Vehicle thermal management system and vehicle

Abstract

The utility model relates to a vehicle thermal management system and a vehicle. The vehicle thermal management system comprises a heater, a water pump, a battery pack, a warm air core body, a first flow path, a second flow path, a third flow path, a fourth flow path, a fifth flow path and a sixth flow path. The third flow path is connected with the first flow path in parallel, the battery pack is arranged on the third flow path, the fourth flow path is connected with the second flow path in parallel, the warm air core is arranged on the fourth flow path, and the heater and the water pump are arranged on the fifth flow path. The outlet end of the fifth flow path is connected with the inlet end of the first flow path and the inlet end of the third flow path, and the outlet end of the second flow path and the outlet end of the fourth flow path are connected with the inlet end of the fifth flow path. The outlet end of the sixth flow path is connected with the inlet end of the second flow path and the inlet end of the fourth flow path, and the outlet end of the first flow path and the outlet end of the third flow path are both connected with the inlet end of the sixth flow path.

Description

Technical Field

[0001] This disclosure relates to the field of thermal management technology, and more specifically, to a vehicle thermal management system and a vehicle. Background Technology

[0002] During vehicle use, excessively low or high battery pack temperatures can affect the normal operation of the battery. In response to changes in external temperature, users also need to regulate the temperature of the passenger compartment to maintain a comfortable temperature. Therefore, vehicle thermal management systems are commonly used to manage the temperature of the battery pack and passenger compartment.

[0003] However, in the vehicle thermal management system of the relevant technology, coolant flows through the heater core when the battery pack is heated; or, when the heater core is heated, coolant flows through the battery pack, resulting in heat waste. Utility Model Content

[0004] The purpose of this disclosure is to provide a vehicle thermal management system and a vehicle to solve the aforementioned technical problems.

[0005] To achieve the above objectives, as a first aspect of this disclosure, this disclosure provides a vehicle thermal management system, including a heater, a water pump, a battery pack, a heater core, a first flow path, a second flow path, a third flow path, a fourth flow path, a fifth flow path, and a sixth flow path;

[0006] The third flow path is connected in parallel with the first flow path, the battery pack is disposed on the third flow path, the fourth flow path is connected in parallel with the second flow path, the warm air core is disposed on the fourth flow path, and the heater and the water pump are disposed on the fifth flow path;

[0007] The outlet end of the fifth flow path is connected to the inlet end of the first flow path and the inlet end of the third flow path, and the outlet end of the fifth flow path can be selectively connected or disconnected from the inlet end of the first flow path and the inlet end of the third flow path, respectively. The outlet ends of the second flow path and the outlet ends of the fourth flow path are connected to the inlet end of the fifth flow path.

[0008] The outlet end of the sixth flow path is connected to the inlet end of the second flow path and the inlet end of the fourth flow path, and the outlet end of the sixth flow path can be selectively connected or disconnected from the inlet end of the second flow path and the inlet end of the fourth flow path, respectively. The outlet ends of the first flow path and the third flow path are both connected to the inlet end of the sixth flow path.

[0009] Optionally, the vehicle thermal management system includes a first multi-way valve and a second multi-way valve;

[0010] Port A of the first multi-way valve is connected to the outlet end of the fifth flow path, port B of the first multi-way valve is connected to the inlet end of the first flow path, and port C of the first multi-way valve is connected to the inlet end of the third flow path.

[0011] Port A of the second multi-way valve is connected to the outlet end of the sixth flow path, port B of the second multi-way valve is connected to the inlet end of the second flow path, and port C of the second multi-way valve is connected to the inlet end of the fourth flow path.

[0012] The vehicle thermal management system has a battery pack heating mode and a passenger compartment heating mode.

[0013] In the battery pack heating mode, port A of the first multi-way valve is connected to port C of the first multi-way valve, and port A of the second multi-way valve is connected to port B of the second multi-way valve.

[0014] In the crew cabin heating mode, port A of the first multi-way valve is connected to port B of the first multi-way valve, and port A of the second multi-way valve is connected to port C of the second multi-way valve.

[0015] Optionally, the vehicle thermal management system further includes a first passenger compartment heating and battery pack heating mode. In the first passenger compartment heating and battery pack heating mode, port A of the first multi-way valve is connected to port B and port C of the first multi-way valve, respectively, and port A of the second multi-way valve is connected to port C of the second multi-way valve.

[0016] Optionally, the first multi-way valve is a first three-way proportional control valve; and / or,

[0017] The second multi-way valve is a second three-way proportional regulating valve.

[0018] Optionally, the vehicle thermal management system also has a second passenger compartment heating and battery pack heating mode, in which the heater, the water pump, the battery pack and the heater core are connected in series to form a circuit.

[0019] Optionally, the vehicle thermal management system further includes an air conditioning system and a battery heat exchanger, wherein the battery heat exchanger is disposed in both the third flow path and the air conditioning system, so that the refrigerant in the air conditioning system can exchange heat with the coolant in the third flow path.

[0020] Optionally, the air conditioning system includes a compressor, an outdoor heat exchanger, and a first expansion valve;

[0021] The compressor's outlet end is connected to the outdoor heat exchanger's inlet end, the outdoor heat exchanger's outlet end is connected to the first expansion valve's inlet end, the first expansion valve's outlet end is connected to the battery heat exchanger's refrigerant inlet end, and the battery heat exchanger's refrigerant outlet end is connected to the compressor's inlet end.

[0022] Optionally, the air conditioning system further includes a second expansion valve and an indoor evaporator, wherein the outlet end of the outdoor heat exchanger is connected to the inlet end of the second expansion valve, the outlet end of the second expansion valve is connected to the inlet end of the indoor evaporator, and the outlet end of the indoor evaporator is connected to the inlet end of the compressor.

[0023] Optionally, the air conditioning system further includes an indoor condenser, a third expansion valve, and a switching valve. The outlet end of the compressor is connected to the inlet end of the indoor condenser, the outlet end of the indoor condenser is connected to the inlet end of the third expansion valve, the outlet end of the third expansion valve is connected to the inlet end of the outdoor heat exchanger, the outlet end of the outdoor heat exchanger is connected to the inlet end of the switching valve, and the outlet end of the switching valve is connected to the inlet end of the compressor.

[0024] As a second aspect of this disclosure, this disclosure provides a vehicle including the aforementioned vehicle thermal management system.

[0025] Through the above technical solution, since the first flow path is connected in parallel with the battery pack and the heater core is connected in parallel with the second flow path, the first flow path can be used to short-circuit the battery pack and the second flow path can be used to short-circuit the heater core. Thus, in the battery pack heating mode, the heater, water pump and battery pack are connected in series to form a loop, and the coolant can flow only through the battery pack and not through the heater core. In the passenger compartment heating mode, the heater, water pump and heater core are connected in series to form a loop, and the coolant can flow only through the heater core and not through the battery pack. This can reduce the flow resistance and heat loss during the coolant flow process and improve the efficiency of heating and warming.

[0026] Furthermore, in the first crew cabin heating and battery pack heating modes, the heater, water pump, battery pack, and warm air core are connected in series to form one circuit, and the heater, water pump, and warm air core are connected in series to form another circuit. The same heater and water pump can simultaneously meet the heating requirements of the battery pack and the heating requirements of the crew cabin.

[0027] Other features and advantages of the present disclosure will be described in detail in the following detailed description. Attached Figure Description

[0028] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following detailed description, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0029] Figure 1 This is a flow diagram of a vehicle thermal management system provided in one embodiment of the present disclosure;

[0030] Figure 2 This is a flow path diagram of a vehicle thermal management system in passenger compartment heating mode according to one embodiment of the present disclosure, wherein solid lines and arrows represent the flow path and flow direction of coolant in this mode;

[0031] Figure 3 This is a flow diagram of a vehicle thermal management system in battery pack heating mode according to one embodiment of the present disclosure, wherein solid lines and arrows represent the flow path and flow direction of coolant in this mode;

[0032] Figure 4 This is a flow path diagram of a vehicle thermal management system provided in one embodiment of the present disclosure in the first passenger compartment heating and battery pack heating mode, wherein the solid lines and arrows represent the flow path and flow direction of the coolant in this mode.

[0033] Figure 5 This is a flow path diagram of a vehicle thermal management system provided in one embodiment of the present disclosure in the second passenger compartment heating and battery pack heating mode, wherein the solid lines and arrows represent the flow path and flow direction of the coolant in this mode.

[0034] Figure 6 This is a flow diagram of a vehicle thermal management system in battery pack cooling mode according to one embodiment of the present disclosure, wherein solid lines and arrows represent the flow path and flow direction of coolant or refrigerant in this mode.

[0035] Explanation of reference numerals in the attached figures

[0036] 100-Vehicle thermal management system; 1-Heater; 2-Water pump; 3-Battery pack; 4-Heater core; 5-First flow path; 6-Second flow path; 7-Third flow path; 8-Fourth flow path; 9-Fifth flow path; 10-Sixth flow path; 11-First multi-way valve; 12-Second multi-way valve; 13-Air conditioning system; 131-Compressor; 132-Outdoor heat exchanger; 133-First expansion valve; 134-Second expansion valve; 135-Indoor evaporator; 136-Indoor condenser; 137-Third expansion valve; 138-Switch valve; 14-Battery heat exchanger. Detailed Implementation

[0037] The following describes the specific embodiments of the present disclosure in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure and are not intended to limit the present disclosure.

[0038] In this disclosure, unless otherwise stated, directional terms such as "upper" and "lower" are generally defined based on the normal driving state of the vehicle. They are used only for the convenience of describing this disclosure and for simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or a specific orientational construction and operation, and therefore should not be construed as a limitation of this disclosure. "Inner" and "outer" refer to the inside and outside of the outline of the corresponding component. Furthermore, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0039] In the description of this disclosure, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "connect," "link," and "install" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0040] like Figures 1 to 6 As shown, this disclosure provides a vehicle thermal management system 100, including a heater 1, a water pump 2, a battery pack 3, a heater core 4, a first flow path 5, a second flow path 6, a third flow path 7, a fourth flow path 8, a fifth flow path 9, and a sixth flow path 10.

[0041] Among them, the third flow path 7 is connected in parallel with the first flow path 5, the battery pack 3 is set on the third flow path 7, the fourth flow path 8 is connected in parallel with the second flow path 6, the warm air core 4 is set on the fourth flow path 8, and the heater 1 and the water pump 2 are set on the fifth flow path 9.

[0042] The outlet of the fifth flow path 9 is connected to the inlet of the first flow path 5 and the inlet of the third flow path 7, and the outlet of the fifth flow path 9 can be selectively connected or disconnected from the inlet of the first flow path 5 and the inlet of the third flow path 7, respectively. The outlets of the second flow path 6 and the fourth flow path 8 are connected to the inlet of the fifth flow path 9.

[0043] The outlet of the sixth flow path 10 is connected to the inlet of the second flow path 6 and the inlet of the fourth flow path 8, and the outlet of the sixth flow path 10 can be selectively connected or disconnected from the inlet of the second flow path 6 and the inlet of the fourth flow path 8, respectively. The outlets of the first flow path 5 and the third flow path 7 are both connected to the inlet of the sixth flow path 10.

[0044] Since the outlet of the fifth flow path 9 can be selectively connected or disconnected from the inlet of the first flow path 5 and the inlet of the third flow path 7, respectively, and the outlet of the sixth flow path 10 can be selectively connected or disconnected from the inlet of the second flow path 6 and the inlet of the fourth flow path 8, by controlling the connection relationship between the outlet of the fifth flow path 9 and the inlet of the first flow path 5 and the inlet of the third flow path 7, and by controlling the connection relationship between the outlet of the sixth flow path 10 and the inlet of the second flow path 6 and the inlet of the fourth flow path 8, the above-mentioned vehicle thermal management system can have at least a battery pack heating mode, a passenger compartment heating mode, and a first passenger compartment heating and battery pack heating mode.

[0045] In the crew cabin heating mode, such as Figure 2 As shown, the outlet of the fifth flow path 9 can be connected to the inlet of the first flow path 5, and the outlet of the sixth flow path 10 can be connected to the inlet of the fourth flow path 8. This allows the fifth flow path 9, the first flow path 5, the sixth flow path 10, and the fourth flow path 8 to be connected in series to form a loop, i.e., the heater 1, the water pump 2, and the heater core 4 are connected in series to form a loop. In this mode, the outlet of the fifth flow path 9 is connected to the inlet of the first flow path 5, and the outlet of the sixth flow path 10 is connected to the inlet of the fourth flow path 8. After the coolant is heated in the heater 1, it is pumped by the water pump 2 through the first flow path 5 and the sixth flow path 10 to reach the fourth flow path 8, where it releases heat in the heater core 4 to heat the passenger compartment. The coolant that has released heat at the heater core 4 then returns to the fifth flow path 9 from the outlet of the fourth flow path 8, forming a coolant circulation.

[0046] In battery pack heating mode, such as Figure 3 As shown, the outlet of the fifth flow path 9 can be connected to the inlet of the third flow path 7, and the outlet of the sixth flow path 10 can be connected to the inlet of the second flow path 6. This allows the fifth flow path 9, the third flow path 7, the sixth flow path 10, and the second flow path 6 to be connected in series to form a loop. In this mode, the heater 1, the water pump 2, and the battery pack 3 are connected in series to form a loop. In this mode, the outlet of the fifth flow path 9 is connected to the inlet of the third flow path 7, and the outlet of the sixth flow path 10 is connected to the inlet of the second flow path 6. After being heated in the heater 1, the coolant passes through the third flow path 7, thereby heating the battery pack 3, and then returns to the fifth flow path 9 via the sixth flow path 10 and the second flow path 6, forming a coolant circulation.

[0047] In the first crew cabin heating and battery pack heating modes, such as Figure 4As shown, the outlet of the fifth flow path 9 can be connected to the inlet of the third flow path 7 and the inlet of the first flow path 5, and the outlet of the sixth flow path 10 can be connected to the inlet of the fourth flow path 8. This allows the fifth flow path 9, the third flow path 7, the sixth flow path 10 and the fourth flow path 8 to be connected in series to form a loop, and the fifth flow path 9, the first flow path 5, the sixth flow path 10 and the fourth flow path 8 to be connected in series to form another loop. That is, the heater 1, the water pump 2, the battery pack 3 and the warm air core 4 are connected in series to form one loop, and the heater 1, the water pump 2 and the warm air core 4 are connected in series to form another loop. In this mode, the outlet of the fifth flow path 9 can also be connected to the inlet of the first flow path 5 and the inlet of the third flow path 7. The outlet of the sixth flow path 10 is connected to the inlet of the fourth flow path 8. After the coolant is heated in the heater 1, it flows out from the outlet of the fifth flow path 9. Part of the coolant passes through the first flow path 5 and the sixth flow path 10, reaches the fourth flow path 8, releases heat in the heater core 4, and then returns to the fifth flow path 9 from the outlet of the fourth flow path 8. The other part of the coolant passes through the third flow path 7, heats the battery pack 3, and then returns to the fifth flow path 9 through the sixth flow path 10 and the fourth flow path 8.

[0048] In the first crew compartment heating and battery pack heating mode, the coolant flowing out of heater 1 can flow back to heater 1 through two different circuits, and simultaneously provide heat to battery pack 3 and heater core 4, thus heating the crew compartment while heating battery pack 3. Furthermore, the temperature for heating battery pack 3 and the temperature for heating the crew compartment can be adjusted by changing the ratio of coolant flowing through the first flow path 5 and the third flow path 7.

[0049] Through the above technical solution, since the first flow path 5 is connected in parallel with the battery pack 3, and the heater core 4 is connected in parallel with the second flow path 6, the first flow path 5 can be used to short-circuit the battery pack, and the second flow path 6 can be used to short-circuit the heater core. Thus, in the battery pack heating mode, the heater 1, water pump 2, and battery pack 3 are connected in series to form a loop, and the coolant can flow only through the battery pack 3 without flowing through the heater core 4. In the passenger compartment heating mode, the heater 1, water pump 2, and heater core 4 are connected in series to form a loop, and the coolant can flow only through the heater core 4 without flowing through the battery pack 3. This can reduce the flow resistance and heat loss during the coolant flow process and improve the efficiency of heating and warming.

[0050] Furthermore, in the first crew compartment heating and battery pack heating mode, heater 1, water pump 2, battery pack 3, and heater core 4 are connected in series to form one loop, and heater 1, water pump 2, and heater core 4 are connected in series to form another loop. The same heater 1 and water pump 2 simultaneously meet the heating needs of battery pack 3 and the heating needs of the crew compartment. In addition, when the heating needs of battery pack 3 and the heating needs of the crew compartment differ, the flow ratio of the coolant in the two loops can be adjusted to achieve more targeted heating of battery pack 3 and heater core 4.

[0051] To achieve the conduction relationship between different flow paths, optionally, such as Figure 1 As shown, the vehicle thermal management system 100 includes a first multi-way valve 11 and a second multi-way valve 12. Port A of the first multi-way valve 11 is connected to the outlet of the fifth flow path 9, port B of the first multi-way valve 11 is connected to the inlet of the first flow path 5, and port C of the first multi-way valve 11 is connected to the inlet of the third flow path 7. Port A of the second multi-way valve 12 is connected to the outlet of the sixth flow path 10, port B of the second multi-way valve 12 is connected to the inlet of the second flow path 6, and port C of the second multi-way valve 12 is connected to the inlet of the fourth flow path 8.

[0052] The vehicle thermal management system has a battery pack heating mode and a passenger compartment heating mode. In the battery pack heating mode, port A of the first multi-way valve 11 is connected to port C, and port A of the second multi-way valve 12 is connected to port B. In the passenger compartment heating mode, port A of the first multi-way valve 11 is connected to port B, and port A of the second multi-way valve 12 is connected to port C.

[0053] like Figure 2 As shown, in the crew cabin heating mode, the A and B ports of the first multi-way valve 11 are connected, thereby connecting the outlet end of the fifth flow path 9 with the inlet end of the first flow path 5. The A and C ports of the second multi-way valve 12 are connected, thereby connecting the outlet end of the sixth flow path 10 with the inlet end of the fourth flow path 8. In this way, the coolant carrying heat can reach the fourth flow path 8 through the first flow path 5. After heating the heater core 4 in the fourth flow path 8, it returns to the heater 1 in the fifth flow path 9.

[0054] like Figure 3 As shown, in the battery pack heating mode, the A port and C port of the first multi-way valve 11 are connected, thereby connecting the outlet end of the fifth flow path 9 and the inlet end of the third flow path 7. The A port and B port of the second multi-way valve 12 are connected, thereby connecting the outlet end of the sixth flow path 10 and the inlet end of the second flow path 6. In this way, the coolant carrying heat can heat the battery pack 3 in the third flow path 7 and then return to the heater 1 in the fifth flow path 9 through the second flow path 6.

[0055] Optionally, such as Figure 4 As shown, the vehicle thermal management system also has a first passenger compartment heating and battery pack heating mode. In the first passenger compartment heating and battery pack heating mode, port A of the first multi-way valve 11 is connected to port B of the first multi-way valve 11 and port B of the first multi-way valve 11 respectively, and port A of the second multi-way valve 12 is connected to port C of the second multi-way valve 12.

[0056] like Figure 4As shown, in the first crew cabin heating and battery pack heating mode, port A of the first multi-way valve 11 is connected to ports B and C respectively, thereby connecting the outlet of the fifth flow path 9 to the inlet of the first flow path 5 and the inlet of the third flow path 7. Ports A and C of the second multi-way valve 12 are connected, thereby connecting the outlet of the sixth flow path 10 to the inlet of the fourth flow path 8. Thus, part of the coolant carrying heat can reach the fourth flow path 8 through the first flow path 5, heat the heater core 4 in the fourth flow path 8, and then return to the heater 1 in the fifth flow path 9; the other part can heat the battery pack 3 in the third flow path 7, then reach the fourth flow path 8 through the sixth flow path 10, heat the heater core 4 in the fourth flow path 8, and then return to the heater 1 in the fifth flow path 9.

[0057] Optionally, such as Figure 5 As shown, the vehicle thermal management system 100 can also have a second passenger compartment heating and battery pack heating mode. In this mode, the outlet of the fifth flow path 9 can be connected to the inlet of the third flow path 7, and the outlet of the sixth flow path 10 can be connected to the inlet of the fourth flow path 8. This connects the fifth flow path 9, the third flow path 7, the sixth flow path 10, and the fourth flow path 8 in series to form a loop. The heater 1, the water pump 2, the battery pack 3, and the heater core 4 are interconnected to form a loop. In this second passenger compartment heating and battery pack heating mode, the coolant carrying heat flowing from the heater 1 can be pumped by the water pump 2, passing through the battery pack 3 and the heater core 4.

[0058] In the second crew cabin heating and battery pack heating modes, such as Figure 5 As shown, the outlet end of the fifth flow path 9 is connected to the inlet end of the third flow path 7, and the outlet end of the sixth flow path 10 is connected to the inlet end of the fourth flow path 8. After being heated by the heater 1, the coolant passes through the third flow path 7 from the outlet end of the fifth flow path 9 to heat the battery pack 3, and then passes through the sixth flow path 10 to reach the fourth flow path 8. It releases heat in the heater core 4 to heat the passenger compartment, and then returns to the fifth flow path 9 from the fourth flow path 8, thus simultaneously heating the battery pack 3 and the heater core 4.

[0059] In the second crew cabin heating and battery pack heating mode, the A port of the first multi-way valve 11 is connected to the C port, and the A port of the second multi-way valve 12 is connected to the C port.

[0060] like Figure 5 As shown, in the second crew cabin heating and battery pack heating mode, the A and C ports of the first multi-way valve 11 are connected, thereby connecting the outlet end of the fifth flow path 9 with the inlet end of the third flow path 7. The A and C ports of the second multi-way valve 12 are connected, thereby connecting the outlet end of the sixth flow path 10 with the inlet end of the fourth flow path 8. In this way, the coolant carrying heat can simultaneously heat the battery pack 3 and the heater core 4, reducing heat waste during the flow process.

[0061] This disclosure does not limit the specific type of multi-way valve. In one embodiment provided in this disclosure, the first multi-way valve 11 is a first three-way proportional regulating valve; and / or, the second multi-way valve 12 is a second three-way proportional regulating valve.

[0062] like Figure 4 As shown, in the first crew cabin heating and battery pack heating mode, port A of the first multi-way valve 11 is connected to ports B and C respectively. Since the first multi-way valve 11 is a first three-way proportional regulating valve, after the coolant flowing out of the outlet end of the fifth flow path 9 flows into port A of the first three-way proportional regulating valve, the ratio of coolant flowing out of ports B and C can be adjusted by the first three-way proportional regulating valve, thereby adjusting the amount of coolant flowing into the third flow path 7 and the amount of coolant flowing into the fourth flow path 8, and thus adjusting the heating ratio of the battery pack 3 and the crew cabin. When the heating requirements of the battery pack 3 and the heating requirements of the crew cabin are different, the heating is more targeted.

[0063] To manage the different temperatures of battery pack 3, optionally, such as Figure 1 As shown, the vehicle thermal management system 100 also includes an air conditioning system 13 and a battery heat exchanger 14. The battery heat exchanger 14 is disposed in both the third flow path 7 and the air conditioning system 13 so that the refrigerant in the air conditioning system 13 can exchange heat with the coolant in the third flow path 7.

[0064] Here, the heat from the refrigerant in the air conditioning system 13 can be used to heat the battery pack 3, or the cold energy from the refrigerant in the air conditioning system 13 can be used to cool the battery pack 3.

[0065] For example, the vehicle thermal management system 100 may also include a battery pack cooling mode in which the fifth flow path 9, the third flow path 7, the sixth flow path 10 and the second flow path 6 are connected in series to form a loop, that is, the water pump 2, the battery heat exchanger 14 and the battery pack 3 are connected in series to form a loop, so that the cooling capacity of the air conditioning system 13 can be used to cool the battery pack.

[0066] Specifically, if Figure 6 As shown, in the battery pack cooling mode, ports A and C of the first multi-way valve 11 are open, connecting the outlet of the fifth flow path 9 and the inlet of the third flow path 7. Ports A and B of the second multi-way valve 12 are open, connecting the outlet of the sixth flow path 10 and the inlet of the second flow path 6. The coolant pumped by the water pump 2 can be cooled by the battery heat exchanger 14 in the third flow path 7 through the fifth flow path 9 to become a coolant with a lower temperature. After cooling the battery pack 3, it returns to the water pump 2 through the sixth flow path 10 and the second flow path 6, forming a cooling cycle for the battery pack 3. During this cycle, although the coolant passes through the heater 1, the heater 1 is not working at this time, and it can be considered as passing through the flow path.

[0067] Since the battery heat exchanger 14 is located on the third flow path 7, the coolant does not pass through the third flow path 7 in the crew cabin heating mode, that is, it does not pass through the battery pack 3 and the battery heat exchanger 14. On the one hand, this avoids increasing the flow resistance of the coolant in the crew cabin heating mode, and on the other hand, it also avoids heat loss.

[0068] Optionally, such as Figure 1 As shown, the air conditioning system 13 may include a compressor 131, an outdoor heat exchanger 132, and a first expansion valve 133. The outlet end of the compressor 131 is connected to the inlet end of the outdoor heat exchanger 132, the outlet end of the outdoor heat exchanger 132 is connected to the inlet end of the first expansion valve 133, the outlet end of the first expansion valve 133 is connected to the refrigerant inlet end of the battery heat exchanger 14, and the refrigerant outlet end of the battery heat exchanger 14 is connected to the inlet end of the compressor 131.

[0069] like Figure 6 As shown, the high-temperature and high-pressure refrigerant discharged from the outlet of compressor 131 releases heat in outdoor heat exchanger 132, becoming medium-temperature and high-pressure refrigerant. After passing through the first expansion valve 133 for throttling and pressure reduction, it becomes low-temperature and low-pressure refrigerant. This low-temperature and low-pressure liquid refrigerant can absorb heat from the coolant in the battery heat exchanger 14, reducing the temperature of the coolant. This allows the low-temperature coolant to cool the battery pack 3 as it flows through it. The refrigerant flowing out of the battery heat exchanger 14 finally returns to the inlet of compressor 131.

[0070] Optionally, the battery heat exchanger 14 can be a battery chiller, and this disclosure does not limit the specific type of the battery heat exchanger 14. In other embodiments, the battery heat exchanger 14 can also be a battery cold plate.

[0071] To maintain a comfortable temperature in the passenger compartment, optionally, such as Figure 1As shown, the air conditioning system 13 also includes a second expansion valve 134 and an indoor evaporator 135. The outlet end of the outdoor heat exchanger 132 is connected to the inlet end of the second expansion valve 134, the outlet end of the second expansion valve 134 is connected to the inlet end of the indoor evaporator 135, and the outlet end of the indoor evaporator 135 is connected to the inlet end of the compressor 131. The indoor evaporator 135 and the second expansion valve 134 are connected in parallel with the battery heat exchanger 14 and the first expansion valve 133. The high-temperature and high-pressure refrigerant discharged from the outlet end of the compressor 131 releases heat in the outdoor heat exchanger 132, becoming a medium-temperature and high-pressure refrigerant. After passing through the second expansion valve 134, it becomes a low-temperature and low-pressure refrigerant, which absorbs heat from the room in the indoor evaporator 135, thereby reducing the temperature of the passenger compartment, and finally returns to the inlet end of the compressor 131. The refrigerant flowing out of the outdoor heat exchanger 132 can enter the first expansion valve 133 and the second expansion valve 134 respectively, so that when the ambient temperature is high, the passenger compartment and the battery pack 3 can be cooled down at the same time, ensuring the normal operation of the vehicle and a comfortable driving experience.

[0072] Optionally, such as Figure 1 As shown, the air conditioning system 13 also includes an indoor condenser 136, a third expansion valve 137, and a switching valve 138. The outlet end of the compressor 131 is connected to the inlet end of the indoor condenser 136, the outlet end of the indoor condenser 136 is connected to the inlet end of the third expansion valve 137, the outlet end of the third expansion valve 137 is connected to the inlet end of the outdoor heat exchanger 132, the outlet end of the outdoor heat exchanger 132 is connected to the inlet end of the switching valve 138, and the outlet end of the switching valve 138 is connected to the inlet end of the compressor 131. The high-temperature, high-pressure refrigerant discharged from the outlet end of the compressor 131 releases heat at the indoor condenser 136, thereby raising the temperature of the passenger compartment and becoming a medium-temperature, high-pressure refrigerant. After passing through the third expansion valve 137, it becomes a low-temperature, low-pressure refrigerant. After absorbing heat in the outdoor heat exchanger 132, it returns to the inlet end of the compressor 131 through the flow path of the switching valve 138. This mode can operate in conjunction with the crew cabin heating mode, or the first crew cabin heating and battery pack heating mode, or the second crew cabin heating and battery pack heating mode, thereby increasing the heating rate of the crew cabin and battery pack 3.

[0073] like Figure 6As shown, in battery pack cooling mode or passenger compartment cooling mode, the high-temperature, high-pressure gaseous refrigerant discharged from the outlet of compressor 131 flows into the indoor condenser 136 and the third expansion valve 137. At this time, the fan can be controlled to not blow air onto the indoor condenser 136, and the third expansion valve 137 is fully open. That is, the refrigerant does not exchange heat at the indoor condenser 136, nor does it throttle and reduce pressure at the third expansion valve 137. The indoor condenser 136 and the third expansion valve 137 are used as a flow path. The refrigerant flowing out of the indoor condenser 136 flows into the outdoor heat exchanger 132. The refrigerant flowing through the indoor condenser 136 and the third expansion valve 137 does not undergo throttling and pressure reduction. The refrigerant flowing into the outdoor heat exchanger 132 is still a high-temperature and high-pressure gaseous refrigerant. After the high-temperature and high-pressure gaseous refrigerant releases heat through the outdoor heat exchanger 132, it can flow to the first expansion valve 133 and / or the second expansion valve 134. After passing through the first expansion valve 133 and / or the second throttling and pressure reduction, it flows into the battery heat exchanger 14 and / or the evaporator. In the evaporator, it absorbs heat from the passenger compartment to cool the passenger compartment and achieve refrigeration of the passenger compartment. And / or, it absorbs heat from the coolant at the battery heat exchanger 14 to cool the battery pack 3.

[0074] As a second aspect provided by this disclosure, this disclosure also provides a vehicle including the aforementioned vehicle thermal management system 100.

[0075] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0076] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0077] In addition, the various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A vehicle thermal management system, characterized in that, It includes a heater, a water pump, a battery pack, a warm air core, a first flow path, a second flow path, a third flow path, a fourth flow path, a fifth flow path, and a sixth flow path; The third flow path is connected in parallel with the first flow path, the battery pack is disposed on the third flow path, the fourth flow path is connected in parallel with the second flow path, the warm air core is disposed on the fourth flow path, and the heater and the water pump are disposed on the fifth flow path; The outlet end of the fifth flow path is connected to the inlet end of the first flow path and the inlet end of the third flow path, and the outlet end of the fifth flow path can be selectively connected or disconnected from the inlet end of the first flow path and the inlet end of the third flow path, respectively. The outlet ends of the second flow path and the outlet ends of the fourth flow path are connected to the inlet end of the fifth flow path. The outlet end of the sixth flow path is connected to the inlet end of the second flow path and the inlet end of the fourth flow path, and the outlet end of the sixth flow path can be selectively connected or disconnected from the inlet end of the second flow path and the inlet end of the fourth flow path, respectively. The outlet ends of the first flow path and the third flow path are both connected to the inlet end of the sixth flow path.

2. The vehicle thermal management system according to claim 1, characterized in that, The vehicle thermal management system includes a first multi-way valve and a second multi-way valve. Port A of the first multi-way valve is connected to the outlet end of the fifth flow path, port B of the first multi-way valve is connected to the inlet end of the first flow path, and port C of the first multi-way valve is connected to the inlet end of the third flow path. Port A of the second multi-way valve is connected to the outlet end of the sixth flow path, port B of the second multi-way valve is connected to the inlet end of the second flow path, and port C of the second multi-way valve is connected to the inlet end of the fourth flow path. The vehicle thermal management system has a battery pack heating mode and a passenger compartment heating mode. In the battery pack heating mode, port A of the first multi-way valve is connected to port C of the first multi-way valve, and port A of the second multi-way valve is connected to port B of the second multi-way valve. In the crew cabin heating mode, port A of the first multi-way valve is connected to port B of the first multi-way valve, and port A of the second multi-way valve is connected to port C of the second multi-way valve.

3. The vehicle thermal management system according to claim 2, characterized in that, The vehicle thermal management system also features a first passenger compartment heating mode and a battery pack heating mode. In the first crew cabin heating and battery pack heating mode, port A of the first multi-way valve is connected to port B and port C of the first multi-way valve, respectively, and port A of the second multi-way valve is connected to port C of the second multi-way valve.

4. The vehicle thermal management system according to claim 2, characterized in that, The first multi-way valve is a first three-way proportional control valve; and / or, The second multi-way valve is a second three-way proportional regulating valve.

5. The vehicle thermal management system according to any one of claims 1-4, characterized in that, The vehicle thermal management system also has a second passenger compartment heating and battery pack heating mode. In the second passenger compartment heating and battery pack heating mode, the heater, the water pump, the battery pack, and the heater core are interconnected to form a circuit.

6. The vehicle thermal management system according to any one of claims 1-4, characterized in that, The vehicle thermal management system also includes an air conditioning system and a battery heat exchanger. The battery heat exchanger is disposed in both the third flow path and the air conditioning system so that the refrigerant in the air conditioning system can exchange heat with the coolant in the third flow path.

7. The vehicle thermal management system according to claim 6, characterized in that, The air conditioning system includes a compressor, an outdoor heat exchanger, and a first expansion valve; The compressor's outlet end is connected to the outdoor heat exchanger's inlet end, the outdoor heat exchanger's outlet end is connected to the first expansion valve's inlet end, the first expansion valve's outlet end is connected to the battery heat exchanger's refrigerant inlet end, and the battery heat exchanger's refrigerant outlet end is connected to the compressor's inlet end.

8. The vehicle thermal management system according to claim 7, characterized in that, The air conditioning system also includes a second expansion valve and an indoor evaporator. The outlet end of the outdoor heat exchanger is connected to the inlet end of the second expansion valve, the outlet end of the second expansion valve is connected to the inlet end of the indoor evaporator, and the outlet end of the indoor evaporator is connected to the inlet end of the compressor.

9. The vehicle thermal management system according to claim 7, characterized in that, The air conditioning system also includes an indoor condenser, a third expansion valve, and a switching valve. The outlet end of the compressor is connected to the inlet end of the indoor condenser, the outlet end of the indoor condenser is connected to the inlet end of the third expansion valve, the outlet end of the third expansion valve is connected to the inlet end of the outdoor heat exchanger, the outlet end of the outdoor heat exchanger is connected to the inlet end of the switching valve, and the outlet end of the switching valve is connected to the inlet end of the compressor.

10. A vehicle, characterized in that, The vehicle thermal management system includes any one of claims 1-9.

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