Thermal management system and vehicle

Abstract

The utility model discloses a thermal management system and a vehicle, and the thermal management system comprises an air conditioning system which comprises a condenser; the first control valve communicates with a high-pressure heat exchange loop, a battery heat exchange loop, a radiator loop, a heat exchanger loop and a heating loop, and the first control valve selectively communicates with one or more of the high-pressure heat exchange loop, the battery heat exchange loop, the radiator loop, the heat exchanger loop and the heating loop; the air conditioning system exchanges heat with the heat exchanger loop and the heating loop. Two ends of the second control valve are communicated with two ends of the first control valve, the other end of the second control valve is communicated with the condenser, the other end of the second control valve is communicated with the battery heat exchange loop, and the other end of the second control valve is communicated with one end of the first control valve and the heat exchanger loop. By arranging the first control valve and the second control valve, the water resistance in each loop of the heat management system is reduced, the energy utilization rate is improved, and platform development is achieved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle thermal management technology, and in particular to a thermal management system and a vehicle. Background Technology

[0002] In simple terms, a pure electric thermal management architecture is a control system for the internal heat of an electric vehicle. It involves multiple subsystems, including battery thermal management, drive motor thermal management, air conditioning system, and passenger compartment thermal management. Components such as radiators, heat exchangers, condensers, and optional electric heaters are used to maintain suitable operating temperatures for each subsystem.

[0003] In related technologies, the integrated architecture of the coolant side of the pure electric thermal management system has evolved from the original three-way valve + four-way valve to the five-way valve, then to the eight-way valve and nine-way valve. However, the water resistance in each working mode can be further optimized, and there is still room for improvement in energy utilization. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a thermal management system that, by setting a first control valve and a second control valve, reduces water resistance in each loop of the thermal management system, improves energy utilization, and enables platform-based development.

[0005] A thermal management system according to a first aspect of the present invention includes: an air conditioning system, the air conditioning system including a condenser; a first control valve, the first control valve being connected to a high-pressure heat exchange circuit, a battery heat exchange circuit, a radiator circuit, a heat exchanger circuit, and a heating circuit, the first control valve selectively connecting to one or more of the high-pressure heat exchange circuit, the battery heat exchange circuit, the radiator circuit, the heat exchanger circuit, and the heating circuit, the air conditioning system exchanging heat with the heat exchanger circuit and the heating circuit; and a second control valve, one end of the second control valve being connected to one end of the first control valve, the other end of the second control valve being connected to the condenser, another end of the second control valve being connected to the battery heat exchange circuit, and yet another end of the second control valve being connected to one end of the first control valve and the heat exchanger circuit.

[0006] According to the thermal management system of this utility model embodiment, by setting a first control valve and a second control valve, the various subsystems of thermal management are coupled, the water resistance in each loop of the thermal management system is reduced, the energy utilization rate is improved, the components are maximized for versatility, and platform-based development is realized.

[0007] According to some embodiments of the present invention, a one-way valve is provided between one end of the second control valve and one end of the first control valve, and the one-way valve is configured to allow coolant to flow from the second control valve to the first control valve.

[0008] According to some embodiments of the present invention, the heating circuit includes: an electric heater and a heating core, the electric heater and the heating core are connected in series, one end of the condenser is connected to the second control valve and one end of the heating core, and the other end of the condenser is connected to the other end of the heating core and the first control valve.

[0009] According to some embodiments of the present invention, the heating circuit includes: a shut-off valve, and the shut-off valve and the heating core are connected in series.

[0010] According to some embodiments of the present invention, the heat exchanger circuit includes: a heat exchanger, one end of which is connected to the first control valve and the other end of which is connected to both the first control valve and the second control valve, and the air conditioning system is connected to the heat exchanger.

[0011] According to some embodiments of the present invention, the air conditioning system includes: a compressor and an evaporator, wherein the compressor, the evaporator and the condenser are connected in series, and the heat exchanger and the evaporator are connected in parallel and in series with the condenser.

[0012] According to some embodiments of the present invention, the radiator circuit includes: a radiator, one end of which is connected to the first control valve; and the high-pressure heat exchange circuit includes: a motor, a motor controller, and a first water pump, wherein the motor, the motor controller, and the first water pump are connected in series; and the thermal management system further includes: a first branch, one end of which is connected to the first control valve, and the radiator and the first water pump are connected in parallel and connected to the other end of the first branch.

[0013] According to some embodiments of the present invention, the heat exchanger circuit includes: a heat exchanger, one end of which is connected to the first control valve; and the battery heat exchange circuit includes: a second water pump and a battery pack, the second water pump and the battery pack being connected in series, one end of which is connected to the first control valve; and the thermal management system further includes: a second branch, one end of which is connected to the first control valve, the second control valve and the heat exchanger being connected in parallel and connected to the other end of the second branch.

[0014] According to some embodiments of the present invention, the thermal management system further includes an overflow tank and a four-way pipe, wherein the four-way pipe is connected to the radiator circuit, the first control valve, the high-pressure heat exchange circuit and the overflow tank respectively.

[0015] A vehicle according to a second aspect of the present invention includes the thermal management system.

[0016] The beneficial effects of this utility model embodiment are as follows: by setting the first control valve and the second control valve, the various subsystems of thermal management are coupled, the water resistance in each loop of the thermal management system is reduced, the energy utilization rate is improved, the components are maximized for universality, and platform-based development is realized.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0019] Figure 1 This is a schematic diagram of a thermal management system according to an embodiment of the present utility model;

[0020] Figure 2 This is a schematic diagram of the working mode one of the thermal management system according to an embodiment of the present utility model;

[0021] Figure 3 This is a schematic diagram of the second working mode of the thermal management system according to an embodiment of the present utility model;

[0022] Figure 4 This is a schematic diagram of the working mode three of the thermal management system according to an embodiment of the present utility model;

[0023] Figure 5 This is a schematic diagram of the working mode four of the thermal management system according to an embodiment of the present utility model;

[0024] Figure 6 This is a schematic diagram of the working mode five of the thermal management system according to an embodiment of the present utility model;

[0025] Figure 7 This is a schematic diagram of the working mode six of the thermal management system according to an embodiment of the present utility model;

[0026] Figure 8 This is a schematic diagram of the working mode seven of the thermal management system according to an embodiment of the present utility model;

[0027] Figure 9 This is a schematic diagram of the working mode eight of the thermal management system according to an embodiment of the present utility model.

[0028] Figure label:

[0029] 100. Thermal management system;

[0030] 10. Air conditioning system; 11. Compressor; 12. Evaporator; 13. Condenser;

[0031] 20. High-pressure heat exchange circuit; 21. Motor; 22. Motor controller; 23. First water pump;

[0032] 30. Battery heat exchange circuit; 31. Second water pump; 32. Battery pack;

[0033] 40. Radiator circuit; 41. Radiator;

[0034] 50. Heat exchanger circuit; 51. Heat exchanger;

[0035] 60. Heating circuit; 61. Electric heater; 62. Heater core; 63. Shut-off valve; 64. Third water pump;

[0036] 71. First control valve; 72. Second control valve; 73. First branch; 74. Second branch; 75. Overflow tank; 76. Four-way pipe; 77. Third branch; 78. Fourth branch; 781. Check valve. Detailed Implementation

[0037] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0038] The following is for reference. Figures 1-9 The present invention describes a thermal management system 100 according to an embodiment of the present invention, and also proposes a vehicle.

[0039] Reference Figure 1 As shown, the thermal management system 100 of this utility model embodiment includes: an air conditioning system 10, a first control valve 71, and a second control valve 72.

[0040] The air conditioning system 10 includes a condenser 13, through which refrigerant flows. The refrigerant condenses at the condenser 13 and releases heat to the coolant side, thereby reducing the refrigerant temperature.

[0041] The first control valve 71 is connected to a high-pressure heat exchange circuit 20, a battery heat exchange circuit 30, a radiator circuit 40, a heat exchanger circuit 50, and a heating circuit 60. The first control valve 71 selectively connects to one or more of the high-pressure heat exchange circuit 20, the battery heat exchange circuit 30, the radiator circuit 40, the heat exchanger circuit 50, and the heating circuit 60, and the air conditioning system 10 exchanges heat with the heat exchanger circuit 50 and the heating circuit 60.

[0042] In this way, the heat in the high-pressure heat exchange circuit 20, battery heat exchange circuit 30, radiator circuit 40, heat exchanger circuit 50 and heating circuit 60 can flow between each other through the first control valve 71. Under the control of the vehicle controller, the heat flows between different circuits or devices according to the vehicle's thermal management mode. Different working modes can be flexibly selected under different vehicle usage scenarios to avoid frequent use of the same heat source and improve system efficiency.

[0043] The thermal management system 100 uses a first control valve 71 to control multiple loops. Each loop operates independently but can exchange heat with others through the first control valve 71. This avoids situations where heat flows through components that do not require temperature regulation in a certain operating mode, reducing heat loss, lowering flow resistance in various modes, and improving energy utilization. Furthermore, it saves interior space in the vehicle, providing more possibilities for the integration of new functions and technologies in the future.

[0044] Specifically, the first control valve 71 can be an eight-way valve, through which coolant flows in the high-pressure heat exchange circuit 20, the battery heat exchange circuit 30, the radiator circuit 40, the heat exchanger circuit 50, and the heating circuit 60. Further, the first control valve 71 includes a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, a sixth valve port, a seventh valve port, and an eighth valve port, which are represented as "a", "b", "c", "d", "e", "f", "g", and "h" in the figure, respectively.

[0045] Two ends of the second control valve 72 are connected to two ends of the first control valve 71. The other end of the second control valve 72 is connected to the condenser 13. Another end of the second control valve 72 is connected to the battery heat exchange circuit 30. Yet another end of the second control valve 72 is connected to one end of the first control valve 71 and the heat exchanger circuit 50.

[0046] Specifically, the second control valve 72 can be a five-way valve, including a ninth valve port, a tenth valve port, an eleventh valve port, a twelfth valve port, and a thirteenth valve port, wherein the ninth valve port is... Figure 1 In the diagram, "i" represents the tenth valve port ("j"), the eleventh valve port ("k"), the twelfth valve port ("l"), and the thirteenth valve port ("m"). The ninth valve port "i" is connected to the "f" port of the first control valve 71; the thirteenth valve port "m" is connected to the "g" port of the first control valve 71; the twelfth valve port "l" is connected to the condenser 13; the tenth valve port "j" is connected to the battery heat exchange circuit 30; and the eleventh valve port "k" is connected to the "d" port of the first control valve 71 and the heat exchanger circuit 50.

[0047] By controlling the opening and closing of the first control valve 71 and the second control valve 72, the flow direction of the coolant can be controlled, multiple circuits can be coupled, and the ambient heat, active heat generated by the motor 21 and the waste heat of the motor 21 in each circuit can be fully utilized to improve energy utilization and reduce energy consumption.

[0048] Therefore, by setting the first control valve 71 and the second control valve 72, the various subsystems of thermal management are coupled, the water resistance in each loop of the thermal management system 100 is reduced, the energy utilization rate is improved, the components are maximized for commonality, and platform-based development is realized.

[0049] A one-way valve 781 is provided between one end of the second control valve 72 and one end of the first control valve 71. The one-way valve 781 is configured to allow coolant to flow from the second control valve 72 to the first control valve 71. Specifically, a one-way valve 781 is provided between the "m" valve port of the second control valve 72 and the "g" valve port of the first control valve 71. The one-way valve 781 is located on the fourth branch 78 to ensure that the coolant in the fourth branch 78 flows from the second control valve 72 to the first control valve 71, preventing coolant backflow and improving system stability.

[0050] The heating circuit 60 includes an electric heater 61 and a heating core 62, which are connected in series. One end of the condenser 13 is connected to the second control valve 72 and one end of the heating core 62. The other end of the condenser 13 is connected to the other end of the heating core 62 and the first control valve 71. Specifically, one end of the condenser 13 is connected to the "l" port of the second control valve 72 and the output end of the heating core 62, while the other end of the condenser 13 is connected to the input end of the heating core 62 and the "g" port of the first control valve 71.

[0051] The heating circuit 60 includes a shut-off valve 63, which is connected in series with the heater core 62. By setting the shut-off valve 63, it is possible to control whether the coolant in the heating circuit 60 passes through the heater core 62. When the shut-off valve 63 is closed, the coolant that exchanges heat at the condenser 13 does not pass through the heater core 62 and is supplied to other circuits with greater cooling requirements. For example, in the high-temperature fast charging scenario of the battery pack 32 in the battery heat exchange circuit 30, the low-temperature coolant is used entirely for cooling the battery pack 32 and does not pass through the branch where the heater core 62 is located, thereby reducing the water resistance in the thermal management system 100 and improving the heat management effect.

[0052] The heat exchanger circuit 50 includes a heat exchanger 51, one end of which is connected to a first control valve 71 and the other end of which is connected to both the first control valve 71 and a second control valve 72. The air conditioning system 10 is connected to the heat exchanger 51. Specifically, one end of the heat exchanger 51 is connected to the "c" valve port of the first control valve 71, and the other end is connected to the "d" valve port of the first control valve 71 and the "k" valve port of the second control valve 72.

[0053] By connecting the heat exchanger 51 to the first control valve 71 and the second control valve 72, heat at the heat exchanger 51 can be transferred to other circuits. Also, the air conditioning system 10 is connected to the heat exchanger 51, so that the heat exchanger 51 exchanges heat with the air conditioning system 10 and can transfer heat to other circuits.

[0054] The air conditioning system 10 includes a compressor 11 and an evaporator 12. The compressor 11, evaporator 12, and condenser 13 are connected in series. The heat exchanger 51 is connected in parallel with the evaporator 12 and in series with the condenser 13. The refrigerant in the compressor 11 releases heat at the condenser 13. Depending on the operating mode, it can flow to the heat exchanger 51 to exchange heat with the coolant side, or flow to the evaporator 12 to evaporate and absorb heat, thereby achieving cooling of the passenger compartment.

[0055] The radiator circuit 40 includes a radiator 41, one end of which is connected to a first control valve 71. Specifically, one end of the radiator 41 is connected to the "h" valve port of the first control valve 71. Coolant flows through the radiator circuit 40, passing through the radiator 41 from the "h" valve port to dissipate heat, and the cooled coolant flows out of the radiator circuit 40.

[0056] Furthermore, the high-pressure heat exchange circuit 20 includes a motor 21, a motor controller 22, and a first water pump 23, which are connected in series. During operation, the motor 21 and motor controller 22 generate heat. After the coolant exchanges heat with the motor 21 and motor controller 22, its temperature increases, allowing it to transfer heat and thus enabling the motor 21 and motor controller 22 to cool or heat other components.

[0057] Furthermore, the thermal management system 100 also includes a first branch 73, one end of which is connected to a first control valve 71, and the radiator 41 and the first water pump 23 are connected in parallel and connected to the other end of the first branch 73. Specifically, one end of the first branch 73 is connected to the "b" valve port of the first control valve 71. In some operating modes, the radiator 41 and the first water pump 23 are connected in series, and in some operating modes, the radiator 41 and the first water pump 23 are connected in parallel. In these modes, the radiator 41 and the first water pump 23 are each connected to the other end of the first branch 73. Additionally, the coolant in the first branch 73 can flow bidirectionally.

[0058] The heat exchanger circuit 50 includes a heat exchanger 51, one end of which is connected to the first control valve 71. Specifically, the output end of the heat exchanger 51 is connected to the "c" valve port of the first control valve 71.

[0059] Furthermore, the battery heat exchange circuit 30 includes a second water pump 31 and a battery pack 32, which are connected in series. One end of the second water pump 31 is connected to the first control valve 71. Specifically, one end of the second water pump 31 is connected to the "e" valve port of the first control valve 71, and one end of the battery pack 32 is connected to the "j" valve port of the second control valve 72.

[0060] Furthermore, the thermal management system 100 also includes a second branch 74, one end of which is connected to the first control valve 71. The second control valve 72 and the heat exchanger 51 are connected in parallel and are connected to the other end of the second branch 74. Specifically, one end of the second branch 74 is connected to the "d" port of the first control valve 71.

[0061] Furthermore, the thermal management system 100 also includes a third branch 77, one end of which is connected to the "k" valve port of the second control valve 72. The other ends of the second branch 74 and the third branch 77 are both connected to the input end of the heat exchanger 51. The other end of the heat exchanger 51 is connected to the first control valve 71 and the second control valve 72 respectively through the second branch 74 and the third branch 77.

[0062] Reference Figure 5 As shown, the first control valve 71 is connected to the second control valve 72 via the second branch 74 and the third branch 77, as referenced. Figure 6 As shown, the first control valve 71 is connected to the heat exchanger 51 via the second branch 74, and the second control valve 72 is connected in parallel with the heat exchanger 51. Through the second branch 74 and the third branch 77, the coolant flow in other circuits can be assisted without passing through the heat exchanger 51, thus reducing the flow resistance in the circuit.

[0063] The thermal management system 100 also includes an overflow tank 75 and a four-way pipe 76. The four-way pipe 76 is connected to the radiator circuit 40, the first control valve 71, the high-pressure heat exchange circuit 20, and the overflow tank 75. The overflow tank 75 is used to maintain the pressure balance on the coolant side. It is connected to the radiator circuit 40, the first control valve 71, the high-pressure heat exchange circuit 20, and the overflow tank 75 through the four-way pipe 76. In various operating modes, the overflow tank 75 can be connected to the coolant side circuit to maintain the pressure balance on the coolant side.

[0064] The following reference Figures 2-9 The working mode of the thermal management system 100 according to an embodiment of the present invention is described.

[0065] Reference Figure 2 As shown, the working mode one of the thermal management system 100 in this embodiment of the present invention is as follows:

[0066] The "a" and "f" ports of the first control valve 71 are connected, the "g" and "h" ports are connected, the "i" and "m" ports of the second control valve 72 are connected, the radiator circuit 40 is connected in series with the high-pressure heat exchange circuit 20, and the high-pressure component cooling function is realized through the first control valve 71, the second control valve 72 and the fourth branch 78.

[0067] Coolant flow direction: Radiator 41 → First water pump 23 → Motor controller 22 → Motor 21 → First control valve 71 → Second control valve 72 → Radiator 41.

[0068] The coolant dissipates heat at the radiator 41 and becomes low-temperature coolant. When it passes through the motor controller 22 and the motor 21, it exchanges heat and becomes high-temperature coolant. The temperature of the motor controller 22 and the motor 21 decreases. The high-temperature coolant returns to the radiator 41 after passing through the first control valve 71, the second control valve 72 and the fourth branch 78 to cool down, and continues to circulate.

[0069] The "c" and "e" ports of the first control valve 71 are connected, and the "j" and "k" ports of the second control valve 72 are connected. The battery heat exchange circuit 30 is connected in series with the heat exchanger circuit 50, and heat is exchanged with the air conditioning system 10 through the heat exchanger 51 to realize the active cooling function of the battery pack 32.

[0070] Coolant flow direction: Second water pump 31 → Battery pack 32 → Second control valve 72 → Heat exchanger 51 → First control valve 71 → Second water pump 31;

[0071] Refrigerant flow direction: Compressor 11 → Condenser 13 → Heat exchanger 51 → Compressor 11.

[0072] Driven by the second water pump 31, the coolant exchanges heat with the battery pack 32, causing the battery pack 32 to cool down. The high-temperature coolant exchanges heat with the low-temperature refrigerant of the air conditioning system 10 at the heat exchanger 51 and flows back to the second water pump 31 through the first control valve 71.

[0073] The compressor 11 compresses the refrigerant into a high-temperature, high-pressure gas. It releases heat at the condenser 13 and becomes a low-temperature refrigerant. It then absorbs heat from the coolant side at the heat exchanger 51 and becomes a gas again, finally flowing into the compressor 11.

[0074] When the shut-off valve 63 is opened, the condenser 13 exchanges heat with the heating circuit 60 to achieve the heating function of the crew cabin.

[0075] Coolant flow direction: condenser 13 → electric heater 61 → heater core 62 → shut-off valve 63 → third water pump 64 → condenser 13;

[0076] Refrigerant flow direction: Compressor 11 → Condenser 13 → Heat exchanger 51 → Compressor 11.

[0077] The compressor 11 compresses the refrigerant into a high-temperature, high-pressure gas. It releases heat at the condenser 13 and becomes a low-temperature refrigerant. The coolant absorbs the heat released by the condenser 13 and becomes a high-temperature coolant. It releases heat at the heater core 62, and the air blown into the passenger compartment is hot air, which can realize the passenger compartment heating function. The low-temperature refrigerant can absorb heat from the coolant side at the heat exchanger 51 and become a gas, and finally flow into the compressor 11.

[0078] Among them, the electric heater 61 is turned on according to the vehicle condition. When the air conditioning system 10 is not turned on or the heat of the condenser 13 is insufficient, the electric heater 61 is turned on to heat the passenger compartment. When it is not needed or the heat of the condenser 13 meets the heating requirements of the passenger compartment, it is turned off. The same applies to the electric heater 61 in other working modes described below.

[0079] Furthermore, the low-temperature, high-pressure refrigerant that releases heat at the condenser 13 can also be converted into a low-temperature, low-pressure refrigerant through the expansion valve. Without passing through the heat exchanger 51, it can directly return to the compressor 11 through the gas-liquid separator, forming a hot gas bypass circuit. The air conditioning system 10 in other operating modes described below can also form a hot gas bypass circuit.

[0080] Reference Figure 3 As shown, the second working mode of the thermal management system 100 in this embodiment of the present invention is as follows:

[0081] The "a" and "f" ports of the first control valve 71 are connected, the "g" and "h" ports are connected, the "i" and "m" ports of the second control valve 72 are connected, the radiator circuit 40 is connected in series with the high-pressure heat exchange circuit 20, and the high-pressure component cooling function is realized through the first control valve 71, the second control valve 72 and the fourth branch 78.

[0082] Coolant flow direction: Radiator 41 → First water pump 23 → Motor controller 22 → Motor 21 → First control valve 71 → Second control valve 72 → Radiator 41.

[0083] The coolant dissipates heat at the radiator 41 and becomes low-temperature coolant. When it passes through the motor controller 22 and the motor 21, it exchanges heat and becomes high-temperature coolant. The temperature of the motor controller 22 and the motor 21 decreases. The high-temperature coolant returns to the radiator 41 after passing through the first control valve 71, the second control valve 72 and the fourth branch 78 to cool down, and continues to circulate.

[0084] The "b" and "e" ports of the first control valve 71 are connected, and the "j" and "m" ports of the second control valve 72 are connected. The battery heat exchange circuit 30 is connected in series with the radiator circuit 40, and the battery pack 32 is passively cooled by the radiator 41.

[0085] Coolant flow direction: Radiator 41 → Four-way pipe 76 → First control valve 71 → Second water pump 31 → Battery pack 32 → Second control valve 72 → First control valve 71 → Radiator 41.

[0086] The coolant dissipates heat at the radiator 41 and becomes low-temperature coolant. The low-temperature coolant exchanges heat with the battery pack 32, the temperature of the battery pack 32 decreases, and the temperature of the coolant increases. The high-temperature coolant returns to the radiator 41 through the second control valve 72 and the fourth branch 78 to dissipate heat and circulate to cool the battery pack 32 again.

[0087] When the shut-off valve 63 is opened, the condenser 13 exchanges heat with the heating circuit 60 to achieve the heating function of the crew cabin.

[0088] Coolant flow direction: condenser 13 → electric heater 61 → heater core 62 → shut-off valve 63 → third water pump 64 → condenser 13;

[0089] Refrigerant flow: Compressor 11 → Condenser 13 → Heat Exchanger 51 → Compressor 11;

[0090] Compressor 11 → Condenser 13 → Evaporator 12 → Compressor 11;

[0091] Compressor 11 → Heat exchanger 51 → Compressor 11.

[0092] The compressor 11 compresses the refrigerant into a high-temperature, high-pressure gas. It releases heat at the condenser 13 and becomes a low-temperature refrigerant. The coolant absorbs the heat released by the condenser 13 and becomes a high-temperature coolant. It releases heat at the heater core 62, and the air blown into the passenger compartment is hot air, which can realize the passenger compartment heating function.

[0093] The low-temperature refrigerant can absorb heat from the coolant side at heat exchanger 51 and turn into gas, or evaporate at evaporator 12 to absorb ambient heat, thereby lowering the ambient temperature and cooling the passenger compartment, before finally flowing into compressor 11. A portion of the refrigerant can also return directly to compressor 11 without passing through condenser 13, forming a hot gas bypass circuit.

[0094] Reference Figure 4 As shown, the thermal management system 100 of this utility model operates in mode three:

[0095] The "a" and "f" ports of the first control valve 71 are connected, the "g" and "h" ports are connected, the "i" and "m" ports of the second control valve 72 are connected, the radiator circuit 40 is connected in series with the high-pressure heat exchange circuit 20, and the high-pressure component cooling function is realized through the first control valve 71, the second control valve 72 and the fourth branch 78.

[0096] Coolant flow direction: Radiator 41 → First water pump 23 → Motor controller 22 → Motor 21 → First control valve 71 → Second control valve 72 → Radiator 41.

[0097] The coolant dissipates heat at the radiator 41 and becomes low-temperature coolant. When it passes through the motor controller 22 and the motor 21, it exchanges heat and becomes high-temperature coolant. The temperature of the motor controller 22 and the motor 21 decreases. The high-temperature coolant returns to the radiator 41 after passing through the first control valve 71, the second control valve 72 and the fourth branch 78 to cool down, and continues to circulate.

[0098] The "b" and "e" ports of the first control valve 71 are connected, the "j" and "l" ports of the second control valve 72 are connected, the "g" and "h" ports are connected, the shut-off valve 63 is closed, the radiator circuit 40 is connected to the first branch 73, the battery heat exchange circuit 30 and the condenser 13, realizing the series cooling function of the condenser 13 and the battery pack 32.

[0099] Coolant flow direction: Radiator 41 → First control valve 71 → Second water pump 31 → Battery pack 32 → Second control valve 72 → Third water pump 64 → Condenser 13 → First control valve 71 → Radiator 41.

[0100] Refrigerant flow: Compressor 11 → Condenser 13 → Heat Exchanger 51 → Compressor 11;

[0101] Compressor 11 → Condenser 13 → Evaporator 12 → Compressor 11;

[0102] Compressor 11 → Heat exchanger 51 → Compressor 11.

[0103] The compressor 11 compresses the refrigerant into a high-temperature, high-pressure gas, which releases heat at the condenser 13, becoming a low-temperature refrigerant, thus increasing the ambient temperature at the condenser 13. The coolant dissipates heat at the radiator 41, becoming a low-temperature coolant. As it passes through the battery pack 32 and the condenser 13, it exchanges heat and becomes a high-temperature coolant, reducing the temperature of the battery pack 32 and the condenser 13. The high-temperature coolant returns to the radiator 41 to cool down and continues to circulate, thus achieving series cooling of the condenser 13 and the battery pack 32 using the radiator 41.

[0104] The low-temperature refrigerant passing through condenser 13 can absorb heat from the coolant side at heat exchanger 51 and turn into gas. It can also evaporate at evaporator 12 to absorb ambient heat, lowering the ambient temperature and cooling the passenger compartment, before finally flowing into compressor 11. A portion of the refrigerant can also return directly to compressor 11 without passing through condenser 13, forming a hot gas bypass circuit. Alternatively, heat exchanger 51 can be closed, and the low-temperature refrigerant passing through condenser 13 can return to compressor as low-pressure wet vapor through expansion valve; this is not a limitation.

[0105] Reference Figure 5As shown, the thermal management system 100 of this utility model operates in mode four:

[0106] The "a" and "f" ports of the first control valve 71 are connected, the "g" and "h" ports are connected, the "i" and "m" ports of the second control valve 72 are connected, the radiator circuit 40 is connected in series with the high-pressure heat exchange circuit 20, and the high-pressure component cooling function is realized through the first control valve 71, the second control valve 72 and the fourth branch 78.

[0107] Coolant flow direction: Radiator 41 → First water pump 23 → Motor controller 22 → Motor 21 → First control valve 71 → Second control valve 72 → Radiator 41.

[0108] The coolant dissipates heat at the radiator 41 and becomes low-temperature coolant. When it passes through the motor controller 22 and the motor 21, it exchanges heat and becomes high-temperature coolant. The temperature of the motor controller 22 and the motor 21 decreases. The high-temperature coolant returns to the radiator 41 after passing through the first control valve 71, the second control valve 72 and the fourth branch 78 to cool down, and continues to circulate.

[0109] The "b" and "d" ports of the first control valve 71 are connected, the "k" and "l" ports of the second control valve 72 are connected, the "g" and "h" ports are connected, the shut-off valve 63 is closed, and the radiator circuit 40 is connected to the second branch 74, the third branch 77 and the condenser 13 to realize the cooling function of the condenser 13.

[0110] Coolant flow direction: Radiator 41 → First control valve 71 → Second control valve 72 → Third water pump 64 → Condenser 13 → First control valve 71 → Radiator 41.

[0111] Refrigerant flow: Compressor 11 → Condenser 13 → Heat Exchanger 51 → Compressor 11;

[0112] Compressor 11 → Condenser 13 → Evaporator 12 → Compressor 11;

[0113] Compressor 11 → Heat exchanger 51 → Compressor 11.

[0114] The compressor 11 compresses the refrigerant into a high-temperature, high-pressure gas, which releases heat at the condenser 13 and becomes a low-temperature refrigerant, increasing the ambient temperature at the condenser 13. The coolant dissipates heat at the radiator 41 and becomes a low-temperature coolant. When it passes through the condenser 13, it exchanges heat and becomes a high-temperature coolant, reducing the temperature at the condenser 13. The high-temperature coolant then returns to the radiator 41 to cool down and continues the circulation.

[0115] The low-temperature refrigerant passing through condenser 13 can absorb heat from the coolant side at heat exchanger 51 and turn into gas. It can also evaporate at evaporator 12 to absorb ambient heat, lowering the ambient temperature and cooling the passenger compartment, before finally flowing into compressor 11. A portion of the refrigerant can also return directly to compressor 11 without passing through condenser 13, forming a hot gas bypass circuit. Alternatively, heat exchanger 51 can be closed, and the low-temperature refrigerant passing through condenser 13 can return to compressor as low-pressure wet vapor through expansion valve; this is not a limitation.

[0116] Reference Figure 6 As shown, the working mode five of the thermal management system 100 in this embodiment of the present invention is as follows:

[0117] The first control valve 71 connects the "a" and "d" ports, the "c" and "h" ports, and the "g" and "e" ports. The second control valve 72 connects the "j" and "l" ports. The shut-off valve 63 is open, and the air conditioning system 10 absorbs heat from the radiator circuit 40 and the high-pressure heat exchange circuit 20, and releases heat through the condenser 13 to heat the battery pack 32 and the passenger compartment.

[0118] Coolant flow direction: Radiator 41 → First water pump 23 → Motor controller 22 → Motor 21 → First control valve 71 → Heat exchanger 51 → First control valve 71 → Radiator 41;

[0119] Condenser 13 → Electric heater 61 → Warm air core 62 → Shut-off valve 63 → Third water pump 64 → Condenser 13;

[0120] Condenser 13 → Electric heater 61 → First control valve 71 → Second water pump 31 → Battery pack 32 → Second control valve 72 → Condenser 13;

[0121] Refrigerant flow direction: Compressor 11 → Condenser 13 → Heat exchanger 51 → Compressor 11.

[0122] The coolant passes through the radiator circuit 40 and the high-pressure heat exchange circuit 20. It absorbs ambient heat through the radiator 41 in the radiator circuit 40 and heat from the high-pressure components in the high-pressure heat exchange circuit 20, exchanging heat with the heat exchanger 51. The compressor 11 compresses the refrigerant into a high-temperature, high-pressure gas, releasing heat at the condenser 13 to become a low-temperature refrigerant. The coolant temperature on the coolant side rises, and a portion flows to the heater core 62, releasing heat into the environment and being blown into the passenger compartment to heat it. Another portion flows through the fourth branch 78 to the battery heat exchange circuit 30 to heat the battery pack 32. The refrigerant, after releasing heat at the condenser 13, needs to absorb heat and return to the compressor 11 to maintain the circulation of the air conditioning system 10. The coolant carries heat from the radiator circuit 40 and the high-pressure heat exchange circuit 20, exchanging heat with the air conditioning system 10 at the heat exchanger 51. This allows the refrigerant to absorb heat and become gaseous at the heat exchanger 51, maintaining system circulation.

[0123] The "g" valve port of the first control valve 71 is connected to the "e" valve port, the "j" valve port of the second control valve 72 is connected to the "l" valve port, and the "l" valve port is connected to the "m" valve port. The battery heat exchange circuit 30 is connected to the fourth branch 78 through the first control valve 71 and the second control valve 72 to realize the function of uniform temperature of battery pack 32.

[0124] Coolant flow direction: Second water pump 31 → Battery pack 32 → Second control valve 72 → Fourth branch 78 → First control valve 71 → Battery pack 32 → Second water pump 31.

[0125] The coolant circulates between the battery pack 32 and the fourth branch 78 to maintain the temperature uniformity between the cells or modules of the battery pack 32, and to avoid problems such as performance degradation, safety hazards and shortened lifespan caused by excessive temperature difference.

[0126] Reference Figure 7 As shown, the thermal management system 100 of this utility model operates in mode six:

[0127] The first control valve 71 connects the "a" and "d" ports, the "c" and "b" ports, and the "g" and "e" ports. The second control valve 72 connects the "j" and "l" ports. The shut-off valve 63 is open, and the battery pack 32 and the crew compartment are heated by absorbing the heat from the high-pressure heat exchange circuit 20.

[0128] Coolant flow direction: First water pump 23 → Motor controller 22 → Motor 21 → First control valve 71 → Heat exchanger 51 → First control valve 71 → First water pump 23;

[0129] Condenser 13 → Electric heater 61 → Warm air core 62 → Shut-off valve 63 → Third water pump 64 → Condenser 13;

[0130] Condenser 13 → Electric heater 61 → First control valve 71 → Second water pump 31 → Battery pack 32 → Second control valve 72 → Condenser 13;

[0131] Refrigerant flow direction: Compressor 11 → Condenser 13 → Heat exchanger 51 → Compressor 11.

[0132] The coolant passes through the high-pressure heat exchange circuit 20, absorbing heat from the high-pressure components within it, and exchanges heat with the heat exchanger 51. The compressor 11 compresses the refrigerant into a high-temperature, high-pressure gas, which releases heat at the condenser 13, becoming a low-temperature refrigerant. The coolant temperature on the coolant side rises, and a portion flows to the heater core 62, releasing heat into the environment and being blown into the passenger compartment to heat it. Another portion flows through the fourth branch 78 to the battery heat exchange circuit 30, heating the battery pack 32. The refrigerant, after releasing heat at the condenser 13, needs to absorb heat and return to the compressor 11 to maintain the air conditioning system 10's circulation. The coolant carries heat from the high-pressure heat exchange circuit 20, exchanging heat with the air conditioning system 10 at the heat exchanger 51, allowing the refrigerant to absorb heat and become gaseous, maintaining system circulation.

[0133] The "g" valve port of the first control valve 71 is connected to the "e" valve port, the "j" valve port of the second control valve 72 is connected to the "l" valve port, and the "l" valve port is connected to the "m" valve port. The battery heat exchange circuit 30 is connected to the fourth branch 78 through the first control valve 71 and the second control valve 72 to realize the function of uniform temperature of battery pack 32.

[0134] Coolant flow direction: Second water pump 31 → Battery pack 32 → Second control valve 72 → Fourth branch 78 → First control valve 71 → Battery pack 32 → Second water pump 31.

[0135] The coolant circulates between the battery pack 32 and the fourth branch 78 to maintain the temperature uniformity between the cells or modules of the battery pack 32, and to avoid problems such as performance degradation, safety hazards and shortened lifespan caused by excessive temperature difference.

[0136] Reference Figure 8 As shown, the working mode seven of the thermal management system 100 in this embodiment of the present invention is as follows:

[0137] The "g" port of the first control valve 71 is connected to the "e" port, the "j" port of the second control valve 72 is connected to the "l" port, the shut-off valve 63 is opened, and the compressor 11 generates heat to achieve the function of heating the battery pack 32 and the crew compartment.

[0138] Coolant flow direction: condenser 13 → electric heater 61 → heater core 62 → shut-off valve 63 → third water pump 64 → condenser 13;

[0139] Condenser 13 → Electric heater 61 → First control valve 71 → Second water pump 31 → Battery pack 32 → Second control valve 72 → Condenser 13;

[0140] Refrigerant flow: Compressor 11 → Condenser 13 → Heat Exchanger 51 → Compressor 11;

[0141] Compressor 11 → Heat exchanger 51 → Compressor 11.

[0142] The compressor 11 compresses the refrigerant into a high-temperature, high-pressure gas. At the condenser 13, it releases heat and becomes a low-temperature refrigerant, raising the temperature of the coolant on the coolant side. A portion flows to the heater core 62, releasing heat into the environment and being blown into the passenger compartment to heat it. Another portion flows through the fourth branch 78 to the battery heat exchange circuit 30, heating the battery pack 32. The high-pressure, low-temperature refrigerant, after releasing heat at the condenser 13, becomes a low-pressure, low-temperature gaseous refrigerant through the expansion valve and flows back to the compressor 11. In other words, in this operating mode, heat is generated only by the compressor 11 compressing the refrigerant; the heat exchanger 51 does not exchange heat with the coolant side. A portion of the refrigerant can also return directly to the compressor 11 without passing through the condenser 13, forming a hot gas bypass circuit, increasing the compressor 11's inlet temperature and improving heating efficiency.

[0143] The "a" and "b" ports of the first control valve 71 are connected, and the coolant circulates in the high-pressure heat exchange circuit 20 to achieve the function of electric drive heat storage.

[0144] Coolant flow direction: First water pump 23 → Motor controller 22 → Motor 21 → First control valve 71 → First water pump 23.

[0145] The coolant circulates in the high-pressure heat exchange circuit 20, utilizing the heat generated during the operation of components such as the motor 21 and motor controller 22. The coolant collects and stores the heat, and in cold weather, it transfers the stored heat to the electric drive system to achieve preheating, improve energy efficiency, and enhance the overall vehicle performance.

[0146] Reference Figure 9 As shown, the working mode eight of the thermal management system 100 in this embodiment of the present invention is as follows:

[0147] When the shut-off valve 63 is opened, the crew cabin is heated by the heat generated by the compressor 11.

[0148] Coolant flow direction: condenser 13 → electric heater 61 → heater core 62 → shut-off valve 63 → third water pump 64 → condenser 13;

[0149] Refrigerant flow: Compressor 11 → Condenser 13 → Heat Exchanger 51 → Compressor 11;

[0150] Compressor 11 → Heat exchanger 51 → Compressor 11.

[0151] The compressor 11 compresses the refrigerant into a high-temperature, high-pressure gas. At the condenser 13, it releases heat and becomes a low-temperature refrigerant. The coolant temperature on the coolant side rises, flowing towards the heater core 62, releasing heat into the environment and being blown into the passenger compartment through the heater core 62 to heat the passenger compartment. The high-pressure, low-temperature refrigerant, after releasing heat at the condenser 13, passes through the expansion valve and becomes a low-pressure, low-temperature gaseous refrigerant, flowing back to the compressor 11. In other words, in this operating mode, heat is generated only by the compressor 11 compressing the refrigerant; the heat exchanger 51 does not exchange heat with the coolant side. A portion of the refrigerant can also return directly to the compressor 11 without passing through the condenser 13, forming a hot gas bypass circuit, increasing the compressor 11's inlet temperature and improving heating efficiency.

[0152] The first control valve 71 has its "a" port connected to the "e" port, its "d" port connected to the "f" port, and its "g" port connected to the "b" port. The second control valve 72 has its "j" port connected to the "k" port and its "i" port connected to the "m" port. The high-pressure heat exchange circuit 20 is connected to the battery heat exchange circuit 30, the fourth branch 78, the third branch 77, the second branch 74, and the first branch 73. The high-pressure heat exchange circuit 20 actively generates heat to heat the battery pack 32.

[0153] Coolant flow direction: First water pump 23 → Motor controller 22 → Motor 21 → First control valve 71 → Second water pump 31 → Battery pack 32 → Second control valve 72 → First control valve 71 → Second control valve 72 → First control valve 71 → Four-way pipe 76 → First water pump 23;

[0154] The coolant passes through the high-pressure heat exchange circuit 20, transferring the heat actively generated by the high-pressure components to the battery pack 32, thereby heating the battery pack 32.

[0155] A vehicle according to a second aspect embodiment of the present invention includes a thermal management system 100. In the description of the present invention, it should be understood that terms such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the present invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0156] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0157] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that, include: An air conditioning system (10) includes a condenser (13). A first control valve (71) is connected to a high-pressure heat exchange circuit (20), a battery heat exchange circuit (30), a radiator circuit (40), a heat exchanger circuit (50), and a heating circuit (60). The first control valve (71) selectively connects to one or more of the high-pressure heat exchange circuit (20), the battery heat exchange circuit (30), the radiator circuit (40), the heat exchanger circuit (50), and the heating circuit (60). The air conditioning system (10) exchanges heat with the heat exchanger circuit (50) and the heating circuit (60). The second control valve (72) has two ends connected to two ends of the first control valve (71), the other end of the second control valve (72) is connected to the condenser (13), another end of the second control valve (72) is connected to the battery heat exchange circuit (30), and yet another end of the second control valve (72) is connected to one end of the first control valve (71) and the heat exchanger circuit (50).

2. The thermal management system according to claim 1, characterized in that, A check valve (781) is provided between one end of the second control valve (72) and one end of the first control valve (71), the check valve (781) being configured to allow coolant to flow from the second control valve (72) to the first control valve (71).

3. The thermal management system according to claim 1, characterized in that, The heating circuit (60) includes an electric heater (61) and a heating core (62), wherein the electric heater (61) and the heating core (62) are connected in series, one end of the condenser (13) is connected to the second control valve (72) and one end of the heating core (62), and the other end of the condenser (13) is connected to the other end of the heating core (62) and the first control valve (71).

4. The thermal management system according to claim 3, characterized in that, The heating circuit (60) includes a shut-off valve (63), which is connected in series with the heating core (62).

5. The thermal management system according to claim 1, characterized in that, The heat exchanger circuit (50) includes a heat exchanger (51), one end of which is connected to the first control valve (71) and the other end of which is connected to the first control valve (71) and the second control valve (72), and the air conditioning system (10) is connected to the heat exchanger (51).

6. The thermal management system according to claim 5, characterized in that, The air conditioning system (10) includes a compressor (11) and an evaporator (12), wherein the compressor (11), the evaporator (12) and the condenser (13) are connected in series, and the heat exchanger (51) and the evaporator (12) are connected in parallel and in series with the condenser (13).

7. The thermal management system according to claim 1, characterized in that, The radiator circuit (40) includes: a radiator (41), one end of which is connected to the first control valve (71); and, The high-pressure heat exchange circuit (20) includes: a motor (21), a motor controller (22), and a first water pump (23), wherein the motor (21), the motor controller (22), and the first water pump (23) are connected in series; and, The thermal management system (100) further includes: a first branch (73), one end of which is connected to the first control valve (71), and the radiator (41) and the first water pump (23) are connected in parallel and connected to the other end of the first branch (73).

8. The thermal management system according to claim 1, characterized in that, The heat exchanger circuit (50) includes: a heat exchanger (51), one end of which is connected to the first control valve (71); and, The battery heat exchange circuit (30) includes: a second water pump (31) and a battery pack (32), wherein the second water pump (31) and the battery pack (32) are connected in series, and one end of the second water pump (31) is connected to the first control valve (71); and, The thermal management system (100) further includes: a second branch (74), one end of which is connected to the first control valve (71), and the second control valve (72) and the heat exchanger (51) are connected in parallel and connected to the other end of the second branch (74).

9. The thermal management system according to claim 1, characterized in that, Also includes: The overflow tank (75) and the four-way pipe (76) are respectively connected to the radiator circuit (40), the first control valve (71), the high-pressure heat exchange circuit (20) and the overflow tank (75).

10. A vehicle, characterized in that, include: The thermal management system (100) according to any one of claims 1-9.

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