchange channel and the fourth connection port. This not only enables real-time detection of the refrigerant pressure and temperature within the second heat exchange outlet pipe, but also further reduces the space occupied by the vehicle thermal management system, thereby reducing the layout space of the vehicle thermal management system within the engine compartment.

[0023] In one possible implementation of the present application, the vehicle thermal management system further includes: a low-temperature cooling unit, including: a first low-temperature subunit, including a first low-temperature radiator and a plurality of first components to be cooled that are in cyclic communication with the first low-temperature radiator, the plurality of first components to be cooled include a controller, an electric drive system, and a turbocharger;

[0024] The integrated drive unit also includes: a first drive water pump, at least part of which is arranged in the shell, the first drive water pump includes a third inlet and a third outlet extending to the outer wall of the shell, the third inlet is connected to the outlet of the first low-temperature radiator, and the third outlet is connected to the inlets of multiple first components to be cooled.

[0025] The vehicle thermal management system provided in the embodiment of the present application is configured such that, by arranging a first driving water pump on the integrated driving unit, the first driving water pump can be connected to the first low-temperature radiator and multiple first components to be cooled, thereby realizing temperature control of multiple first components to be cooled. Moreover, by integrating the first driving water pump on the shell, the space occupied by the vehicle thermal management system can be reduced, thereby reducing the layout space of the vehicle thermal management system in the engine cabin.

[0026] In a possible implementation of the present application, the low-temperature cooling unit includes: a second low-temperature subunit, including a second low-temperature radiator and a second component to be cooled that is in circulation communication with the second low-temperature radiator, wherein the second component to be cooled includes an oil cooler;

[0027] The integrated drive unit also includes: a second drive water pump, at least part of which is arranged in the shell, the second drive water pump includes a fourth inlet and a fourth outlet extending to the outer wall of the shell, the fourth inlet is connected to the outlet of the second low-temperature radiator, and the fourth outlet is connected to the inlet of the second component to be cooled.

[0028] The vehicle thermal management system provided in the embodiment of the present application is configured such that, by arranging a second driving water pump on the integrated driving unit, the second driving water pump can be connected to the second low-temperature radiator and the second component to be cooled, thereby realizing temperature control of the second component to be cooled. Furthermore, by integrating the second driving water pump on the housing 310, the space occupied by the vehicle thermal management system can be reduced, thereby reducing the layout space of the vehicle thermal management system in the engine cabin.

[0029] In a possible implementation of the present application, the vehicle thermal management system further includes: the fourth inlet and the third inlet are connected via a transition pipe, the transition pipe having a fifth connection port extending to the outer wall of the housing,

[0030] The low-temperature cooling unit may further include: a second expansion water tank, wherein an outlet of the second expansion water tank is communicated with the fifth connecting port.

[0031] The vehicle thermal management system provided by the embodiment of the present application can thus replenish the medium in the circulation paths within the first low-temperature subunit and the second low-temperature subunit, thereby ensuring the efficiency of the first drive water pump and the second drive water pump.

[0032] In one possible implementation of the present application, the vehicle thermal management system further includes:

[0033] A high-temperature cooling unit comprising: an engine radiator, an engine, and a heater core, wherein the inlet of the engine is connected to the outlet of the engine radiator, the engine having a first heat exhaust port, a second heat exhaust port, and a waste heat recovery port, and the first heat exhaust port is connected to the inlet of the engine radiator;

[0034] The integrated drive unit also includes: a heater, which has a fifth inlet and a fifth outlet extending to the outer wall of the shell, the fifth inlet is connected to the second heat exhaust, the fifth outlet is connected to the inlet of the warm air core, and the outlet of the warm air core is connected to the waste heat recovery port.

[0035] The vehicle thermal management system provided in the embodiment of the present application is such that the engine radiator can regulate the temperature of the engine, and the setting of the heater core and the heater can heat the air in the cockpit, and by setting the heater in the integrated drive unit, the space occupied by the vehicle thermal management system can be reduced, thereby reducing the layout space of the vehicle thermal management system in the cabin.

[0036] In a possible implementation of the present application, the first heat exchanger is further provided with a third heat exchange channel, and the third heat exchange channel is provided in the shell. The engine, the heater and the third heat exchange channel are connected, so that the heater can heat the first heat exchanger, thereby allowing the first heat exchanger to heat the battery pack.

[0037] The integrated drive unit further comprises:

[0038] The first three-way valve is provided with a first valve port, a second valve port and a third valve port, the first valve port is connected to the outlet of the heater core, the second valve port is connected to the inlet of the third heat exchange channel, and the third valve port is connected to the waste heat recovery port, so as to control the communication relationship between the first engine, the heater and the third heat exchange channel.

[0039] The second three-way valve has a fourth valve port, a fifth valve port, and a sixth valve port. The fourth valve port is connected to the third valve port, the fifth valve port is connected to the waste heat recovery port, and the sixth valve port is connected to the fifth inlet of the heater. This allows excess heat from the waste heat recovery pipe to enter the heater, thereby realizing waste heat utilization and reducing energy consumption.

[0040] In a second aspect, an embodiment of the present application provides a vehicle, comprising any vehicle thermal management system of the above technical solutions.

[0041] The present application discloses a vehicle thermal management system, including a battery unit, a refrigerant unit, and an integrated drive unit. The battery unit includes a battery pack. The refrigerant unit includes a compressor, a condenser, and an evaporator. The compressor, condenser, and evaporator are connected in sequence through a refrigerant pipe. The integrated drive unit includes a housing, a battery water pump, and a first heat exchanger. At least part of the structure of the battery water pump is disposed within the housing. The first heat exchanger is disposed within the housing. The first heat exchanger has a first heat exchange channel and a second heat exchange channel, and the first heat exchange channel and the second heat exchange channel are both disposed within the housing. By providing an integrated drive unit, the battery water pump, the first heat exchanger, the first heat exchange channel, and the second heat exchange channel are integrated into a single housing, effectively reducing the space occupied by the vehicle thermal management system. This can reduce the layout space of the vehicle thermal management system within the engine compartment, improve the utilization rate of the engine compartment, and reduce the cost of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 Schematic diagram of the vehicle thermal management system provided in this application embodiment Figure 1 ;

[0043] Figure 2 Schematic diagram of the vehicle thermal management system provided in this application embodiment Figure 2 ;

[0044] Figure 3 A schematic diagram of a partial structure of an integrated drive unit in a vehicle thermal management system provided by an embodiment of the present application;

[0045] Figure 4 Schematic diagram of an integrated drive unit in a vehicle thermal management system provided in an embodiment of the present application Figure 1 ;

[0046] Figure 5 Schematic diagram of an integrated drive unit in a vehicle thermal management system provided in an embodiment of the present application Figure 2 ;

[0047] Figure 6 Schematic diagram of an integrated drive unit in a vehicle thermal management system provided in an embodiment of the present application Figure 3 ;

[0048] Figure 7 Schematic diagram of an integrated drive unit in a vehicle thermal management system provided in an embodiment of the present application Figure 4 .

[0049] Reference numerals:

[0050] 100 - battery cell; 110 - battery pack; 120 - first expansion tank; 130 - first temperature sensor;

[0051] 200-refrigerant unit; 210-compressor; 220-condenser; 230-evaporator;

[0052] 300 - integrated drive unit; 310 - housing; 320 - battery water pump; 330 - first heat exchanger; 331 - first heat exchange channel; 332 - second heat exchange channel; 333 - third heat exchange channel; 340 - refrigerant connecting pipe; 341 - first control valve; 342 - second control valve; 343 - first pressure sensor; 344 - first pressure and temperature sensor; 345 - second pressure and temperature sensor; 350 - first drive water pump; 360 - second drive water pump; 370 - transition pipe; 380 - heater; 390 - HVAC water pump;

[0053] 400 - low-temperature cooling unit; 410 - first low-temperature subunit; 411 - first low-temperature radiator; 412 - first component to be cooled; 420 - second low-temperature subunit; 421 - second low-temperature radiator; 422 - second component to be cooled; 430 - second expansion water tank;

[0054] 500-high temperature cooling unit; 510-engine radiator; 520-engine; 530-heater core;

[0055] 600-first three-way valve; 700-second three-way valve;

[0056] 10-first inlet; 11-first outlet; 12-second inlet; 13-second outlet; 14-first connecting port; 15-second connecting port; 16-third connecting port; 17-fourth connecting port; 18-third inlet; 19-third outlet; 20-fourth outlet; 21-fourth inlet; 22-fifth connecting port; 23-first heat dissipation port; 24-second heat dissipation port; 25-waste heat recovery port; 26-fifth inlet; 27-fifth outlet; 28-first valve port; 29-second valve port; 30-third valve port; 31-fourth valve port; 32-fifth valve port; 33-sixth valve port. DETAILED DESCRIPTION

[0057] To make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the specific technical solutions of the present application will be further described in detail below in conjunction with the drawings in the embodiments of the present application. The following embodiments are used to illustrate the present application but are not intended to limit the scope of the present application.

[0058] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of this application, unless otherwise specified, "multiple" means two or more.

[0059] In addition, in the embodiments of the present application, directional terms such as "up", "down", "left" and "right" are defined relative to the orientation of the components in the drawings. It should be understood that these directional terms are relative concepts. They are used for relative description and clarification, and they may change accordingly according to changes in the orientation of the components in the drawings.

[0060] In the embodiments of the present application, unless otherwise clearly specified and limited, the term "connection" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integrated connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0061] In the embodiments of the present application, the terms "comprises," "comprising," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not preclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0062] In the embodiments of this application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be interpreted as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0063] The embodiments of the present application provide a vehicle, for example: The embodiments of the present application provide a vehicle. It should be noted that the vehicle in the present application may refer to a large car, a small car, a special-purpose vehicle, etc. For example, according to the vehicle type, the vehicle in the present application may be a sedan, an off-road vehicle, a multi-purpose vehicle (MPV), or other vehicle types. A vehicle is generally provided with wheels, a power source, and a transmission system provided between the wheels and the power source. The transmission system can transmit power provided by the power source to the wheels, causing the wheels to rotate, thereby driving the vehicle.

[0064] It should be noted that, in the embodiment of the present application, the type of power source of the vehicle is a hybrid vehicle (range-extended vehicle), and the power source may refer to an engine and an electric motor.

[0065] Combine Figure 1-Figure 7 , an embodiment of the present application provides a vehicle thermal management system, including a battery unit 100, a refrigerant unit 200 and an integrated drive unit 300.

[0066] The battery unit 100 includes a battery pack 110 , which is used to be installed in a vehicle body. The battery pack 110 may be a modular battery pack 110 or an integrated battery pack 110 .

[0067] The refrigerant unit 200 includes a compressor 210, a condenser 220 and an evaporator 230. The compressor 210, the condenser 220 and the evaporator 230 are connected in sequence through a refrigerant pipeline, and there is a refrigerant in the refrigerant pipeline. For example, the refrigerant can be water or coolant. The compressor 210 and the condenser 220 are both installed in the vehicle body, and the evaporator 230 is installed in the vehicle cockpit. When the cockpit needs to be cooled, the compressor 210 transports the high-temperature refrigerant at the evaporator 230 to the condenser 220. The condenser 220 absorbs heat from the high-temperature refrigerant to obtain a low-temperature refrigerant. The low-temperature refrigerant enters the evaporator 230, thereby cooling the evaporator 230, so that the evaporator 230 can cool the cockpit.

[0068] The integrated drive unit 300 includes a housing 310, a battery water pump 320, and a first heat exchanger 330. At least part of the battery water pump 320 is disposed within the housing 310. For example, the battery water pump 320 is partially embedded within the housing 310 and partially protrudes from the outside of the housing 310. The first heat exchanger 330 is disposed within the housing 310 and has a first heat exchange channel 331 and a second heat exchange channel 332. Both the first heat exchange channel 331 and the second heat exchange channel 332 are disposed within the housing 310.

[0069] The battery water pump 320, the first heat exchange channel 331 and the battery pack 110 are connected in a circulation manner. When the battery pack 110 needs to be cooled, the battery water pump 320 transports the heat exchange medium in the first heat exchanger 330 to the battery pack 110 through the first heat exchange channel 331. The heat exchange medium exchanges heat with the battery pack 110 (the heat exchange medium absorbs the temperature of the battery pack 110). After heat exchange, the heat exchange medium flows back to the first heat exchanger 330 through the first heat exchange channel 331, thereby cooling the battery pack 110.

[0070] The compressor 210, the condenser 220 and the second heat exchange channel 332 are circulated and connected. When the first heat exchanger 330 needs to be cooled, the compressor 210 transports the high-temperature refrigerant in the first heat exchanger 330 to the condenser 220 through the second heat exchange channel 332. The high-temperature refrigerant releases heat in the condenser 220, and the low-temperature refrigerant exchanges heat with the first heat exchanger 330 through the second heat exchange channel 332, thereby achieving cooling of the first heat exchanger 330.

[0071] The embodiment of the present application integrates the battery water pump 320, the first heat exchanger 330, the first heat exchange channel 331 and the second heat exchange channel 332 in a housing 310 by providing an integrated drive unit 300, thereby effectively reducing the space occupied by the vehicle thermal management system, thereby reducing the layout space of the vehicle thermal management system in the cabin, improving the utilization rate of the cabin, and reducing the cost of the entire vehicle.

[0072] In some embodiments of the present application, the first heat exchange channel 331 has a first inlet 10 and a first outlet 11 respectively extending to the outer wall of the shell 310. For example, the first heat exchange channel 331 has a first heat exchange inlet pipe and a first heat exchange outlet pipe. The first heat exchange inlet pipe and the first heat exchange outlet pipe are both arranged in the shell 310. One end of the first heat exchange inlet pipe is connected to the water inlet of the first heat exchanger 330, and the other end extends to the outside of the shell 310 to form the first inlet 10. One end of the first heat exchange outlet pipe is connected to the water outlet of the first heat exchanger 330, and the other end extends to the outside of the shell 310 to form the first outlet 11. The battery water pump 320 has a second inlet 12 and a second outlet 13 extending to the outer wall of the shell 310. For example, the battery water pump 320 has a second inlet pipe and a second outlet pipe, and the second inlet pipe and the second outlet pipe are both arranged on the shell 310. One end of the second inlet pipe is connected to the water inlet of the battery water pump 320, and the other end extends to the outside of the shell 310 to form the second inlet 12. One end of the second outlet pipe is connected to the water outlet of the battery water pump 320, and the other end extends to the outside of the shell 310 to form the second outlet 13.

[0073] The first inlet 10 is connected to the water outlet of the battery pack 110. For example, a connecting pipe is provided between the first inlet 10 and the water outlet of the battery pack 110. The connecting pipe is located outside the housing 310. The first inlet 10 and the battery pack 110 are connected by the connecting pipe. The second outlet 13 is connected to the water inlet of the battery pack 110. For example, a connecting pipe is also provided between the second outlet 13 and the water inlet of the battery pack 110. The connecting pipe is located outside the housing 310. The second outlet 13 and the battery pack 110 are connected by the connecting pipe. This facilitates connecting the battery pack 110 to the first heat exchange channel 331.

[0074] The battery unit 100 also includes a first expansion water tank 120, which is disposed outside the housing 310. The first outlet 11 and the second inlet 12 are respectively connected to the first expansion water tank 120. For example, the first expansion water tank 120 is provided with two first connecting pipes, one of which is connected to the first outlet 11, and the other is connected to the second inlet 12. In this way, the heat exchange medium flowing between the first heat exchange channel 331 and the battery pack 110 can enter the first expansion water tank 120. The first expansion water tank 120 can remove the gas generated by the heat exchange medium during the flow and appropriately replenish the heat exchange medium, thereby ensuring the efficiency of the battery water pump 320 and preventing damage to the battery water pump 320 due to cavitation.

[0075] In some embodiments of the present application, the battery unit 100 further includes a first temperature sensor 130 disposed on the pipe between the second outlet 13 and the battery pack 110. For example, the first temperature sensor 130 is disposed on the second outlet pipe and is located on the housing 310. By providing the first temperature sensor 130, the temperature of the heat exchange medium entering the battery pack 110 can be detected in real time, ensuring that the heat exchange medium can efficiently exchange heat with the battery pack 110, thereby ensuring that the temperature of the battery pack 110 is regulated.

[0076] In some embodiments of the present application, the integrated drive unit 300 also includes: a refrigerant connecting pipeline 340, which is arranged on the inner side of the shell 310, and the refrigerant connecting pipeline 340 includes a first connection port 14, a second connection port 15, a third connection port 16 and a fourth connection port 17 extending to the outer wall of the shell 310. For example, the refrigerant connecting pipeline 340 includes a refrigerant connecting inlet pipe and a refrigerant connecting outlet pipe, and the refrigerant connecting inlet pipe and the refrigerant connecting outlet pipe are both arranged on the shell 310, and the two ends of the refrigerant connecting inlet pipe respectively pass through the outside of the shell 310 so that the two ends of the refrigerant connecting inlet pipe respectively form the first connection port 14 and the fourth connection port 17, and the two ends of the refrigerant connecting outlet pipe respectively pass through the outside of the shell 310 so that the two ends of the refrigerant connecting outlet pipe respectively form the second connection port 15 and the third connection port 16.

[0077] The first connection port 14 is in communication with the inlet of the evaporator 230. For example, a connecting pipe is provided between the first connection port 14 and the evaporator 230, and the connecting pipe is located outside the housing 310. The first connection port 14 and the inlet of the evaporator 230 are connected by the connecting pipe. The second connection port 15 is in communication with the outlet of the evaporator 230. For example, a connecting pipe is provided between the second connection port 15 and the evaporator 230, and the connecting pipe is located outside the housing 310. The second connection port 15 and the outlet of the evaporator 230 are connected by the connecting pipe. The third connection port 16 is in communication with the inlet of the compressor 210. For example, a connecting pipe is provided between the third connection port 16 and the compressor 210, and the connecting pipe is located outside the housing 310. The third connection port 16 and the inlet of the compressor 210 are connected by the connecting pipe. The fourth connection port 17 is connected to the outlet of the condenser 220. For example, there is a connecting pipe between the fourth connection port 17 and the condenser 220. The connecting pipe is located outside the shell 310. The fourth connection port 17 is connected to the outlet of the condenser 220 through the connecting pipe.

[0078] In this way, the refrigerant connecting pipe 340 can be integrated on the inner side of the shell 310, which effectively reduces the space occupied by the vehicle thermal management system while realizing the connection between the compressor 210, the condenser 220 and the evaporator 230. This can reduce the layout space of the vehicle thermal management system in the cabin, improve the utilization rate of the cabin, and reduce the cost of the entire vehicle.

[0079] In some embodiments of the present application, the second heat exchange channel 332 is further connected to the fourth connection port 17 and the inlet of the compressor 210. For example, the second heat exchange channel 332 includes a second heat exchange inlet pipe and a second heat exchange outlet pipe. The second heat exchange inlet pipe is connected to the refrigerant connection inlet pipe and the connection position is located within the shell 310. The second heat exchange outlet pipe is connected to the refrigerant connection outlet pipe and the connection position is also located within the shell 310. In this way, the second heat exchange channel 332 and the connection position between the compressor 210 and the condenser 220 can be integrated within the shell 310, further reducing the space occupied by the vehicle thermal management system, thereby reducing the layout space of the vehicle thermal management system within the engine compartment, improving the utilization rate of the engine compartment, and reducing the cost of the entire vehicle.

[0080] In some embodiments of the present application, the vehicle thermal management system further includes: a first control valve 341 , a second control valve 342 , a first pressure sensor 343 , a first pressure-temperature sensor 344 , and a second pressure-temperature sensor 345 .

[0081] The first control valve 341 is arranged on the refrigerant connecting pipe 340 between the first connecting port 14 and the fourth connecting port 17. For example, the first control valve 341 is arranged on the refrigerant connecting inlet pipe, and the first control valve 341 is located in the shell 310. In this way, not only can the flow on the refrigerant connecting inlet pipe be controlled, but also the space occupied by the vehicle thermal management system can be further reduced, thereby reducing the layout space of the vehicle thermal management system in the cabin.

[0082] The second control valve 342 is arranged on the refrigerant connecting pipe 340 between the second heat exchange channel 332 and the fourth connecting port 17. For example, the second control valve 342 is arranged on the second heat exchange inlet pipe, and the second control valve 342 is located in the shell 310. In this way, not only can the flow on the second heat exchange inlet pipe be controlled, but also the space occupied by the vehicle thermal management system can be further reduced, thereby reducing the layout space of the vehicle thermal management system in the cabin.

[0083] The first pressure sensor 343 is arranged on the refrigerant connecting pipe 340 between the first connecting port 14 and the fourth connecting port 17. For example, the first pressure sensor 343 is arranged on the refrigerant connecting inlet pipe, and the first pressure sensor 343 is located in the shell 310. In this way, not only can the refrigerant pressure in the refrigerant connecting inlet pipe be detected in real time, but the space occupied by the vehicle thermal management system can also be further reduced, thereby reducing the layout space of the vehicle thermal management system in the cabin.

[0084] The first pressure and temperature sensor 344 is arranged on the refrigerant connecting pipe 340 between the second connecting port 15 and the third connecting port 16. For example, the first pressure and temperature sensor 344 is arranged on the refrigerant connecting outlet pipe, and the first pressure sensor 343 is located in the shell 310. In this way, not only can the refrigerant pressure and temperature in the cooling connecting outlet pipe be detected in real time, but the space occupied by the vehicle thermal management system can also be further reduced, thereby reducing the layout space of the vehicle thermal management system in the cabin.

[0085] The second pressure and temperature sensor 345 is provided on the refrigerant connecting pipe 340 between the second heat exchange channel 332 and the fourth connecting port 17. For example, the second pressure and temperature sensor 345 is provided on the second heat exchange outlet pipe, and the second pressure and temperature sensor 345 is located within the housing 310. In this way, not only can the refrigerant pressure and temperature in the second heat exchange outlet pipe be detected in real time, but the space occupied by the vehicle thermal management system can also be further reduced, thereby reducing the layout space of the vehicle thermal management system within the engine compartment.

[0086] In some embodiments, the vehicle thermal management system also includes a low-temperature cooling unit 400, the low-temperature cooling unit 400 includes a first low-temperature sub-unit 410, the first low-temperature sub-unit 410 includes a first low-temperature radiator 411 and a plurality of first components to be cooled 412 that are circulatedly connected to the first low-temperature radiator 411, the plurality of first components to be cooled 412 include a controller, an electric drive system, and a turbocharger.

[0087] The integrated drive unit 300 also includes a first drive water pump 350, which is at least partially located within the housing 310. The first drive water pump 350 includes a third inlet 18 and a third outlet 19, each extending to the outer wall of the housing 310. For example, the first drive water pump 350 includes a third inlet pipe and a third outlet pipe, both of which are located within the housing 310. One end of the third inlet pipe is connected to the water inlet of the first drive water pump 350 and the other end extends outside the housing 310 to form the third inlet 18. One end of the third outlet pipe is connected to the water outlet of the first drive water pump 350 and the other end extends outside the housing 310 to form the third outlet pipe. The third inlet 18 is connected to the outlet of the first low-temperature radiator 411. For example, a connecting pipe is provided between the third inlet 18 and the first low-temperature radiator 411, and the connecting pipe is located outside the housing 310. The third inlet 18 and the first low-temperature radiator 411 are connected by the connecting pipe. The third outlet 19 is connected to the inlets of multiple first heat dissipation components 412. For example, there is a connecting pipe between the third outlet 19 and the multiple first heat dissipation components 412. The connecting pipe is located on the outside of the shell 310. The third outlet 19 and the multiple first heat dissipation components 412 are connected through the connecting pipe.

[0088] In this way, by arranging the first drive water pump 350 on the integrated drive unit 300, the first drive water pump 350 can be connected to the first low-temperature radiator 411 and multiple first components to be cooled 412 to achieve temperature control of multiple first components to be cooled 412, and by integrating the first drive water pump 350 on the shell 310, the space occupied by the vehicle thermal management system can be reduced, thereby reducing the layout space of the vehicle thermal management system in the cabin.

[0089] In some embodiments, the low-temperature cooling unit 400 includes a second low-temperature subunit 420 , which includes a second low-temperature radiator 421 and a second heat dissipation component 422 in circulation communication with the second low-temperature radiator 421 , wherein the second heat dissipation component 422 includes an oil cooler.

[0090] The integrated drive unit 300 also includes a second drive water pump 360, which is at least partially located within the housing 310. The second drive water pump 360 includes a fourth inlet 21 and a fourth outlet 20, each extending to the outer wall of the housing 310. For example, the second drive water pump 360 includes a fourth inlet pipe and a fourth outlet pipe, both of which are located within the housing 310. One end of the fourth inlet pipe is connected to the water inlet of the second drive water pump 360 and the other end extends outside the housing 310 to form the fourth inlet 21. One end of the fourth outlet pipe is connected to the water outlet of the second drive water pump 360 and the other end extends outside the housing 310 to form the fourth outlet pipe. The fourth inlet 21 is connected to the outlet of the second low-temperature radiator 421. For example, a connecting pipe is provided between the fourth inlet 21 and the second low-temperature radiator 421, and the connecting pipe is located outside the housing 310. The fourth inlet 21 and the second low-temperature radiator 421 are connected by the connecting pipe. The fourth outlet 20 is connected to the inlet of the second heat dissipation component 422. For example, there is a connecting pipe between the fourth inlet 21 and the second low-temperature radiator 421. The connecting pipe is located outside the shell 310. The fourth inlet 21 and the second low-temperature radiator 421 are connected through the connecting pipe.

[0091] In this way, by arranging a second drive water pump 360 on the integrated drive unit 300, the second drive water pump 360 can be connected to the second low-temperature radiator 421 and the second component to be cooled 422 to achieve temperature control of the second component to be cooled 422, and by integrating the second drive water pump 360 on the shell 310, the space occupied by the vehicle thermal management system can be reduced, thereby reducing the layout space of the vehicle thermal management system in the cabin.

[0092] In some embodiments, the fourth inlet 21 and the third inlet 18 are connected via a transition conduit 370, which has a fifth connection port 22 extending to the outer wall of the housing 310. For example, the transition conduit 370 is disposed within the housing 310 and is a three-way conduit. Two of the three-way conduits are located within the housing 310 and are connected to the third and fourth inlet conduits, respectively. The other conduit extends outside the housing 310 to form the fifth connection port 22.

[0093] The low-temperature cooling unit 400 may further include a second expansion water tank 430, the outlet of which is in communication with the fifth connection port 22. For example, the second expansion water tank 430 may have a second connecting pipe that is in communication with the second connection port 15, so that the medium in the expansion water tank can flow into the third inlet pipe and the fourth inlet pipe. In this way, the medium can be replenished in the circulation path within the first low-temperature sub-unit 410 and the second low-temperature sub-unit 420, thereby ensuring the efficiency of the first drive water pump 350 and the second drive water pump 360.

[0094] In some embodiments, the vehicle thermal management system further includes: a high-temperature cooling unit 500 .

[0095] The high-temperature cooling unit 500 includes: an engine radiator 510, an engine 520 and a heater core 530. The inlet of the engine 520 is connected to the outlet of the engine radiator 510. The engine 520 has a first heat exhaust port 23, a second heat exhaust port 24 and a waste heat recovery port 25. The first heat exhaust port 23 is connected to the inlet of the engine radiator 510. For example, the heater core 530 is arranged in the cockpit of the vehicle. The heater core 530 can blow out warm air, thereby heating the air in the cockpit.

[0096] The integrated drive unit 300 also includes a heater 380, which has a fifth inlet 26 and a fifth outlet 27 extending to the outer wall of the housing 310. For example, the heater 380 has a fifth inlet pipe and a fifth outlet pipe, both of which are disposed within the housing 310. One end of the fifth inlet pipe is connected to the inlet of the heater 380, and the other end extends outside the housing 310 to form the fifth inlet 26. One end of the fifth outlet pipe is connected to the outlet of the heater 380, and the other end extends outside the housing 310 to form the fifth outlet 27. The fifth inlet 26 communicates with the second heat exhaust port 24, and the fifth outlet 27 communicates with the inlet of the heater core 530. The outlet of the heater core 530 communicates with the waste heat recovery port 25. For example, the integrated drive unit 300 also includes a waste heat recovery pipe disposed within the housing 310. The ends of the waste heat recovery pipe extend through the housing 310 and communicate with the outlet of the heater core 530 and the waste heat recovery port 25, respectively.

[0097] In this way, the engine radiator 510 can regulate the temperature of the engine 520, and the setting of the warm air core 530 and the heater 380 can heat the air in the cockpit, and by setting the heater 380 in the integrated drive unit 300, the space occupied by the vehicle thermal management system can be reduced, thereby reducing the layout space of the vehicle thermal management system in the cabin.

[0098] In some embodiments, the first heat exchanger 330 is further provided with a third heat exchange channel 333. The third heat exchange channel 333 is provided in the housing 310, and the engine 520, the heater 380, and the third heat exchange channel 333 are in communication. For example, the third heat exchange channel 333 has a third heat exchange inlet pipe and a third heat exchange outlet pipe provided in the housing 310. One end of the third heat exchange inlet pipe is connected to the fifth outlet 27, and the other end is connected to the inlet of the first heat exchanger 330. One end of the third heat exchange outlet pipe is connected to the outlet of the first heat exchanger 330, and the other end is connected to the waste heat recovery port 25, so that the heater 380 can heat the first heat exchanger 330, thereby allowing the first heat exchanger 330 to heat the battery pack 110.

[0099] The integrated drive unit 300 further includes a first three-way valve 600 and a second three-way valve 700 .

[0100] The first three-way valve 600 is provided with a first valve port 28, a second valve port 29 and a third valve port 30. The first valve port 28 is connected to the outlet of the heater core 530, the second valve port 29 is connected to the inlet of the third heat exchange channel 333, and the third valve port 30 is connected to the waste heat recovery port 25. For example, the first three-way valve 600 is arranged on the waste heat recovery pipe, and the first valve port 28 and the third valve port 30 are used to control the connection of the waste heat recovery pipe, and the first valve port 28 and the second valve port 29 are used to control the connection between the waste heat recovery pipe and the third heat exchange channel 333, so as to control the connection relationship between the first engine 520, the heater 380 and the third heat exchange channel 333.

[0101] The second three-way valve 700 is provided with a fourth valve port 31, a fifth valve port 32, and a sixth valve port 33. The fourth valve port 31 is connected to the third valve port 30, the fifth valve port 32 is connected to the waste heat recovery port 25, and the sixth valve port 33 is connected to the fifth inlet 26 of the heater 380. For example, the second three-way valve 700 is disposed on the waste heat recovery pipe and is located on the side of the first three-way valve 600 facing away from the heater core 530. A waste heat delivery pipe is also disposed within the housing 310. One end of the waste heat delivery pipe is connected to the sixth valve port 33 and the other end is connected to the fifth inlet pipe of the heater 380. The fourth and fifth valve ports 31 and 32 are used to control the connection between the waste heat recovery pipe and the fourth and sixth valve ports 31 and 33 are used to control the connection between the waste heat recovery pipe and the heater 380, so that excess heat in the waste heat recovery pipe can enter the heater 380, thereby utilizing waste heat and reducing energy consumption.

[0102] In some embodiments, the integrated drive unit 300 further includes a HVAC water pump 390, at least part of which is disposed within the housing 310. The HVAC water pump 390 is in communication with the fourth valve port 31 and the third valve port 30, respectively. For example, the HVAC water pump 390 is disposed on the waste heat recovery pipe and located between the first three-way valve 600 and the second three-way valve 700. When the fourth valve port 31 and the sixth valve port 33 are in communication, the HVAC water pump 390 is activated, thereby rapidly transporting the medium in the waste heat recovery pipe to the heater 380, thereby ensuring efficient utilization of the waste heat in the waste heat recovery pipe.

[0103] Furthermore, by arranging at least a portion of the HVAC water pump 390 in the housing 310 , the space occupied by the vehicle thermal management system can be reduced, thereby reducing the layout space of the vehicle thermal management system in the cabin.

[0104] An embodiment of the present application also provides a vehicle, comprising any vehicle thermal management system according to the above embodiments.

[0105] Among them, the structure and principle of the vehicle thermal management system have been clearly explained in the above embodiments and will not be repeated here.

[0106] The serial numbers of the embodiments of this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are only preferred embodiments of this application and do not limit the scope of the patent of this application. Any equivalent structure or equivalent process transformation made by using the contents of the description and drawings of this application, or directly or indirectly applied in other related technical fields, are also included in the scope of patent protection of this application.

Claims

1. A vehicle thermal management system, characterized in that: include: A battery unit (100) includes: a battery pack (110); The refrigerant unit (200) comprises: a compressor (210), a condenser (220), and an evaporator (230), wherein the compressor (210), the condenser (220), and the evaporator (230) are circulated and connected; An integrated drive unit (300) comprises: a housing (310), a battery water pump (320), and a first heat exchanger (330), wherein the first heat exchanger (330) is disposed in the housing (310), and the first heat exchanger (330) has a first heat exchange channel (331) and a second heat exchange channel (332); At least part of the structure of the battery water pump (320) is disposed in the housing (310); the battery water pump (320), the first heat exchange channel, and the battery pack (110) are in circulation communication; and the compressor (210), the condenser (220), and the second heat exchange channel (332) are in circulation communication.

2. The vehicle thermal management system according to claim 1, characterized in that: The first heat exchange channel (331) has a first inlet (10) and a first outlet (11) respectively extending to the outer wall of the shell (310); the battery water pump (320) has a second inlet (12) and a second outlet (13) extending to the outer wall of the shell (310); the first inlet (10) is communicated with the water outlet of the battery pack (110), and the second outlet (13) is communicated with the water inlet of the battery pack (110); The battery unit (100) further includes: a first expansion water tank (120) disposed outside the housing (310); the first outlet (11) and the second inlet (12) are respectively connected to the first expansion water tank (120).

3. The vehicle thermal management system according to claim 2, characterized in that: The integrated drive unit (300) further includes: a refrigerant connecting pipe (340), which is arranged on the inner side of the shell (310), and the refrigerant connecting pipe (340) includes a first connecting port (14), a second connecting port (15), a third connecting port (16) and a fourth connecting port (17) extending to the outer wall of the shell (310), the first connecting port (14) is connected to the inlet of the evaporator (230), the second connecting port (15) is connected to the outlet of the evaporator (230), the third connecting port (16) is connected to the inlet of the compressor (210), the fourth connecting port (17) is connected to the outlet of the condenser (220), and the second heat exchange channel (332) is also connected to the fourth connecting port (17) and the inlet of the compressor (210), respectively.

4. The vehicle thermal management system according to claim 3, characterized in that: Also includes: a first control valve (341) provided on the refrigerant connection pipeline (340) between the first connection port (14) and the fourth connection port (17); and / or a second control valve (342) provided on the refrigerant connection pipeline (340) between the second heat exchange channel (332) and the fourth connection port (17); and / or a first pressure sensor (343) provided on the refrigerant connection pipe (340) between the first connection port (14) and the fourth connection port (17); and / or a first pressure and temperature sensor (344) provided on the refrigerant connection pipe (340) between the second connection port (15) and the third connection port (16); and / or A second pressure and temperature sensor (345) is provided on the refrigerant connecting pipeline (340) between the second heat exchange channel (332) and the fourth connecting port (17).

5. The vehicle thermal management system according to claim 1, characterized in that: Also includes: The low-temperature cooling unit (400) comprises: a first low-temperature subunit (410), comprising a first low-temperature radiator (411) and a plurality of first heat-dissipating components (412) in circular communication with the first low-temperature radiator (411), wherein the plurality of first heat-dissipating components (412) include a controller, an electric drive system, and a turbocharger; The integrated drive unit (300) further includes: a first drive water pump (350), at least part of which is arranged in the housing (310); the first drive water pump (350) includes a third inlet (18) and a third outlet (19) extending to the outer wall of the housing (310); the third inlet (18) is connected to the outlet of the first low-temperature radiator (411); and the third outlet (19) is connected to the inlets of the plurality of first heat dissipation components (412).

6. The vehicle thermal management system according to claim 5, characterized in that: The low-temperature cooling unit (400) comprises: a second low-temperature subunit (420) comprising a second low-temperature radiator (421) and a second component to be cooled (422) in circular communication with the second low-temperature radiator (421), wherein the second component to be cooled (422) comprises an oil cooler; The integrated drive unit (300) further includes: a second drive water pump (360), at least part of which is arranged in the housing (310); the second drive water pump (360) includes a fourth inlet (21) and a fourth outlet (20) extending to the outer wall of the housing (310); the fourth inlet (21) is connected to the outlet of the second low-temperature radiator (421); and the fourth outlet (20) is connected to the inlet of the second component to be cooled (422).

7. The vehicle thermal management system according to claim 6, characterized in that: Also includes: The fourth inlet (21) and the third inlet (18) are connected via a transition line (370), and the transition line (370) has a fifth connection port (22) extending to the outer wall of the housing (310); The low-temperature cooling unit (400) may further include: a second expansion water tank (430), wherein an outlet of the second expansion water tank (430) is in communication with the fifth connecting port (22).

8. The vehicle thermal management system according to claim 1, characterized in that: Also includes: A high-temperature cooling unit (500) comprises: an engine radiator (510), an engine (520) and a heater core (530); the inlet of the engine (520) is connected to the outlet of the engine radiator (510); the engine (520) has a first heat dissipation port (23), a second heat dissipation port (24) and a waste heat recovery port (25); the first heat dissipation port (23) is connected to the inlet of the engine radiator (510); The integrated drive unit (300) further includes: a heater (380), the heater (380) having a fifth inlet (26) and a fifth outlet (27) extending to the outer wall of the shell (310), the fifth inlet (26) being connected to the second heat exhaust, the fifth outlet (27) being connected to the inlet of the warm air core (530), and the outlet of the warm air core (530) being connected to the waste heat recovery port (25).

9. The vehicle thermal management system according to claim 8, characterized in that: The first heat exchanger (330) is further provided with a third heat exchange channel (333), the third heat exchange channel (333) being provided in the housing (310), and the engine (520), the heater (380) and the third heat exchange channel (333) being in communication; The integrated drive unit (300) further comprises: a first three-way valve (600), the first three-way valve (600) being provided with a first valve port (28), a second valve port (29), and a third valve port (30), the first valve port (28) being connected to the outlet of the warm air core (530), the second valve port (29) being connected to the inlet of the third heat exchange channel (333), and the third valve port (30) being connected to the waste heat recovery port (25); A second three-way valve (700), wherein the second three-way valve (700) is provided with a fourth valve port (31), a fifth valve port (32) and a sixth valve port (33), wherein the fourth valve port (31) is connected to the third valve port (30), the fifth valve port (32) is connected to the waste heat recovery port (25), and the sixth valve port (33) is connected to the fifth inlet (26) of the heater (380).

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

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