Whole vehicle thermal management system

Abstract

The utility model provides a whole vehicle heat management system, which belongs to the technical field of vehicle heat management and comprises a battery heat exchange loop, a motor heat exchange loop, a heat pump heat exchange loop, a first switching mechanism and a second switching mechanism. Wherein the heat pump heat exchange loop comprises a first main pipeline, an in-cabin heat exchange branch and a battery heat exchange branch, and the in-cabin heat exchange branch and the battery heat exchange branch are connected to the first main pipeline in parallel; the first switching mechanism enables the first main pipeline to be communicated with the in-cabin heat exchange branch and / or the battery heat exchange branch to form a loop, and guides the heat pump heat exchange loop to be switched between positive circulation and reverse circulation; the second switching mechanism enables the motor heat exchange loop and the battery heat exchange loop to be connected or disconnected. According to the whole vehicle heat management system, integrated heat management of the battery heat exchange loop, the motor heat exchange loop and the heat pump heat exchange loop is achieved, and the energy utilization rate of a vehicle is effectively improved.

Description

Technical Field

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

[0002] Currently, all-terrain mountain bikes driven by pure electric vehicles simultaneously possess air conditioning thermal management systems, motor thermal management systems, and battery pack thermal management systems. However, due to space constraints, these vehicles lack integrated overall thermal management capabilities. The independent operation of each heat exchange circuit results in high thermal management power consumption and insufficient efficiency during vehicle operation. For example, the battery heat exchange circuit in all-terrain mountain bikes typically uses natural cooling. In hot weather, insufficient heat dissipation can lead to a decrease in battery pack discharge capacity, while in cold weather, insufficient insulation affects battery pack discharge performance, and the battery cannot be replenished from other heating or cooling circuits, resulting in wasted energy.

[0003] Therefore, there is a need to provide a vehicle thermal management system to solve the above-mentioned technical problems. Utility Model Content

[0004] In view of the problems existing in the prior art, the present invention provides a vehicle thermal management system to improve the technical problem that the existing vehicle thermal management system is limited by the body space of all-terrain mountain vehicles and cannot integrate the heat exchange process of battery pack, motor and heat pump.

[0005] To achieve the above and other related objectives, this utility model provides a vehicle thermal management system, which includes a battery heat exchange circuit, a motor heat exchange circuit, a heat pump heat exchange circuit, a first switching mechanism, and a second switching mechanism.

[0006] The system includes a battery heat exchange circuit connected to the battery pack; a motor heat exchange circuit connected to the motor assembly; a heat pump heat exchange circuit comprising a first main pipeline, an in-cabin heat exchange branch, and a battery heat exchange branch, with the in-cabin heat exchange branch and the battery heat exchange branch connected in parallel to the first main pipeline; an in-cabin heat exchanger is installed on the in-cabin heat exchange branch; and the battery heat exchange branch is heat-exchange connected to the battery heat exchange circuit. A first switching mechanism is located between the first main pipeline and the parallel in-cabin heat exchange branch and the battery heat exchange branch. The first switching mechanism connects the first main pipeline with the in-cabin heat exchange branch and / or the battery heat exchange branch to form a loop and guides the heat pump heat exchange circuit to switch between forward and reverse circulation. A second switching mechanism is located between the battery heat exchange circuit and the motor heat exchange circuit. The second switching mechanism connects or disconnects the motor heat exchange circuit from the battery heat exchange circuit.

[0007] In one example of this utility model, the first switching mechanism includes a first switching module and a second switching module. The first switching module connects the first main pipeline with the in-cabin heat exchange branch and / or the battery heat exchange branch to form a loop. The second switching module guides the heat pump heat exchange loop to switch between positive and negative circulation.

[0008] In one example of this utility model, the first switching module includes a first end, a second end, and a third end. The first end is connected to the second end through a first channel, the first end is connected to the third end through a second channel, the first end is connected to the first main pipeline, the second end is connected to the heat exchange branch in the cabin, and the third end is connected to the battery heat exchange branch. A first valve is provided on the first channel, and a second valve is provided on the second channel.

[0009] In one example of this invention, the second valve is a one-way shut-off valve, which allows the refrigerant in positive circulation to pass through.

[0010] In one example of this utility model, the first main pipeline includes a first series branch and a second series branch connected in series. A first external heat exchanger is provided on the first series branch, and a compressor and a gas-liquid separator are provided on the second series branch. The second switching module includes a fourth end, a fifth end, a sixth end, a seventh end, and an eighth end. The fourth end is connected to the first series branch, the fifth end is connected to one end of the second series branch, the sixth end is connected to the other end of the second series branch, the seventh end is connected to the internal heat exchange branch, and the eighth end is connected to the battery heat exchange branch. The second switching module is provided with a refrigerant channel. With the refrigerant channel connected, the fourth end is selectively connected to the fifth end or the sixth end, the seventh end is connected to the eighth end, and the seventh end and / or the eighth end is selectively connected to the fifth end or the sixth end.

[0011] In one example of this utility model, when the fourth end is connected to the sixth end, and the fifth end is connected to the seventh end and / or the eighth end, the refrigerant in the heat pump heat exchange circuit circulates in the forward direction, and the first external heat exchanger absorbs and exchanges heat on the internal heat exchange branch and / or the battery heat exchange branch; when the fourth end is connected to the fifth end, and the sixth end is connected to the seventh end and / or the eighth end, the refrigerant in the heat pump heat exchange circuit circulates in the reverse direction, and the first external heat exchanger dissipates heat on the internal heat exchange branch and / or the battery heat exchange branch.

[0012] In one example of this utility model, the refrigerant channels include a fourth channel, a fifth channel, a sixth channel, a seventh channel, and an eighth channel. The two ends of the fourth channel are connected to the fourth end and the fifth end, respectively. The two ends of the fifth channel are connected to the seventh end and the eighth end, respectively. The two ends of the sixth channel are connected to the fourth channel and the fifth channel, respectively. The two ends of the seventh channel are connected to the fourth channel and the fifth channel, respectively. One end of the eighth channel is connected to the seventh channel, and the other end of the eighth channel is connected to the sixth end. A fifth valve is provided on the fourth channel, a sixth valve is provided on the fifth channel, a seventh valve is provided on the sixth channel, and an eighth valve and a ninth valve are provided on the seventh channel. The eighth valve and the ninth valve are located on both sides of one end of the eighth channel.

[0013] In one example of this utility model, the motor heat exchange circuit includes a second main pipeline, an external heat exchange branch, and a circulation branch. A second suction device and a motor assembly are provided on the second main pipeline. The external heat exchange branch and the circulation branch are connected in parallel to the second main pipeline through a third switching mechanism. A second external heat exchanger is provided on the external heat exchange branch. The third switching mechanism connects the second main pipeline with the external heat exchange branch or the circulation branch to form a circuit.

[0014] In one example of this utility model, when the second switching mechanism connects the motor heat exchange circuit and the battery heat exchange circuit in series, and the third switching mechanism connects the second main pipeline and the circulation branch, the battery heat exchange circuit absorbs the waste heat of the motor assembly.

[0015] In one example of this utility model, the second switching mechanism is disposed between the battery heat exchange circuit and the second main pipeline. The second switching mechanism connects or disconnects the second main pipeline from the battery heat exchange circuit in series.

[0016] In one example of this utility model, the third switching mechanism is a three-way valve, and the three ports of the three-way valve are respectively connected to the second main pipeline, the external heat exchange branch and the circulation branch.

[0017] In one example of this utility model, the second switching mechanism is a four-way valve, with two ports of the four-way valve connected to the battery heat exchange circuit and the other two ports of the four-way valve connected to the motor heat exchange circuit.

[0018] In one example of this utility model, the battery heat exchange circuit includes a first suction device, a battery heat exchanger, and a battery pack connected in series, and the battery heat exchange branch is connected to the battery heat exchanger for heat exchange.

[0019] This utility model discloses a vehicle thermal management system that effectively integrates the battery heat exchange circuit with the motor heat exchange circuit and the heat pump heat exchange circuit, overcoming the limitations of insufficient efficiency and energy waste of a single heat exchange circuit. By utilizing the heat exchange interaction between these circuits, the operating temperature of the motor assembly and battery pack is maintained within a reasonable range, ensuring that the vehicle's power output is always at its optimal state. For example, in hot weather, the heat pump heat exchange circuit participates in the battery heat exchange circuit to accelerate heat dissipation to the battery pack. In cold weather, the motor heat exchange circuit is connected in series with the battery heat exchange circuit to utilize the waste heat from the motor's work to insulate the battery pack. This vehicle thermal management system achieves integrated thermal management of the battery, motor, and heat pump heat exchange circuits, significantly reducing the cost, weight, and volume of the thermal management system, and effectively improving the vehicle's energy utilization rate. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other embodiments can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a three-dimensional structural diagram of the vehicle thermal management system in one embodiment of the present invention;

[0022] Figure 2 This is a schematic diagram of the circulation structure of the vehicle thermal management system in one embodiment of the present invention;

[0023] Figure 3 This is a three-dimensional structural diagram of the first switching module in one embodiment of the present invention;

[0024] Figure 4 This is a schematic diagram of the structure of the first switching module in one embodiment of the present invention;

[0025] Figure 5 This is a three-dimensional structural diagram of the second switching module in one embodiment of the present invention;

[0026] Figure 6 This is a schematic diagram of the structure of the second switching module in one embodiment of the present invention;

[0027] Figure 7 This is a schematic diagram of a cycle mode for independent cooling of the battery pack and motor in one embodiment of the present invention;

[0028] Figure 8 This is a schematic diagram of a circulation mode in which the motor is cooled and the battery pack uses the motor's waste heat for heating in one embodiment of the present invention.

[0029] Figure 9 This is a schematic diagram of the cooling cycle mode in the passenger cabin in one embodiment of the present invention;

[0030] Figure 10 This is a schematic diagram of the circulation mode for heating in the passenger cabin in one embodiment of the present invention;

[0031] Figure 11 This is a schematic diagram of the circulation mode in which the heat pump heat exchange circuit participates in the cooling of the battery pack in one embodiment of the present invention;

[0032] Figure 12 This is a schematic diagram of a cyclic mode in which the passenger compartment and the battery pack are cooled simultaneously in one embodiment of the present invention.

[0033] Figure 13 This is a schematic diagram of the circulation mode in which the heat pump heat exchange circuit participates in the battery pack insulation in one embodiment of the present invention;

[0034] Figure 14 This is a schematic diagram of a circulation mode in which the passenger cabin and the battery pack are heated simultaneously in one embodiment of this utility model.

[0035] Component designation explanation

[0036] 810. Battery heat exchange circuit; 811. First suction device; 812. Battery pack; 813. Battery heat exchanger; 820. Motor heat exchange circuit; 821. Second main pipeline; 8211. Motor assembly; 8212. Second suction device; 822. External heat exchange branch; 8221. Second external heat exchanger; 823. Circulation branch; 830. Heat pump heat exchange circuit; 831. First main pipeline; 8311. First series branch; 8312. First external heat exchanger; 8313. Second series branch; 8314. Compressor; 8315. Gas-liquid separator; 832. Internal heat exchange branch; 8321. Internal heat exchanger; 833. Battery heat exchange branch; 840. First switching module; 8401. First end; 8402. Second end; 8403. Third end; 8404, First channel; 8405, First valve; 8406, Second channel; 8407, Second valve; 8408, Third channel; 8409, Third valve; 8410, Fourth valve; 850, Second switching module; 8501, Fourth terminal; 8502, Fifth terminal; 8503, Sixth terminal; 8504, Seventh terminal; 8505, Eighth terminal; 8506, Fourth channel; 8507, Fifth valve; 8508, Fifth channel; 8509, Sixth valve; 8510, Sixth channel; 8511, Seventh valve; 8512, Seventh channel; 8513, Eighth valve; 8514, Ninth valve; 8515, Eighth channel; 860, Second switching mechanism; 870, Third switching mechanism; 880, Cooling fan; 890, Blower. Detailed Implementation

[0037] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. It should also be understood that the terminology used in the embodiments of this utility model is for describing specific implementation schemes and not for limiting the scope of protection of this utility model. Test methods in the following embodiments that do not specify specific conditions are generally performed under conventional conditions or according to the conditions recommended by the respective manufacturers.

[0038] When numerical ranges are given in the embodiments, it should be understood that, unless otherwise specified in this invention, both endpoints of each numerical range and any value between the two endpoints may be selected. Unless otherwise defined, all technical and scientific terms used in this invention, as well as the prior art known to those skilled in the art and the description of this invention, may be implemented using any prior art methods, equipment, and materials similar to or equivalent to those in the embodiments of this invention.

[0039] It should be noted that the terms such as "upper", "lower", "left", "right", "middle" and "one" used in this specification are only for clarity of description and are not intended to limit the scope of implementation of this utility model. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered as within the scope of implementation of this utility model.

[0040] Please see Figure 1 and Figure 2 On one hand, this utility model provides a vehicle thermal management system that achieves integrated management of the battery heat exchange circuit, motor heat exchange circuit, and heat pump heat exchange circuit. It overcomes the limitations of insufficient efficiency and energy waste inherent in single heat exchange circuits, utilizing the heat exchange interaction between these circuits to maintain the operating temperature of the motor components and battery pack within a reasonable range, thereby ensuring that the vehicle's power output is always at its optimal state. This vehicle thermal management system significantly reduces the cost, weight, and volume of thermal management systems while effectively improving the vehicle's energy utilization rate.

[0041] Please see Figure 1 and Figure 2 The vehicle thermal management system includes a battery heat exchange circuit 810, a motor heat exchange circuit 820, a heat pump heat exchange circuit 830, a first switching mechanism, and a second switching mechanism 860.

[0042] Please see Figure 1 and Figure 2 The battery heat exchange circuit 810 is heat-exchange connected to the battery pack 812 and cools the battery pack 812 through refrigerant circulation. The battery heat exchange circuit 810 includes a first suction device 811, the battery pack 812, and a battery heat exchanger 813. The first suction device 811, the battery pack 812, and the battery heat exchanger 813 are connected in series via pipelines to form a loop. The outlet end of the first suction device 811 is connected to the inlet end of the heat exchange pipeline inside the battery pack 812, the outlet end of the heat exchange pipeline inside the battery pack 812 is connected to the inlet end of the battery heat exchanger 813, and the outlet end of the battery heat exchanger 813 is connected to the inlet end of the first suction device 811. The first suction device 811 can be any device that can provide power for the refrigerant to circulate within the battery heat exchange circuit 810. For example, in some embodiments, the refrigerant is water, and the first suction device 811 is an electric water pump.

[0043] like Figure 7 As shown, the battery heat exchange circuit 810 utilizes refrigerant self-circulation to cool the battery pack 812. The first suction device 811 drives the refrigerant to circulate in the battery heat exchange circuit 810. The self-circulation route of the refrigerant in the battery heat exchange circuit 810 is: first suction device 811 → battery pack 812 → battery heat exchanger 813 → first suction device 811. Specifically, the first suction device 811 drives the refrigerant to flow in the pipeline. When the flowing refrigerant passes through the battery pack 812, it absorbs the heat from the battery pack 812. Then, when it passes through the battery heat exchanger 813, it dissipates the heat to the outside air. Finally, it returns to the first suction device 811 for the next cycle, thus completing the continuous cooling of the battery pack 812.

[0044] Please see Figure 2 and Figure 7 The motor heat exchange circuit 820 is heat-exchange connected to the motor assembly 8211 and cools the motor assembly 8211 through refrigerant circulation. The motor heat exchange circuit 820 includes a second suction device 8212, the motor assembly 8211, and a second external heat exchanger 8221. The second suction device 8212, the motor assembly 8211, and the second external heat exchanger 8221 are connected in series via pipelines to form a circuit. The outlet end of the second suction device 8212 is connected to the inlet end of the heat exchange pipeline on the motor assembly 8211, the outlet end of the heat exchange pipeline on the motor assembly 8211 is connected to the inlet end of the second external heat exchanger 8221, and the outlet end of the second external heat exchanger 8221 is connected to the inlet end of the second suction device 8212. The second suction device 8212 can be any device that can provide power for the refrigerant to circulate within the motor heat exchange circuit 820. For example, in some embodiments, the refrigerant is water, and the second suction device 8212 is an electric water pump.

[0045] like Figure 7 As shown, the motor heat exchange circuit 820 utilizes refrigerant self-circulation to cool the motor assembly 8211. The second suction device 8212 drives the refrigerant circulation within the motor heat exchange circuit 820. The refrigerant's self-circulation route within the motor heat exchange circuit 820 is: second suction device 8212 → motor assembly 8211 → second external heat exchanger 8221 → second suction device 8212. Specifically, the second suction device 8212 drives the refrigerant flow in the pipeline. The flowing refrigerant absorbs heat from the motor assembly 8211 when passing through it, then dissipates the heat to the outside air when passing through the second external heat exchanger 8221, and finally returns to the second suction device 8212 for the next cycle, thus completing the continuous cooling of the motor assembly 8211.

[0046] Please see Figure 2 and Figure 12The heat pump heat exchange circuit 830 includes a first main pipeline 831, an in-cabin heat exchange branch 832, and a battery heat exchange branch 833. A compressor 8314, a gas-liquid separator 8315, and a first external heat exchanger 8312 are connected in series on the first main pipeline 831. The in-cabin heat exchange branch 832 is connected in parallel with the battery heat exchange branch 833. The parallel in-cabin heat exchange branch 832 and the battery heat exchange branch 833 are connected in series with the first main pipeline 831. An in-cabin heat exchanger 8321 is provided on the in-cabin heat exchange branch 832. The battery heat exchange branch 833 is heat exchanged with the battery heat exchange circuit 810. For example, in one embodiment, the battery heat exchange branch 833 is heat exchanged with the battery heat exchanger 813.

[0047] Please see Figure 2 and Figure 12 A first switching mechanism is located between the first main pipeline 831 and the parallel-connected cabin heat exchange branch 832 and battery heat exchange branch 833. The parallel-connected cabin heat exchange branch 832 and battery heat exchange branch 833 are connected in series to the first main pipeline 831 via the first switching mechanism. The first switching mechanism allows the first main pipeline 831 to selectively connect to either the cabin heat exchange branch 832 or the battery heat exchange branch 833, or simultaneously to both. Figure 10 As shown, when the first main pipeline 831 is connected to the cabin heat exchange branch 832, the compressor 8314, gas-liquid separator 8315, first external heat exchanger 8312, and cabin heat exchanger 8321 are connected in series to form a loop. The compressor 8314 causes the refrigerant to circulate in the loop formed by the first main pipeline 831 and the cabin heat exchange branch 832. Under the action of refrigerant circulation, the cabin heat exchanger 8321 and the first external heat exchanger 8312 exchange heat to achieve cooling and heating in the crew cabin. Figure 11 As shown, when the first main pipeline 831 is connected to the battery heat exchange branch 833, the compressor 8314, gas-liquid separator 8315, first external heat exchanger 8312, and battery heat exchanger 813 are connected in series to form a loop. The compressor 8314 causes the refrigerant to circulate in the loop formed by the first main pipeline 831 and the battery heat exchange branch 833. Under the action of refrigerant circulation, the battery heat exchanger 813 exchanges heat with the first external heat exchanger 8312, so that the heat pump heat exchange circuit 830 participates in the cooling and heat preservation process of the battery pack 812 by the battery heat exchange circuit 810.

[0048] Please see Figure 2 The first switching mechanism is also used to guide the refrigerant in the heat pump heat exchange circuit 830 to switch between the forward and reverse cycles.

[0049] like Figure 9 , Figure 11 and Figure 12As shown, the heat pump heat exchange circuit 830 uses the positive circulation of refrigerant to cool the crew compartment and / or the battery heat exchange circuit 810. The first switching mechanism connects the refrigerant outlet of the battery heat exchanger 813 and the cabin heat exchanger 8321 to the refrigerant inlet of the gas-liquid separator 8315, the refrigerant outlet of the gas-liquid separator 8315 to the refrigerant inlet of the compressor 8314, and the refrigerant outlet of the compressor 8314 to the refrigerant inlet of the first external heat exchanger 8312. The above connection method can guide the refrigerant in the heat pump heat exchange circuit 830 in a positive circulation. The positive circulation flow route of the refrigerant in the heat pump heat exchange circuit 830 is as follows: gas-liquid separator 8315 → compressor 8314 → first external heat exchanger 8312 → internal heat exchanger 8321 / battery heat exchanger 813 → gas-liquid separator 8315. Specifically, the compressor 8314 extracts gaseous refrigerant from the gas-liquid separator 8315, compresses the refrigerant into high-temperature and high-pressure vapor, and provides power for the refrigerant to flow in the circuit. When the gaseous refrigerant flows through the first external heat exchanger 8312, it releases heat to the outside and liquefies from high-temperature and high-pressure vapor into high-pressure liquid. After depressurization, the liquid refrigerant absorbs heat from the outside when it flows through the internal heat exchanger 8321 or the battery heat exchanger 813, evaporates from liquid to gas, and flows into the gas-liquid separator 8315. Under the action of refrigerant positive circulation, the heat of the in-cabin heat exchanger 8321 and / or battery heat exchanger 813 is carried away by the refrigerant and released to the outside at the first external heat exchanger 8312, thereby completing the cooling of the battery pack 812 and the crew cabin.

[0050] like Figure 10 , Figure 13 and Figure 14As shown, the heat pump heat exchange circuit 830 uses the reverse circulation of refrigerant to keep the crew cabin and / or battery heat exchange circuit 810 warm. The first switching mechanism connects the refrigerant outlet of the first external heat exchanger 8312 to the refrigerant inlet of the gas-liquid separator 8315, the refrigerant outlet of the gas-liquid separator 8315 to the refrigerant inlet of the compressor 8314, and the refrigerant outlet of the compressor 8314 to the refrigerant inlets of the battery heat exchanger 813 and the internal heat exchanger 8321. The reverse circulation route of the refrigerant in the heat pump heat exchange circuit 830 is as follows: gas-liquid separator 8315 → compressor 8314 → in-cabin heat exchanger 8321 / battery heat exchanger 813 → first external heat exchanger 8312 → gas-liquid separator 8315. Specifically, the compressor 8314 extracts gaseous refrigerant from the gas-liquid separator 8315, compresses the refrigerant into high-temperature and high-pressure vapor, and provides power for the refrigerant to flow in the circuit. When the gaseous refrigerant flows through the in-cabin heat exchanger 8321 or the battery heat exchanger 813, it releases heat to the outside and liquefies from high-temperature and high-pressure vapor to high-pressure liquid. When the liquid refrigerant flows through the first external heat exchanger 8312, it absorbs heat from the outside, evaporates from liquid to gas, and flows into the gas-liquid separator 8315. Under the action of refrigerant reverse circulation, the refrigerant absorbs heat from the outside at the first external heat exchanger 8312 and releases heat at the internal heat exchanger 8321 and / or battery heat exchanger 813 to complete the heating of the crew cabin and / or battery pack 812.

[0051] Please see Figure 2 , Figure 7 and Figure 8 The second switching mechanism 860 is disposed between the battery heat exchange circuit 810 and the motor heat exchange circuit 820. The second switching mechanism 860 is used to selectively connect or disconnect the motor heat exchange circuit 820 from the battery heat exchange circuit 810. When the motor heat exchange circuit 820 and the battery heat exchange circuit 810 are connected in series to form a circuit, the motor heat exchange circuit 820 participates in the heat exchange process of the battery heat exchange circuit 810 through refrigerant circulation. For example, when the weather is cold and the battery pack 812 needs to be insulated, the series connection of the motor heat exchange circuit 820 and the battery heat exchange circuit 810 forms a circuit. During the circulation process, the refrigerant absorbs the waste heat from the motor assembly 8211 and releases heat at the battery pack 812 to insulate the battery pack 812. When the second switching mechanism 860 can also disconnect the motor heat exchange circuit 820 from the battery heat exchange circuit 810, the motor heat exchange circuit 820 and the battery heat exchange circuit 810 independently circulate the refrigerant.

[0052] like Figure 7 and Figure 8As shown, in some embodiments, the motor heat exchange circuit 820 includes a second main pipeline 821, an external heat exchange branch 822, and a circulation branch 823. A second suction device 8212 and a motor assembly 8211 are connected in series on the second main pipeline 821. The external heat exchange branch 822 and the circulation branch 823 are connected in parallel. The parallel external heat exchange branch 822 and the circulation branch 823 are connected in series with the second main pipeline 821 through a third switching mechanism 870. A second external heat exchanger 8221 is provided on the external heat exchange branch 822, while the circulation branch 823 does not have a heat exchanger. The second switching mechanism 860 is located between the second main pipeline 821 and the battery heat exchange circuit 810. The second switching mechanism 860 is located on the outlet side of the heat exchange pipeline in the motor assembly 8211 and the inlet side of the heat exchange pipeline in the battery pack 812. The second switching mechanism 860 connects or disconnects the second main pipeline 821 from the battery heat exchange circuit 810. The third switching mechanism 870 allows the second main pipeline 821 to be connected to either the external heat exchange branch 822 or the circulation branch 823. For example... Figure 7 As shown, when the second main pipeline 821 is connected in series with the external heat exchange branch 822, the second suction device 8212, the motor assembly 8211, and the second external heat exchanger 8221 form a loop in series. Under the action of refrigerant circulation, the second external heat exchanger 8221 absorbs heat and cools the motor assembly 8211. Figure 8 As shown, when the second main pipeline 821 is connected in series with the circulation branch 823, the second suction device 8212 and the motor assembly 8211 are connected in series, and the motor heat exchange circuit 820 does not dissipate heat from the motor assembly 8211 through the second external heat exchanger 8221.

[0053] like Figure 7 and Figure 8 As shown, the second switching mechanism 860 and the third switching mechanism 870 cooperate to switch between the series circulation mode and the self-circulation mode of the motor heat exchange circuit 820 and the battery heat exchange circuit 810. Figure 7 As shown, when the motor heat exchange circuit 820 and the battery heat exchange circuit 810 independently perform self-circulation, the second switching mechanism 860 independently connects the second main pipeline 821 and the battery heat exchange circuit 810, thereby disconnecting the second main pipeline 821 from the battery heat exchange circuit 810. Figure 8As shown, when the motor heat exchange circuit 820 and the battery heat exchange circuit 810 are in series circulation mode, the second switching mechanism 860 connects the battery heat exchange circuit 810 in series with the second main pipeline 821, and the third switching mechanism 870 connects the second main pipeline 821 with the circulation branch 823. With the cooperation of the second switching mechanism 860 and the third switching mechanism 870, the second main pipeline 821, the battery heat exchange circuit 810, and the circulation branch 823 are connected in series to form a loop. The circulation route of the refrigerant in the series loop of the motor heat exchange circuit 820 and the battery heat exchange circuit 810 is as follows: second suction device 8212 → motor assembly 8211 → second switching mechanism 860 → battery pack 812 → battery heat exchanger 813 → first suction device 811 → second switching mechanism 860 → third switching mechanism 870 → second suction device 8212. Specifically, the second suction device 8212 drives the refrigerant in the pipeline to flow. The flowing refrigerant absorbs heat from the motor assembly 8211 as it passes through it. Then, guided by the second switching mechanism 860, the refrigerant flows into the battery heat exchange circuit 810. As it passes through the battery pack 812, the refrigerant releases the residual heat absorbed from the motor assembly 8211 to insulate the battery pack 812. Finally, guided by the second switching mechanism 860, the refrigerant returns to the second main pipeline 821 and, guided by the third switching mechanism 870, returns to the second suction device 8212 via the circulation branch 823 for the next cycle. Furthermore, since the second main pipeline 821 is only connected to the circulation branch 823, the residual heat from the motor carried by the refrigerant is prevented from being released and wasted at the second external heat exchanger 8221, thereby improving the insulation efficiency of the motor heat exchange circuit 820 and the battery heat exchange circuit 810 for the battery pack 812.

[0054] Please see Figures 2 to 6 In some embodiments, the first switching mechanism includes a first switching module 840 and a second switching module 850. The first switching module 840 is disposed at one end of the in-cabin heat exchange branch 832 and the battery heat exchange branch 833, and the second switching module 850 is disposed at the other end of the in-cabin heat exchange branch 832 and the battery heat exchange branch 833. The first switching module 840 allows the first main pipeline 831 to selectively connect with either the in-cabin heat exchange branch 832 or the battery heat exchange branch 833 to form a loop, or simultaneously connect with both the in-cabin heat exchange branch 832 and the battery heat exchange branch 833 to form a loop. The second switching module 850 guides the refrigerant in the heat pump heat exchange loop 830 to switch between forward and reverse circulation. The second switching module 850 allows the in-cabin heat exchange branch 832 and / or the battery heat exchange branch 833 to connect to the first main pipeline 831 along the forward or reverse circulation direction of the refrigerant.

[0055] like Figures 2 to 4As shown, in some embodiments, the first switching module 840 is provided with a refrigerant channel and a first end 8401, a second end 8402, and a third end 8403 connected through the refrigerant channel. The first end 8401 is connected to the first main pipeline 831. The first end 8401 is connected to the second end 8402 through a first channel 8404. The first end 8401 is connected to the third end 8403 through a second channel 8406. The first channel 8404 and the second channel 8406 are connected in parallel. The second end 8402 is connected to the cabin heat exchange branch 832, and the third end 8403 is connected to the battery heat exchange branch 833. A first valve 8405 is provided on the first channel 8404. The first valve 8405 can be an electromagnetic expansion valve to simultaneously perform the functions of throttling and depressurization and controlling on / off. The second channel 8406 is equipped with a second valve 8407, which can be a one-way shut-off valve. When the second valve 8407 is a one-way shut-off valve, only refrigerant flowing in the positive circulation direction is allowed to pass through.

[0056] like Figure 2 and Figure 4 As shown, with the first switching module 840 connected, one end of the first main pipeline 831 is connected to the cabin heat exchange branch 832 via the first channel 8404, and to the battery heat exchange branch 833 via the second channel 8406. The first switching module 840 controls the connection between the first main pipeline 831 and the cabin heat exchange branch 832 and / or the battery heat exchange branch 833 by adjusting the opening and closing of the first valve 8405 and the second valve 8407. For example, when the first valve 8405 is open and the second valve 8407 is closed, the first main pipeline 831 is only connected to the cabin heat exchange branch 832; when the second valve 8407 is open and the first valve 8405 is closed, the first main pipeline 831 is only connected to the battery heat exchange branch 833; when the first valve 8405 and the second valve 8407 are both open, the first main pipeline 831 is simultaneously connected to both the cabin heat exchange branch 832 and the battery heat exchange branch 833.

[0057] In addition, such as Figures 2 to 4As shown, in some embodiments, the refrigerant channel of the first switching module 840 further includes a third channel 8408. The third channel 8408 can serve as a spare channel connecting the first end 8401 and the third end 8403. The two ends of the third channel 8408 are respectively connected to the first channel 8404 and the second channel 8406. The connection end of the third channel 8408 and the first channel 8404 is located between the first valve 8405 and the second end 8402. The connection end of the third channel 8408 and the second channel 8406 is located between the second valve 8407 and the third end 8403. The third channel 8408 is provided with a third valve 8409 and a fourth valve 8410. The third valve 8409 can be an electronic expansion valve, and the fourth valve 8410 can be a one-way shut-off valve. When the fourth valve 8410 is a one-way shut-off valve, only refrigerant flowing in the positive circulation direction can pass through.

[0058] like Figures 2 to 6 as well as Figures 9 to 14 As shown, in some embodiments, the first main pipeline 831 includes a first series branch 8311 and a second series branch 8313 connected in series. A first external heat exchanger 8312 is provided on the first series branch 8311, and a compressor 8314 and a gas-liquid separator 8315 are provided on the second series branch 8313. The refrigerant outlet of the gas-liquid separator 8315 is connected to the refrigerant inlet of the compressor 8314. The first switching module 840 is located between the first series branch 8311, the in-cabin heat exchange branch 832, and the battery heat exchange branch 833. The first end 8401 of the first switching module 840 is connected to the first series branch 8311, the second end 8402 of the first switching module 840 is connected to the in-cabin heat exchange branch 832, and the third end 8403 of the first switching module 840 is connected to the battery heat exchange branch 833. A first valve 8405 is provided on the first channel 8404 between the first end 8401 and the second end 8402, and a second valve 8407 is provided on the second channel 8406 between the first end 8401 and the third end 8403. The second switching module 850 is located between the first series branch 8311, the second series branch 8313, the in-cabin heat exchange branch 832, and the battery heat exchange branch 833. The second switching module 850 is connected at one end to the first series branch 8311 and the second series branch 8313, and at the other end to the in-cabin heat exchange branch 832 and the battery heat exchange branch 833. Figures 10 to 12As shown, the second switching module 850 can guide the in-cabin heat exchange branch 832 and / or the battery heat exchange branch 833 to the inlet end of the second series branch 8313 (i.e., the refrigerant inlet end of the gas-liquid separator 8315), and guide the first series branch 8311 to the outlet end of the second series branch 8313 (i.e., the refrigerant outlet end of the compressor 8314), thereby switching the operating mode of the heat pump heat exchange circuit 830 to the refrigerant positive circulation cooling mode. The refrigerant's positive circulation flow path in the heat pump heat exchange circuit 830 is: gas-liquid separator 8315 → compressor 8314 → first external heat exchanger 8312 → in-cabin heat exchanger 8321 / battery heat exchanger 813 → gas-liquid separator 8315. Figure 9 , Figure 13 and Figure 14 As shown, the second switching module 850 can guide the first series branch 8311 to the inlet end of the second series branch 8313 (i.e., the refrigerant inlet end of the gas-liquid separator 8315), and guide the in-cabin heat exchange branch 832 and / or the battery heat exchange branch 833 to the outlet end of the second series branch 8313 (i.e., the refrigerant outlet end of the compressor 8314), thereby switching the working mode of the heat pump heat exchange circuit 830 to the refrigerant reverse circulation heating mode. The refrigerant reverse circulation flow route in the heat pump heat exchange circuit 830 is gas-liquid separator 8315 → compressor 8314 → in-cabin heat exchanger 8321 / battery heat exchanger 813 → first external heat exchanger 8312 → gas-liquid separator 8315.

[0059] like Figure 2 , Figure 5 and Figure 6As shown, the second switching module 850 is provided with a refrigerant channel and a fourth terminal 8501, a fifth terminal 8502, a sixth terminal 8503, a seventh terminal 8504, and an eighth terminal 8505 connected through the refrigerant channel. The fourth terminal 8501 is configured to connect to the first series branch 8311, the fifth terminal 8502 is connected to one end of the second series branch 8313, and the sixth terminal 8503 is connected to the other end of the second series branch 8313. The fourth terminal 8501 can be selectively connected to the fifth terminal 8502 or the sixth terminal 8503 through the refrigerant channel, so that the first series branch 8311 can be selectively connected to the refrigerant inlet or refrigerant outlet of the second series branch 8313; the seventh terminal 8504... The configuration is to connect to the in-cabin heat exchange branch 832, and the eighth terminal 8505 is configured to connect to the battery heat exchange branch 833. The seventh terminal 8504 and the eighth terminal 8505 are connected through a refrigerant channel, and two branch channels are provided on the refrigerant channel connecting the seventh terminal 8504 and the eighth terminal 8505. The two branch channels are connected to the fifth terminal 8502 and the sixth terminal 8503 in a one-to-one correspondence. Therefore, the seventh terminal 8504 and / or the eighth terminal 8505 can be connected to the fifth terminal 8502 or the sixth terminal 8503 through the refrigerant channel, so that the battery heat exchange branch 833 and / or the in-cabin heat exchange branch 832 can be connected to the refrigerant inlet or refrigerant outlet of the second series branch 8313.

[0060] like Figures 9 to 14 As shown, the second switching module 850 switches the refrigerant in the heat pump heat exchange circuit 830 between forward and reverse circulation by adjusting the connection between the various ports. Figures 10 to 12 As shown, when the second switching module connects the fourth terminal 8501 to the sixth terminal 8503 (i.e., the first series branch 8311 is connected to the outlet of the second series branch 8313), and connects the fifth terminal 8502 to the seventh terminal 8504 and / or the eighth terminal 8505 (i.e., the cabin heat exchange branch 832 and / or the battery heat exchange branch 833 are connected to the inlet of the second series branch 8313), the second switching module 850 guides the refrigerant to circulate positively in the heat pump heat exchange circuit 830, wherein, The refrigerant's forward circulation path in the heat pump heat exchange circuit 830 is: gas-liquid separator 8315 → compressor 8314 → first external heat exchanger 8312 → internal heat exchanger 8321 / battery heat exchanger 813 → gas-liquid separator 8315. During the forward circulation process, the refrigerant will transfer the heat absorbed at the internal heat exchanger 8321 and / or battery heat exchanger 813 to the first external heat exchanger 8312 and release it to the outside, thereby completing the cooling of the crew cabin and / or battery pack 812. Figure 9 , Figure 13 and Figure 14As shown, when the second switching module connects the fourth terminal 8501 with the fifth terminal 8502 (i.e., the first series branch 8311 is connected to the inlet of the second series branch 8313), and connects the sixth terminal 8503 with the seventh terminal 8504 and / or the eighth terminal 8505 (i.e., the cabin heat exchange branch 832 and / or the battery heat exchange branch 833 are connected to the outlet of the second series branch 8313), the second switching module 850 guides the refrigerant to circulate counter-currently in the heat pump heat exchange circuit 830. In the heat pump heat exchange circuit 830, the refrigerant flows in a reverse circulation path as follows: gas-liquid separator 8315 → compressor 8314 → in-cabin heat exchanger 8321 / battery heat exchanger 813 → first external heat exchanger 8312 → gas-liquid separator 8315. During the reverse circulation process, the refrigerant absorbs external heat at the first external heat exchanger 8312 and transports it to the in-cabin heat exchanger 8321 and / or battery heat exchanger 813 for release, thereby completing the heating of the crew cabin and / or battery pack 812.

[0061] like Figures 5 to 6 The refrigerant channel structure within the second switching module 850 is further illustrated below. The refrigerant channels within the second switching module 850 include a fourth channel 8506, a fifth channel 8508, a sixth channel 8510, a seventh channel 8512, and an eighth channel 8515. The two ends of the fourth channel 8506 are connected to the fourth terminal 8501 and the fifth terminal 8502, respectively. The two ends of the fifth channel 8508 are connected to the seventh terminal 8504 and the eighth terminal 8505, respectively. The two ends of the sixth channel 8510 are connected to the fourth channel 8506 and the fifth channel 8508, respectively. The two ends of the seventh channel 8512 are connected to the fourth channel 8506 and the fifth channel 8508, respectively. One end of the eighth channel 8515 is connected to the seventh channel 8512, and the other end of the eighth channel 8515 is connected to the sixth terminal 8503. The fifth valve 8507 is installed on the fourth channel 8506, the sixth valve 8509 is installed on the fifth channel 8508, the seventh valve 8511 is installed on the sixth channel 8510, and the eighth valve 8513 and the ninth valve 8514 are installed on the seventh channel 8512. The eighth valve 8513 and the ninth valve 8514 are located on both sides of the eighth channel 8515. The eighth valve 8513 is located between the fourth end 8501 and the eighth channel 8515, and the ninth valve 8514 is located between the seventh end 8504 and the eighth channel 8515.

[0062] like Figures 9 to 14 As shown, the second switching module 850 guides the refrigerant in the heat pump heat exchange circuit 830 to circulate in a forward or reverse manner by adjusting the opening and closing of the fifth valve 8507, the sixth valve 8509, the seventh valve 8511, the eighth valve 8513, and the ninth valve 8514.

[0063] like Figure 9 , Figure 13and Figure 14 As shown, when the fifth valve 8507 and the ninth valve 8514 are open, and the sixth valve 8509, the seventh valve 8511, and the eighth valve 8513 are closed, the fourth end 8501 is connected to the fifth end 8502 through the fourth channel 8506, so that the first series branch 8311 is connected to the inlet end of the second series branch 8313. The seventh end 8504 is connected to the sixth end 8503 through the fifth channel 8508, the seventh channel 8512, and the eighth channel 8515, so that the in-cabin heat exchange branch 832 is connected to the outlet end of the second series branch 8313. Under the above-mentioned refrigerant channel connection relationship, the first series branch 8311, the second series branch 8313, and the in-cabin heat exchange branch 832 are connected in series in the refrigerant counter-circulation direction to form a loop. In addition, when the sixth valve 8509 is opened, the eighth end 8505 is also connected to the sixth end 8503 through the fifth channel 8508, the seventh channel 8512 and the eighth channel 8515. The in-cabin heat exchange branch 832 and the battery heat exchange branch 833 are simultaneously connected to the outlet end of the second series branch 8313, so that the first series branch 8311, the second series branch 8313 and the parallel in-cabin heat exchange branch 832 and the battery heat exchange branch 833 are connected in series in the direction of refrigerant counter-circulation to form a loop.

[0064] like Figures 10 to 12 As shown, when the seventh valve 8511 and the eighth valve 8513 are open, and the fifth valve 8507, the sixth valve 8509, and the ninth valve 8514 are closed, the fourth end 8501 is connected to the sixth end 8503 through the fourth channel 8506, the seventh channel 8512, and the eighth channel 8515, so that the first series branch 8311 is connected to the outlet end of the second series branch 8313. The eighth end 8505 is connected to the fifth end 8502 through the fifth channel 8508, the sixth channel 8510, and the fourth channel, so that the battery heat exchange branch 833 is connected to the inlet end of the second series branch 8313. Under the above refrigerant channel connection relationship, the first series branch 8311, the second series branch 8313, and the battery heat exchange branch 833 are connected in series in the refrigerant positive circulation direction to form a loop. Furthermore, when the sixth valve 8509 is opened, the seventh end 8504 is connected to the fifth end 8502 through the fifth channel 8508, the sixth channel 8510 and the fourth channel. The in-cabin heat exchange branch 832 and the battery heat exchange branch 833 are simultaneously connected to the inlet end of the second series branch 8313, so that the first series branch 8311, the second series branch 8313 and the parallel in-cabin heat exchange branch 832 and the battery heat exchange branch 833 are connected in series along the refrigerant positive circulation direction to form a loop.

[0065] like Figure 9As shown, when the first valve 8405, the fifth valve 8507, and the ninth valve 8514 are open, and the second valve 8407, the sixth valve 8509, the seventh valve 8511, and the eighth valve 8513 are closed, the first end 8401 is connected to the second end 8402 through the first channel 8404, so that the first series branch 8311 is connected to the in-cabin heat exchange branch 832; the fourth end 8501 is connected to the fifth end 8502 through the fourth channel 8506, so that the first series branch 8311 is connected to the inlet end of the second series branch 8313; the seventh end 8504 is connected to the sixth end 8503 through the fifth channel 8508, the seventh channel 8512, and the eighth channel 8515, so that the in-cabin heat exchange branch 832 is connected to the outlet end of the second series branch 8313. At this time, the first main pipeline 831 and the in-cabin heat exchange branch 832 are connected in series to form a loop, and guide the refrigerant to flow in reverse circulation in the heat pump heat exchange loop 830. The refrigerant's reverse circulation path in the heat pump heat exchange circuit 830 is as follows: second series branch 8313 (gas-liquid separator 8315, compressor 8314) → eighth channel 8515 → seventh channel 8512 → fifth channel 8508 → in-cabin heat exchange branch 832 (in-cabin heat exchanger 8321) → first channel 8404 (first valve 8405) → first series branch 8311 (first external heat exchanger 8312) → fourth channel 8506 → second series branch 8313. During the reverse circulation process, the refrigerant absorbs external heat at the first external heat exchanger 8312 and transports it to the in-cabin heat exchanger 8321 for release, thus completing the heating of the crew cabin.

[0066] like Figure 13As shown, when the second valve 8407, the fifth valve 8507, the sixth valve 8509, and the ninth valve 8514 are open, and the first valve 8405, the seventh valve 8511, and the eighth valve 8513 are closed, the first end 8401 is connected to the third end 8403 through the second channel 8406, so that the first series branch 8311 is connected to the battery heat exchange branch 833; the fourth end 8501 is connected to the fifth end 8502 through the fourth channel 8506, so that the first series branch 8311 is connected to the inlet end of the second series branch 8313; the eighth end 8505 is connected to the sixth end 8503 through the fifth channel 8508, the seventh channel 8512, and the eighth channel 8515, so that the battery heat exchange branch 833 is connected to the outlet end of the second series branch 8313. At this time, the first main pipeline 831 and the battery heat exchange branch 833 are connected in series to form a loop, and guide the refrigerant to flow in reverse circulation in the heat pump heat exchange loop 830. The refrigerant's reverse circulation path in the heat pump heat exchange circuit 830 is as follows: second series branch 8313 (gas-liquid separator 8315, compressor 8314) → eighth channel 8515 → seventh channel 8512 → fifth channel 8508 → battery heat exchange branch 833 (battery heat exchanger 813) → second channel 8406 (second valve 8407) → first series branch 8311 (first external heat exchanger 8312) → fourth channel 8506 → second series branch 8313. During the reverse circulation process, the refrigerant absorbs external heat at the first external heat exchanger 8312 and transports it to the battery heat exchanger 813 for release. Then, the refrigerant in the battery heat exchange circuit 810 transports the heat released by the heat pump heat exchange circuit 830 to the battery pack 812 for heating and insulation.

[0067] like Figure 14As shown, when the first valve 8405, the second valve 8407, the fifth valve 8507, the sixth valve 8509, and the ninth valve 8514 are open, and the seventh valve 8511 and the eighth valve 8513 are closed, the first end 8401 is connected to the second end 8402 through the first channel 8404, and the first end 8401 is connected to the third end 8403 through the second channel 8406, so that the first series branch 8311 is connected to the cabin heat exchange branch 832 and the battery heat exchange branch 833; the fourth end 8501 is connected to the fourth... Channel 8506 connects to the fifth end 8502, allowing the first series branch 8311 to connect to the inlet of the second series branch 8313. The seventh end 8504 connects to the sixth end 8503 via the fifth channel 8508, the seventh channel 8512, and the eighth channel 8515. The eighth end 8505 connects to the sixth end 8503 via the fifth channel 8508, the seventh channel 8512, and the eighth channel 8515, allowing the in-cabin heat exchange branch 832 and the battery heat exchange branch 833 to connect to the outlet of the second series branch 8313. At this time, the first main pipeline 831, the in-cabin heat exchange branch 832, and the battery heat exchange branch 833 form a loop in series, guiding the refrigerant to circulate counter-currently in the heat pump heat exchange loop 830. The refrigerant's reverse circulation path in the heat pump heat exchange circuit 830 is as follows: Second series branch 8313 (gas-liquid separator 8315, compressor 8314) → Eighth channel 8515 → Seventh channel 8512 → Fifth channel 8508 → In-cabin heat exchange branch 832 (in-cabin heat exchanger 8321) → First channel 8404 (first valve 8405) → First series branch 8311 (first external heat exchanger 8312) → Fourth channel 8506 → The second series branch 8313, and the second series branch 8313 (gas-liquid separator 8315, compressor 8314) → eighth channel 8515 → seventh channel 8512 → fifth channel 8508 → battery heat exchange branch 833 (battery heat exchanger 813) → second channel 8406 (second valve 8407) → first series branch 8311 (first external heat exchanger 8312) → fourth channel 8506 → second series branch 8313. During the reverse circulation process, the refrigerant absorbs external heat at the first external heat exchanger 8312 and is transported to the internal heat exchanger 8321 and battery heat exchanger 813 for release, thereby completing the heating of the crew cabin and the insulation of the battery pack 812.

[0068] like Figure 10As shown, when the first valve 8405, the sixth valve 8509, the seventh valve 8511, and the eighth valve 8513 are open, and the second valve 8407, the fifth valve 8507, and the ninth valve 8514 are closed, the first end 8401 is connected to the second end 8402 through the first channel 8404, so that the first series branch 8311 is connected to the in-cabin heat exchange branch 832; the fourth end 8501 is connected to the sixth end 8503 through the fourth channel 8506, the seventh channel 8512, and the eighth channel 8515, so that the first series branch 8311 is connected to the outlet end of the second series branch 8313; the seventh end 8504 is connected to the fifth end 8502 through the fifth channel 8508, the sixth channel 8510, and the fourth channel 8506, so that the in-cabin heat exchange branch 832 is connected to the inlet end of the second series branch 8313. At this point, the first main pipeline 831 and the cabin heat exchange branch 832 are connected in series to form a loop, guiding the refrigerant to circulate in the heat pump heat exchange circuit 830. The refrigerant's positive circulation route in the heat pump heat exchange circuit 830 is as follows: second series branch 8313 (gas-liquid separator 8315, compressor 8314) → eighth channel 8515 → seventh channel 8512 → fourth channel 8506 → first series branch 8311 (first external heat exchanger 8312) → first channel 8404 (first valve 8405) → cabin heat exchange branch 832 (cabin heat exchanger 8321) → fifth channel 8508 → sixth channel 8510 → fourth channel 8506 → second series branch 8313. During the positive circulation process, the refrigerant absorbs heat at the cabin heat exchanger 8321 and is transported to the first external heat exchanger 8312 for release, thus completing the cooling of the crew cabin.

[0069] like Figure 11As shown, when the second valve 8407, the seventh valve 8511, and the eighth valve 8513 are open, and the first valve 8405, the fifth valve 8507, the sixth valve 8509, and the ninth valve 8514 are closed, the first end 8401 is connected to the third end 8403 through the second channel 8406, so that the first series branch 8311 is connected to the battery heat exchange branch 833; the fourth end 8501 is connected to the sixth end 8503 through the fourth channel 8506, the seventh channel 8512, and the eighth channel 8515, so that the first series branch 8311 is connected to the outlet end of the second series branch 8313; the eighth end 8505 is connected to the fifth end 8502 through the fifth channel 8508, the sixth channel 8510, and the fourth channel 8506, so that the battery heat exchange branch 833 is connected to the inlet end of the second series branch 8313. At this point, the first main pipeline 831 and the battery heat exchange branch 833 are connected in series to form a loop, guiding the refrigerant to circulate in the heat pump heat exchange circuit 830. The refrigerant's positive circulation route in the heat pump heat exchange circuit 830 is as follows: second series branch 8313 (gas-liquid separator 8315, compressor 8314) → eighth channel 8515 → seventh channel 8512 → fourth channel 8506 → first series branch 8311 (first external heat exchanger 8312) → second channel 8406 (second valve 8407) → battery heat exchange branch 833 (battery heat exchanger 813) → fifth channel 8508 → sixth channel 8510 → fourth channel 8506 → second series branch 8313. During the positive circulation process, the refrigerant absorbs heat at the battery heat exchanger 813 and is transported to the first external heat exchanger 8312 for release, participating in the cooling of the battery pack 812 by the battery heat exchange circuit 810.

[0070] like Figure 12As shown, when the first valve 8405, the second valve 8407, the sixth valve 8509, the seventh valve 8511, and the eighth valve 8513 are open, and the fifth valve 8507 and the ninth valve 8514 are closed, the first end 8401 is connected to the second end 8402 through the first channel 8404, and the first end 8401 is connected to the third end 8403 through the second channel 8406, so that the first series branch 8311 is connected to the cabin heat exchange branch 832 and the battery heat exchange branch 833; the fourth end 8501 is connected to the third end 8403 through the fourth channel 8506 and the seventh valve 8513. Channels 8512 and 8515 are connected to the sixth end 8503, allowing the first series branch 8311 to connect to the outlet of the second series branch 8313. The seventh end 8504 is connected to the fifth end 8502 via channels 8508, 8510, and 8506, and the eighth end 8505 is connected to the fifth end 8502 via channels 8508, 8510, and 8506, allowing the in-cabin heat exchange branch 832 and the battery heat exchange branch 833 to connect to the inlet of the second series branch 8313. At this time, the first main pipeline 831 is connected in series with the in-cabin heat exchange branch 832 and the battery heat exchange branch 833 to form a loop, guiding the refrigerant to circulate positively in the heat pump heat exchange loop 830. The refrigerant's forward circulation path in the heat pump heat exchange circuit 830 is as follows: Second series branch 8313 (gas-liquid separator 8315, compressor 8314) → Eighth channel 8515 → Seventh channel 8512 → Fourth channel 8506 → First series branch 8311 (first external heat exchanger 8312) → First channel 8404 (first valve 8405) → Internal heat exchange branch 832 (internal heat exchanger 8321) → Fifth channel 8508 → Sixth channel 8510 → Fourth channel 8506 → The second series branch 8313, and the second series branch 8313 (gas-liquid separator 8315, compressor 8314) → eighth channel 8515 → seventh channel 8512 → fourth channel 8506 → first series branch 8311 (first external heat exchanger 8312) → second channel 8406 (second valve 8407) → battery heat exchange branch 833 (battery heat exchanger 813) → fifth channel 8508 → sixth channel 8510 → fourth channel 8506 → second series branch 8313. During the positive circulation process, the refrigerant absorbs heat at the internal heat exchanger 8321 and the battery heat exchanger 813 and releases it at the first external heat exchanger 8312, so as to simultaneously complete the cooling of the crew compartment and the battery pack 812.

[0071] like Figure 2 , Figure 7 and Figure 13As shown, in some embodiments, the second switching mechanism 860 is a four-way valve, including a first interface, a second interface, a third interface, and a fourth interface. The motor heat exchange circuit 820 is connected to the first and second interfaces of the second switching mechanism 860, and the battery heat exchange circuit 810 is connected to the third and fourth interfaces of the second switching mechanism 860. When the battery heat exchange circuit 810 is cut off from the motor heat exchange circuit 820, the second switching mechanism 860 adjusts the connection relationship of the internal refrigerant channels, connecting the first interface with the second interface, and connecting the third interface with the fourth interface. When the battery heat exchange circuit 810 and the motor heat exchange circuit 820 switch from a cut-off state to a series connection state, the second switching mechanism 860 adjusts the connection relationship of the internal refrigerant channels, connecting the first interface with the third interface, and connecting the second interface with the fourth interface, thereby connecting the battery heat exchange circuit 810 and the motor heat exchange circuit 820 in series.

[0072] like Figure 2 As shown, in some embodiments, the third switching mechanism 870 is a three-way valve. The third switching mechanism 870 includes a fifth interface, a sixth interface, and a seventh interface. The fifth interface is connected to the second main pipeline 821, the sixth interface is connected to the external heat exchange branch 822, and the seventh interface is connected to the circulation branch 823. The third switching mechanism 870 switches the connection between the fifth interface and the sixth or seventh interface to allow the second main pipeline 821 to be selectively connected to either the external heat exchange branch 822 or the circulation branch 823.

[0073] like Figure 1 and Figure 2 As shown, in some implementations, the first external heat exchanger 8312 and the second external heat exchanger 8221 are located at the same position on the vehicle, arranged side by side. The vehicle thermal management system also includes a first cooling fan 880, which is located on one side of the first external heat exchanger 8312 and the second external heat exchanger 8221. The air outlet or air intake of the first cooling fan 880 faces the first external heat exchanger 8312 and the second external heat exchanger 8221, and the first cooling fan 880 can improve the heat exchange efficiency between the first external heat exchanger 8312 and the second external heat exchanger 8221 and the outside environment.

[0074] like Figure 2 As shown, in some embodiments, a blower 890 is provided on one side of the cabin heat exchanger 8321, and the air outlet or air intake of the blower 890 faces the cabin heat exchanger 8321 to improve the heat exchange efficiency between the cabin heat exchanger 8321 and the crew compartment.

[0075] The vehicle thermal management system includes at least the following operating modes:

[0076] like Figure 11 As shown, when the ambient temperature is higher than the first preset temperature and only the battery pack 812 needs cooling (i.e., when the cabin cooling mode is not activated), the battery heat exchange branch 833 is connected to the first main pipeline 831 in the positive circulation direction by adjusting the first switching mechanism. The refrigerant's positive circulation flow route in the heat pump heat exchange circuit 830 is: gas-liquid separator 8315 → compressor 8314 → first external heat exchanger 8312 → battery heat exchanger 813 → gas-liquid separator 8315. The refrigerant in the heat pump heat exchange circuit 830 circulates positively to absorb heat at the battery heat exchange circuit 810 (i.e., absorb heat at the battery heat exchanger 813) and dissipate heat at the first external heat exchanger 8312, thereby continuously cooling the battery pack 812 during the positive circulation process.

[0077] like Figure 10 As shown, when the ambient temperature is higher than the first preset temperature, and only the vehicle passenger compartment requires cooling, the first switching mechanism is adjusted to connect the passenger compartment heat exchange branch 832 to the first main pipeline 831 in the positive circulation direction. The refrigerant's positive circulation flow path in the heat pump heat exchange circuit 830 is: gas-liquid separator 8315 → compressor 8314 → first external heat exchanger 8312 → passenger compartment heat exchanger 8321 → gas-liquid separator 8315. The refrigerant in the heat pump heat exchange circuit 830 circulates positively to absorb heat at the passenger compartment heat exchanger 8321 and dissipate heat at the first external heat exchanger 8312, thereby continuously cooling the passenger compartment during the positive circulation process.

[0078] like Figure 9 As shown, when the ambient temperature is lower than the second preset temperature and heating is required in the vehicle's passenger compartment, the first switching mechanism is adjusted to connect the in-cabin heat exchange branch 832 to the first main branch 831 in a reverse circulation direction. The refrigerant's reverse circulation flow path in the heat pump heat exchange circuit 830 is: gas-liquid separator 8315 → compressor 8314 → in-cabin heat exchanger 8321 → first external heat exchanger 8312 → gas-liquid separator 8315. The refrigerant in the heat pump heat exchange circuit 830 absorbs heat from the outside at the first external heat exchanger 8312 and releases heat at the in-cabin heat exchanger 8321, thereby continuously heating the passenger compartment during the reverse circulation process.

[0079] like Figure 12As shown, when the ambient temperature is higher than the first preset temperature, and both the vehicle passenger compartment and the battery pack 812 require cooling (i.e., when the passenger compartment cooling mode is activated), the battery heat exchange branch 833 and the passenger compartment heat exchange branch 832 are connected to the first main pipeline 831 in the positive circulation direction by adjusting the first switching mechanism. The refrigerant's positive circulation flow route in the heat pump heat exchange circuit 830 is: gas-liquid separator 8315 → compressor 8314 → first external heat exchanger 8312 → internal heat exchanger 8321 / battery heat exchanger 813 → gas-liquid separator 8315. The refrigerant in the heat pump heat exchange circuit 830 circulates positively to absorb heat at the internal heat exchanger 8321 and the battery heat exchange circuit 810 (i.e., at the battery heat exchanger 813), and dissipates heat at the first external heat exchanger 8312, thereby continuously cooling the battery pack 812 and the passenger compartment during the positive circulation process.

[0080] like Figure 8 As shown, when the ambient temperature is lower than the second preset temperature and the battery pack 812 needs heating, the second switching mechanism 860 is adjusted to connect the battery heat exchange circuit 810 with the second main pipeline 821 of the motor heat exchange circuit 820, and the third switching mechanism 870 is adjusted to connect the second main pipeline 821 with the circulation branch 823. With the cooperation of the second switching mechanism 860 and the third switching mechanism 870, the second main pipeline 821, the battery heat exchange circuit 810 and the circulation branch 823 are connected in series to form a loop. The circulation route of the refrigerant in the series loop of the motor heat exchange circuit 820 and the battery heat exchange circuit 810 is as follows: second suction device 8212 → motor assembly 8211 → second switching mechanism 860 → battery pack 812 → battery heat exchanger 813 → first suction device 811 → second switching mechanism 860 → third switching mechanism 870 → second suction device 8212. During the circulation of the refrigerant in the series circuit of the motor heat exchange circuit 820 and the battery heat exchange circuit 810, the motor assembly 8211 absorbs the waste heat from the motor's operation and releases the absorbed waste heat at the battery pack 812, thereby achieving heat preservation of the battery pack 812 in cold environments.

[0081] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

Claims

1. A vehicle thermal management system, characterized in that, include: The battery heat exchange circuit is connected to the battery pack. The motor heat exchange circuit is connected to the motor assembly; A heat pump heat exchange circuit includes a first main pipeline, an in-cabin heat exchange branch and a battery heat exchange branch. The in-cabin heat exchange branch and the battery heat exchange branch are connected in parallel on the first main pipeline. An in-cabin heat exchanger is provided on the in-cabin heat exchange branch. The battery heat exchange branch is heat exchanged with the battery heat exchange circuit. A first switching mechanism is disposed between the first main pipeline and the parallel-connected cabin heat exchange branch and the battery heat exchange branch. The first switching mechanism connects the first main pipeline with the cabin heat exchange branch and / or the battery heat exchange branch to form a loop, and guides the heat pump heat exchange loop to switch between positive and negative circulation. A second switching mechanism is disposed between the battery heat exchange circuit and the motor heat exchange circuit. The second switching mechanism connects or disconnects the motor heat exchange circuit from the battery heat exchange circuit.

2. The vehicle thermal management system according to claim 1, characterized in that, The first switching mechanism includes a first switching module and a second switching module. The first switching module connects the first main pipeline with the in-cabin heat exchange branch and / or the battery heat exchange branch to form a loop. The second switching module guides the heat pump heat exchange loop to switch between positive and negative circulation.

3. The vehicle thermal management system according to claim 2, characterized in that, The first switching module includes a first end, a second end, and a third end. The first end is connected to the second end through a first channel, and the first end is connected to the third end through a second channel. The first end is connected to the first main pipeline, the second end is connected to the heat exchange branch in the cabin, and the third end is connected to the heat exchange branch of the battery. A first valve is provided on the first channel, and a second valve is provided on the second channel.

4. The vehicle thermal management system according to claim 3, characterized in that, The second valve is a one-way shut-off valve, which allows the refrigerant in positive circulation to pass through.

5. The vehicle thermal management system according to claim 2, characterized in that, The first main pipeline includes a first series branch and a second series branch connected in series. A first external heat exchanger is installed on the first series branch, and a compressor and a gas-liquid separator are installed on the second series branch. The second switching module includes a fourth end, a fifth end, a sixth end, a seventh end, and an eighth end. The fourth end is connected to the first series branch, the fifth end is connected to one end of the second series branch, the sixth end is connected to the other end of the second series branch, the seventh end is connected to the internal heat exchange branch, and the eighth end is connected to the battery heat exchange branch. The second switching module is provided with a refrigerant channel. Under the connection of the refrigerant channel, the fourth end is selectively connected to the fifth end or the sixth end, the seventh end is connected to the eighth end, and the seventh end and / or the eighth end is selectively connected to the fifth end or the sixth end.

6. The vehicle thermal management system according to claim 5, characterized in that, When the fourth end is connected to the sixth end, and the fifth end is connected to the seventh end and / or the eighth end, the refrigerant in the heat pump heat exchange circuit circulates in a forward direction, and the first external heat exchanger absorbs and exchanges heat with the internal heat exchange branch and / or the battery heat exchange branch; when the fourth end is connected to the fifth end, and the sixth end is connected to the seventh end and / or the eighth end, the refrigerant in the heat pump heat exchange circuit circulates in a reverse direction, and the first external heat exchanger dissipates heat with the internal heat exchange branch and / or the battery heat exchange branch.

7. The vehicle thermal management system according to claim 5, characterized in that, The refrigerant channels include a fourth channel, a fifth channel, a sixth channel, a seventh channel, and an eighth channel. The two ends of the fourth channel are connected to the fourth end and the fifth end, respectively. The two ends of the fifth channel are connected to the seventh end and the eighth end, respectively. The two ends of the sixth channel are connected to the fourth channel and the fifth channel, respectively. The two ends of the seventh channel are connected to the fourth channel and the fifth channel, respectively. One end of the eighth channel is connected to the seventh channel, and the other end of the eighth channel is connected to the sixth end. A fifth valve is installed on the fourth channel, a sixth valve is installed on the fifth channel, a seventh valve is installed on the sixth channel, and an eighth valve and a ninth valve are installed on the seventh channel. The eighth valve and the ninth valve are located on opposite sides of one end of the eighth channel.

8. The vehicle thermal management system according to claim 1, characterized in that, The motor heat exchange circuit includes a second main pipeline, an external heat exchange branch, and a circulation branch. A second suction device and the motor assembly are installed on the second main pipeline. The external heat exchange branch and the circulation branch are connected in parallel to the second main pipeline through a third switching mechanism. A second external heat exchanger is installed on the external heat exchange branch. The third switching mechanism connects the second main pipeline with the external heat exchange branch or the circulation branch to form a loop.

9. The vehicle thermal management system according to claim 8, characterized in that, When the second switching mechanism connects the motor heat exchange circuit in series with the battery heat exchange circuit, and the third switching mechanism connects the second main pipeline with the circulation branch, the battery heat exchange circuit absorbs the waste heat of the motor assembly.

10. The vehicle thermal management system according to claim 8, characterized in that, The second switching mechanism is disposed between the battery heat exchange circuit and the second main pipeline. The second switching mechanism connects or disconnects the second main pipeline from the battery heat exchange circuit in series.

11. The vehicle thermal management system according to claim 8, characterized in that, The third switching mechanism is a three-way valve, and the three ports of the three-way valve are respectively connected to the second main pipeline, the external heat exchange branch, and the circulation branch.

12. The vehicle thermal management system according to claim 1 or 8, characterized in that, The second switching mechanism is a four-way valve, with two ports of the four-way valve connected to the battery heat exchange circuit and the other two ports of the four-way valve connected to the motor heat exchange circuit.

13. The vehicle thermal management system according to claim 1, characterized in that, The battery heat exchange circuit includes a first suction device, a battery heat exchanger, and the battery pack connected in series, and the battery heat exchange branch is connected to the battery heat exchanger for heat exchange.

Images