Thermal management system and vehicle thereof

Abstract

The thermal management system comprises a passenger compartment heating loop, a battery heating loop and an electric drive waste heat loop, and the passenger compartment heating loop comprises an eddy current heater, a gas-liquid separator, a compressor, an in-vehicle condenser and an out-vehicle condenser; the battery heating loop comprises an eddy current heater, a gas-liquid separator, a compressor, a battery pack assembly and an external condenser; the electric drive waste heat loop comprises an eddy current heater, a gas-liquid separator, a compressor, an in-vehicle condenser and an electric drive module. A first connecting node is arranged between the in-vehicle condenser and the compressor, a second connecting node is arranged between the in-vehicle condenser and the out-vehicle condenser, and the battery pack assembly is connected between the first connecting node and the second connecting node in parallel. The electric drive module is connected in parallel between the second connection node and the eddy current heater. According to the heat management system and the vehicle thereof, the heat management system is simplified, the applicable temperature range of heating of the heat pump can be expanded, the energy consumption of the vehicle is reduced, and the cost is saved.

Description

Technical Field

[0001] This application belongs to the technical field of automotive thermal management equipment, specifically relating to a thermal management system and its vehicle. Background Technology

[0002] The thermal management system of new energy vehicles is mainly divided into the passenger compartment system, the battery system, and the motor and electronic control system. The passenger compartment system and the battery system operate in both cooling and heating modes, while the motor and electronic control system operates in only cooling mode. Passenger compartment cooling and battery cooling are achieved through compressors and condensers, while motor and electronic control cooling uses a water-cooled circuit and is achieved through a low-temperature radiator. Passenger compartment heating and battery heating are mainly achieved through heat pumps and PTC heating.

[0003] However, in extremely low temperature conditions, the crew cabin heating and battery heating are achieved through PTC heating, which results in high energy consumption and high cost; in addition, the cooling of the motor and electronic control system uses water cooling circuit, which requires the addition of water pumps, water valves and other components, resulting in high cost. Utility Model Content

[0004] The purpose of this application is to provide a thermal management system and its vehicle that simplifies the thermal management system, expands the applicable temperature range of heat pump heating, and reduces vehicle energy consumption and saves costs.

[0005] The first aspect of this application discloses a thermal management system, including: a passenger compartment heating circuit, a battery heating circuit, and an electric drive waste heat circuit. The passenger compartment heating circuit includes a vortex heater, a gas-liquid separator, a compressor, an in-vehicle condenser, and an external condenser connected in series. The battery heating circuit includes the vortex heater, the gas-liquid separator, the compressor, a battery pack assembly, and the external condenser connected in series. The electric drive waste heat circuit includes the vortex heater, the gas-liquid separator, the compressor, the in-vehicle condenser, and an electric drive module connected in series. A first connection node is provided in the pipeline between the inlet of the in-vehicle condenser and the outlet of the compressor; a second connection node is provided in the pipeline between the outlet of the in-vehicle condenser and the inlet of the external condenser; the in-vehicle condenser and the battery pack assembly are connected in parallel between the first connection node and the second connection node; the external condenser and the electric drive module are connected in parallel between the second connection node and the inlet of the vortex heater.

[0006] In one exemplary embodiment of this application, the thermal management system further includes a bypass pipeline, one end of which is connected to a pipeline between the outlet of the eddy current heater and the inlet of the compressor, and the other end of which is connected to a pipeline between the outlet of the compressor and the first connection node.

[0007] In one exemplary embodiment of this application, the thermal management system further includes a first electronic expansion valve, which is disposed between the inlet of the bypass pipeline and the outlet of the bypass pipeline.

[0008] In one exemplary embodiment of this application, the thermal management system further includes a four-way valve, which includes a first valve port, a second valve port, a third valve port, and a fourth valve port. The passenger compartment heating circuit includes a first passenger compartment heating pipe, a second passenger compartment heating pipe, a third passenger compartment heating pipe, and a fourth passenger compartment heating pipe. The first passenger compartment heating pipe is connected between the outlet of the in-vehicle condenser and the first valve port. The second passenger compartment heating pipe is connected between the second valve port and the inlet of the external condenser. The third passenger compartment heating pipe is connected between the outlet of the external condenser and the third valve port. The fourth passenger compartment heating pipe is connected between the fourth valve port and the inlet of the eddy current heater. The second connection node is located in the second passenger compartment heating pipe.

[0009] In one exemplary embodiment of this application, the second passenger compartment heating pipe is further provided with a third connection node, the third connection node being located on the side of the second connection node close to the external condenser; the passenger compartment heating circuit further includes a second electronic expansion valve and a first solenoid valve, the second electronic expansion valve being provided in the pipe between the third connection node and the inlet of the external condenser, and the first solenoid valve being provided in the pipe between the second connection node and the second valve port.

[0010] In one exemplary embodiment of this application, the battery heating circuit includes a first battery heating pipe, a second battery heating pipe, a third electronic expansion valve, and a second solenoid valve. The first battery heating pipe is connected between the first connection node and the inlet of the battery pack assembly, and the second battery heating pipe is connected between the second connection node and the outlet of the battery pack assembly. The third electronic expansion valve is located between the inlet of the second battery heating pipe and the outlet of the second battery heating pipe, and the second solenoid valve is located between the inlet of the first battery heating pipe and the outlet of the first battery heating pipe.

[0011] In an exemplary embodiment of this application, the electric drive waste heat circuit includes a first electric drive pipeline, a second electric drive pipeline, and a fourth electronic expansion valve. The first electric drive pipeline is connected between the third connection node and the inlet of the electric drive module. The second electric drive pipeline is connected between the outlet of the electric drive module and the inlet of the eddy current heater. The fourth electronic expansion valve is located between the inlet of the first electric drive pipeline and the outlet of the first electric drive pipeline.

[0012] In one exemplary embodiment of this application, the crew cabin heating circuit includes a first pressure sensor and a first temperature-pressure sensor. The first pressure sensor is located in a pipeline between the outlet of the gas-liquid separator and the inlet of the compressor, and the first temperature-pressure sensor is located in a pipeline between the outlet of the eddy current heater and the inlet of the gas-liquid separator. The battery heating circuit includes a second pressure sensor and a second temperature-pressure sensor. The second pressure sensor is located in a pipeline between the second connection node and the outlet of the battery pack assembly, and the second temperature-pressure sensor is located in a pipeline between the inlet of the battery pack assembly and the first connection node. The electric drive waste heat circuit includes a third temperature-pressure sensor. The electric drive module includes a first motor assembly and a second motor assembly connected in series. The first motor assembly is farther away from the eddy current heater than the second motor assembly, and the third temperature-pressure sensor is located within the first motor assembly.

[0013] In one exemplary embodiment of this application, the thermal management system further includes a passenger compartment cooling circuit, a battery cooling circuit, and an electric drive cooling circuit. The passenger compartment cooling circuit includes the gas-liquid separator, the compressor, the external evaporator, and the internal evaporator connected in series. The battery cooling circuit includes the gas-liquid separator, the compressor, the external evaporator, and the battery pack assembly connected in series. The electric drive cooling circuit includes the gas-liquid separator, the compressor, the external evaporator, and the electric drive module connected in series. A fourth connection node is provided in the pipeline between the outlet of the internal evaporator and the inlet of the compressor, and a fifth connection node is provided in the pipeline between the second connection node and the inlet of the internal evaporator. The internal evaporator and the battery pack assembly are connected in parallel between the fourth connection node and the fifth connection node.

[0014] A second aspect of this application discloses a vehicle including a frame and the aforementioned thermal management system, the thermal management system being connected to the frame.

[0015] The proposed solution has the following beneficial effects:

[0016] In this embodiment, the passenger compartment heating circuit, battery heating circuit, and electric drive waste heat circuit are all connected in series with eddy current heaters. These eddy current heaters preheat the refrigerant directly, eliminating the need for PTC heating for the passenger compartment and battery when the vehicle is operating at extremely low temperatures. This not only expands the applicable temperature range of the heat pump heating but also reduces vehicle energy consumption and saves costs. Simultaneously, the electric drive waste heat circuit is connected to the passenger compartment heating circuit and battery heating circuit, and uses direct refrigerant cooling. This simplifies the thermal management system, thereby reducing costs; it also allows for the full recovery and utilization of energy from outside air and the drive system when heating is needed for the passenger compartment and battery, improving energy efficiency and further reducing vehicle energy consumption and saving costs.

[0017] In summary, this thermal management system simplifies the thermal management system, expands the applicable temperature range of heat pump heating, and reduces vehicle energy consumption and saves costs.

[0018] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. The drawings herein are for illustrating the inventive concept of this application and are not entirely equivalent to the structure of the actual product protected by this application.

[0020] Figure 1 A schematic diagram of the thermal management system in an embodiment of this application is shown.

[0021] Figure 2 A schematic diagram of the refrigerant circulation path in the air heating mode of the thermal management system in an embodiment of this application is shown.

[0022] Figure 3 A schematic diagram of the refrigerant circulation path in the motor waste heat mode of the thermal management system in an embodiment of this application is shown.

[0023] Figure 4 A schematic diagram of the refrigerant circulation path in the air and hot gas bypass mode of the thermal management system in an embodiment of this application is shown.

[0024] Figure 5 A schematic diagram of the refrigerant circulation path in the air and vortex heating modes of the thermal management system in an embodiment of this application is shown.

[0025] Figure 6A schematic diagram of the refrigerant circulation path of the air, motor, and eddy current heating modes of the thermal management system in an embodiment of this application is shown.

[0026] Figure 7 A schematic diagram of the refrigerant circulation path in the cooling mode of the thermal management system in an embodiment of this application is shown.

[0027] Explanation of reference numerals in the attached figures:

[0028] 11. Eddy current heater; 12. Gas-liquid separator; 13. Compressor; 14. Air conditioning system; 141. In-vehicle condenser; 142. In-vehicle evaporator; 15. First electronic expansion valve; 16. Second electronic expansion valve; 17. First solenoid valve; 18. First pressure sensor; 19. First temperature and pressure sensor; 21. Battery pack assembly; 22. Out-of-vehicle condenser; 23. Third electronic expansion valve; 24. Second solenoid valve; 25. Second pressure sensor; 26. Second temperature and pressure sensor; 27. Out-of-vehicle evaporator; 31. Electric drive module; 311. First motor assembly; 312. Second motor assembly; 32. Fourth electronic expansion valve; 33. Third temperature and pressure sensor; 4. Four-way valve; 41. First valve port; 42. Second valve port; 43. Third valve port; 44. Fourth valve port; 5. Fifth electronic expansion valve; 6. Third solenoid valve; 7. Fourth solenoid valve; 8. Fan; a1. First connection node; a2. Second connection node; a3. Third connection node; a4. Fourth connection node; a5. Fifth connection node; a6. Sixth connection node; a7. Seventh connection node;

[0029] L11, First common piping; L12, Second common piping; L13, First piping; L131, First crew cabin heating piping; L132, First sub-piping; L133, Fifth crew cabin heating piping; L14, Third common piping; L15, Second piping; L151, Second sub-piping; L152, Third crew cabin heating piping; L153, ​​Fourth crew cabin heating piping; L21, Third piping; L211, First battery heating piping; L212, Second battery heating piping; L31, Fourth piping; L311, First electric drive piping; L312, Second electric drive piping; L4, Bypass piping; L51, Fourth common piping; L52, Fifth common piping; L53, Crew cabin cooling piping; L54, Sixth common piping; L55, Battery cooling piping. Detailed Implementation

[0030] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0031] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0032] The present application will now be described in further detail with reference to the accompanying drawings and specific embodiments. It should be noted that the technical features involved in the various embodiments described below can be combined with each other as long as they do not conflict with each other. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present application, and should not be construed as limiting the present application.

[0033] Combination Figure 1 As shown, this embodiment provides a thermal management system that simplifies the thermal management system, expands the applicable temperature range of heat pump heating, and reduces vehicle energy consumption and saves costs.

[0034] Combination Figures 2 to 6 As shown, the thermal management system includes a passenger compartment heating circuit, a battery heating circuit, and an electric drive waste heat circuit. The passenger compartment heating circuit includes a vortex heater 11, a gas-liquid separator 12, a compressor 13, an in-vehicle condenser 141, and an external condenser 22 connected in series. The battery heating circuit includes a vortex heater 11, a gas-liquid separator 12, a compressor 13, a battery pack assembly 21, and an external condenser 22 connected in series. The electric drive waste heat circuit includes a vortex heater 11, a gas-liquid separator 12, a compressor 13, an in-vehicle condenser 141, and an electric drive module 31 connected in series.

[0035] Furthermore, the pipeline between the inlet of the in-vehicle condenser 141 and the outlet of the compressor 13 is provided with a first connection node a1, and the pipeline between the outlet of the in-vehicle condenser 141 and the inlet of the external condenser 22 is provided with a second connection node a2.

[0036] In this embodiment, combined with Figure 2 As shown, the passenger compartment heating circuit is also provided with a third connection node a3, a sixth connection node a6 and a seventh connection node a7. The third connection node a3 is located on the side of the second connection node a2 near the external condenser 22; the sixth connection node a6 is a pipeline between the outlet of the external condenser 22 and the inlet of the eddy current heater 11; and the seventh connection node a7 is a pipeline between the outlet of the compressor 13 and the first node.

[0037] In this embodiment, combined with Figure 1 and Figure 2 As shown, the passenger compartment heating circuit includes a first common pipe L11, a second common pipe L12, a first pipe L13, a third common pipe L14, and a second pipe L15 connected in sequence. The first common pipe L11 is connected between the sixth connection node a6 and the seventh connection node a7. The eddy current heater 11, the gas-liquid separator 12, and the compressor 13 are arranged at intervals and connected in series with the first common pipe L11. The second common pipe L12 is connected between the seventh connection node a7 and the first connection node a1. The first pipe L13 is connected between the first connection node a1 and the second connection node a2. The in-vehicle condenser 141 is connected in series with the first pipe L13. The third common pipe L14 is connected between the second connection node a2 and the third connection node a3. The second pipe L15 is connected between the third connection node a3 and the sixth connection node a6. The external condenser 22 is connected in series with the second pipe L15.

[0038] It should be understood that since the crew cabin heating circuit, battery heating circuit, and electric drive waste heat circuit all include eddy current heater 11, gas-liquid separator 12, and compressor 13 connected in series, the battery heating circuit and electric drive waste heat circuit both include a first common pipe L11; in addition, the second common pipe L12 and the third common pipe L14 are also included in the battery heating circuit and the electric drive waste heat circuit.

[0039] Furthermore, the in-vehicle condenser 141 and the battery pack assembly 21 are connected in parallel between the first connection node a1 and the second connection node a2; the external condenser 22 and the electric drive module 31 are connected in parallel between the third connection node a3 and the sixth connection node a6.

[0040] In this embodiment, the battery heating circuit further includes a third pipeline L21, which is connected between the first connection node a1 and the second connection node a2 and is connected in parallel with the first pipeline L13. The battery pack assembly 21 is located between the inlet and the outlet of the third pipeline L21. The electric drive waste heat circuit further includes a fourth pipeline L31, which is connected between the third connection node a3 and the sixth connection node and is connected in parallel with the second pipeline L15. The electric drive module 31 is located between the inlet and the outlet of the fourth pipeline L31.

[0041] Specifically, the battery heating circuit includes a first common pipe L11, a second common pipe L12, a third pipe L21, a third common pipe L14, and a second pipe L15 connected in sequence; the electric drive waste heat circuit includes a first common pipe L11, a second common pipe L12, a first pipe L13, a third common pipe L14, and a fourth pipe L31 connected in sequence.

[0042] It should be understood that, since the in-vehicle condenser 141 is connected in parallel with the battery pack assembly 21, and the external condenser 22 is connected in parallel with the electric drive module 31, the in-vehicle condenser 141 is connected in series with both the external condenser 22 and the electric drive module 31, forming two circulation loops; similarly, the battery pack assembly 21 is also connected in series with both the external condenser 22 and the electric drive module 31, forming two circulation loops. Therefore, the thermal management system also includes a circulation loop composed of a vortex heater 11, a gas-liquid separator 12, a compressor 13, the battery pack assembly 21, and the electric drive module 31.

[0043] In this embodiment, the passenger compartment heating circuit, battery heating circuit, and electric drive waste heat circuit are all connected in series with eddy current heaters 11. The eddy current heaters 11 preheat the refrigerant directly, so that when the vehicle is in extremely low temperature conditions, heating of the passenger compartment and battery does not require PTC heating. This not only expands the applicable temperature range of the heat pump heating but also reduces vehicle energy consumption and saves costs. Simultaneously, the electric drive waste heat circuit is connected to the passenger compartment heating circuit and the battery heating circuit, and uses direct refrigerant cooling. This simplifies the thermal management system, thereby reducing costs; it also allows for the full recovery and utilization of energy from outside air and the drive system when heating is needed in the passenger compartment and battery, improving energy efficiency and further reducing vehicle energy consumption and saving costs.

[0044] In summary, this thermal management system simplifies the thermal management system, expands the applicable temperature range of heat pump heating, and reduces vehicle energy consumption and saves costs.

[0045] It should be understood that PTC (Positive Temperature Coefficient) generally refers to semiconductor materials or components with a large positive temperature coefficient. PTC usually refers to a positive temperature coefficient thermistor, or simply a PTC thermistor.

[0046] Combination Figure 4 As shown, the thermal management system also includes a bypass line L4, one end of which is connected to the pipeline between the outlet of the eddy current heater 11 and the inlet of the compressor 13, and the other end of which is connected to the pipeline between the outlet of the compressor 13 and the first connection node a1.

[0047] It should be understood that when the vehicle is in extremely cold environments, the compressor 13 cannot be operated at a very high speed to prevent it from starting with refrigerant. Simultaneously, the flow rate of refrigerant drawn into the compressor 13 is very small in extremely cold environments, causing the exhaust temperature of the compressor 13 to easily exceed the limit. Therefore, it is necessary to limit the speed of the compressor 13. However, with the compressor 13's speed limited, the heating capacity of the thermal management system will be insufficient to meet the low-temperature requirements.

[0048] In this embodiment, the bypass line L4 connects the inlet of the compressor 13 to the outlet of the compressor 13, so that when the compressor 13 is working, the high-temperature and high-pressure refrigerant gas discharged from the outlet of the compressor 13 can return to the inlet of the compressor 13. This not only helps to increase the temperature of the refrigerant at the inlet of the compressor 13 and prevent liquid slugging in the compressor 13, but also helps to increase the density of the refrigerant at the inlet of the compressor 13, thereby improving the quality and flow of the refrigerant and increasing the speed of the compressor 13.

[0049] It should be understood that the working principle of compressor 13 is as follows: low-temperature and low-pressure refrigerant gas is drawn in through the suction pipe, and after being compressed by the piston driven by the motor, high-temperature and high-pressure refrigerant gas is discharged through the exhaust pipe.

[0050] In this embodiment, combined with Figure 4 As shown, the thermal management system also includes a first electronic expansion valve 15, which is located between the inlet and outlet of the bypass line L4. The first electronic expansion valve 15 is used to control the opening and closing of the bypass line L4: if the vehicle is in a normal environment and the refrigerant does not require secondary compression by the compressor 13, the bypass line L4 is closed by the first electronic expansion valve 15; if the vehicle is in an extremely cold environment and the refrigerant requires secondary compression by the compressor 13, the bypass line L4 is opened by the first electronic expansion valve 15.

[0051] Combination Figure 1 As shown, the thermal management system also includes a four-way valve 4, which includes a first valve port 41, a second valve port 42, a third valve port 43, and a fourth valve port 44.

[0052] It should be understood that the four-way valve 4 has a first connected state and a second connected state that can be switched between each other. When the four-way valve 4 is in the first connected state, the first valve port 41 is connected to the second valve port 42, and the third valve port 43 is connected to the fourth valve port 44. When the four-way valve 4 is in the second connected state, the first valve port 41 is connected to the third valve port 43, and the second valve port 42 is connected to the fourth valve port 44.

[0053] Combination Figure 2 As shown, the passenger compartment heating circuit includes a first passenger compartment heating pipe L131, a second passenger compartment heating pipe, a third passenger compartment heating pipe L152, and a fourth passenger compartment heating pipe L153. The first passenger compartment heating pipe L131 is connected between the outlet of the in-vehicle condenser 141 and the first valve port 41. The second passenger compartment heating pipe is connected between the second valve port 42 and the inlet of the external condenser 22. The third passenger compartment heating pipe L152 is connected between the outlet of the external condenser 22 and the third valve port 43. The fourth passenger compartment heating pipe L153 is connected between the fourth valve port 44 and the sixth connecting node a6. The second connecting node a2 and the third connecting node a3 are both located in the second passenger compartment heating pipe.

[0054] In this embodiment, the passenger compartment heating circuit also includes a fifth passenger compartment heating pipe L133, which is connected between the first connecting node a1 and the inlet of the vehicle interior condenser 141. The second passenger compartment heating pipe includes a first sub-pipe L132, a third common pipe L14, and a second sub-pipe L151. The first sub-pipe L132 is connected between the second valve port 42 and the second connecting node a2, the third common pipe L14 is connected between the second connecting node a2 and the third connecting node a3, and the second sub-pipe L151 is connected between the third connecting node a3 and the inlet of the external condenser 22.

[0055] Specifically, the first pipeline L13 includes the fifth crew cabin heating pipeline L133, the first crew cabin heating pipeline L131, and the first sub-pipeline L132, and the second pipeline L15 includes the second sub-pipeline L151, the third crew cabin heating pipeline L152, and the fourth crew cabin heating pipeline L153.

[0056] In this embodiment, when the four-way valve 4 is in the first connected state, the first valve port 41 is connected to the second valve port 42, and the third valve port 43 is connected to the fourth valve port 44. This connects the first crew compartment heating pipe L131 to the second crew compartment heating pipe (first sub-pipe L132), and the third crew compartment heating pipe L152 to the fourth crew compartment heating pipe L153, ​​forming a complete crew compartment heating circuit and thus achieving heating of the crew compartment. However, if the four-way valve 4 is in the second connected state, it alters the refrigerant flow path, preventing the formation of the crew compartment heating circuit and thus preventing the thermal management system from heating the crew compartment.

[0057] Combination Figure 2 As shown, the passenger compartment heating circuit also includes a second electronic expansion valve 16 and a first solenoid valve 17. The second electronic expansion valve 16 is located in the pipeline between the third connection node a3 and the inlet of the external condenser 22, and the first solenoid valve 17 is located in the pipeline between the second connection node a2 and the second valve port 42.

[0058] In this embodiment, the second electronic expansion valve 16 is located in the pipeline between the third connecting node a3 and the inlet of the external condenser 22. The second electronic expansion valve 16 is used to control whether the refrigerant can flow in the second sub-pipe L151, so as to control whether the refrigerant flows through the external condenser 22 and absorbs heat from the outside air. The first solenoid valve 17 is located in the pipeline between the second connecting node a2 and the second valve port 42. The first solenoid valve 17 is used to control whether the refrigerant can flow in the first sub-pipe L132.

[0059] Combination Figure 2As shown, the battery heating circuit includes a first battery heating pipe L211, a second battery heating pipe L212, a third electronic expansion valve 23, and a second solenoid valve 24. The first battery heating pipe L211 is connected between the first connection node a1 and the inlet of the battery pack assembly 21, and the second battery heating pipe L212 is connected between the second connection node a2 and the outlet of the battery pack assembly 21.

[0060] It should be understood that the third pipeline L21 includes the first battery heating pipeline L211 and the second battery heating pipeline L212.

[0061] Combination Figure 2 As shown, the third electronic expansion valve 23 is located between the inlet and the outlet of the second battery heating pipe L212, and the second solenoid valve 24 is located between the inlet and the outlet of the first battery heating pipe L211.

[0062] In this embodiment, the third electronic expansion valve 23 is used to control whether the refrigerant can flow between the second connection node a2 of the second battery heating pipeline L212 and the outlet of the battery pack assembly 21, so as to control whether the refrigerant flows through the battery pack assembly 21; the second solenoid valve 24 is used to control whether the refrigerant can flow between the first connection node a1 of the first battery heating pipeline L211 and the inlet of the battery pack assembly 21, so as to control whether the refrigerant flows through the battery pack assembly 21.

[0063] It should be understood that the eddy current heater 11, gas-liquid separator 12, compressor 13, battery pack assembly 21 and external condenser 22 are connected in series in the battery heating circuit. When the battery pack assembly 21 needs to be heated, the high-temperature and high-pressure refrigerant gas discharged by the compressor 13 can be directly used for heating the battery pack assembly 21. However, when the battery pack assembly 21 needs to be cooled, the high-temperature and high-pressure refrigerant gas discharged by the compressor 13 cannot be directly connected to the battery pack assembly 21. After being cooled, the refrigerant gas can only flow through the battery pack assembly 21 through the other end. Therefore, a third electronic expansion valve 23 and a second solenoid valve 24 are required to control the flow direction of the refrigerant.

[0064] Combination Figure 1 and Figure 3 As shown, the electric drive waste heat circuit includes a first electric drive pipeline L311, a second electric drive pipeline L312, and a fourth electronic expansion valve 32. The first electric drive pipeline L311 is connected between the third connection node a3 and the inlet of the electric drive module 31. The second electric drive pipeline L312 is connected between the outlet of the electric drive module 31 and the sixth connection node a6. The fourth electronic expansion valve 32 is located between the inlet of the first electric drive pipeline L311 and the outlet of the first electric drive pipeline L311.

[0065] It should be understood that the fourth pipeline L31 includes the first electric drive pipeline L311 and the second electric drive pipeline L312.

[0066] In this embodiment, the fourth electronic expansion valve 32 is used to control whether the refrigerant can flow between the third connection node a3 of the first electric drive pipeline L311 and the inlet of the electric drive module 31, so as to control whether the refrigerant flows through the electric drive module 31 and absorbs the heat of the electric drive module 31.

[0067] In this embodiment, combined with Figure 1 As shown, the crew cabin heating circuit includes a first pressure sensor 18 and a first temperature and pressure sensor 19. The first pressure sensor 18 is located in the pipeline between the outlet of the gas-liquid separator 12 and the inlet of the compressor 13, and is used to detect the pressure of the first common pipeline L11. The first temperature and pressure sensor 19 is located in the pipeline between the outlet of the eddy current heater 11 and the inlet of the gas-liquid separator 12, and is used to detect the pressure and temperature of the first common pipeline L11.

[0068] It should be understood that when the eddy current heater 11 heats the refrigerant, the temperature of the refrigerant in the pipeline needs to be monitored.

[0069] In this embodiment, combined with Figure 2 As shown, the battery heating circuit includes a second pressure sensor 25 and a second temperature and pressure sensor 26. The second pressure sensor 25 is located in the pipeline between the third electronic expansion valve 23 and the outlet of the battery pack assembly 21, and is used to detect the pressure of the second battery heating pipeline L212. The second temperature and pressure sensor 26 is located in the pipeline between the inlet of the battery pack assembly 21 and the second solenoid valve 24, and is used to detect the pressure and temperature of the first battery heating pipeline L211.

[0070] Combination Figure 3 As shown, the electric drive waste heat circuit includes a third temperature and pressure sensor 33. The electric drive module 31 includes a first motor assembly 311 and a second motor assembly 312 connected in series. The first motor assembly 311 is further away from the eddy current heater 11 than the second motor assembly 312. The third temperature and pressure sensor 33 is located inside the first motor assembly 311.

[0071] In this embodiment, the first motor assembly 311 includes a DC-DC converter and an on-board charger, which are integrated into one unit; the second motor assembly 312 is an integrated motor, which includes a motor, a reducer, and an encoder. A third temperature and pressure sensor 33 is disposed within the first motor assembly 311 to detect the pressure and temperature of the refrigerant flowing through the DC-DC converter and the on-board charger.

[0072] It should be understood that a DC-DC converter is a device that converts a DC power source into a DC voltage of another type; an on-board charger (OBC) is a power electronic device that charges a vehicle's battery.

[0073] Combination Figure 7 As shown, the thermal management system also includes a passenger compartment cooling circuit, a battery cooling circuit, and an electric drive cooling circuit. The passenger compartment cooling circuit includes a gas-liquid separator 12, a compressor 13, an external evaporator 27, and an internal evaporator 142 connected in series. The battery cooling circuit includes a gas-liquid separator 12, a compressor 13, an external evaporator 27, and a battery pack assembly 21 connected in series. The electric drive cooling circuit includes a gas-liquid separator 12, a compressor 13, an external evaporator 27, and an electric drive module 31 connected in series.

[0074] It should be understood that when the crew compartment, battery and electric drive require cooling, the eddy current heater 11 will still be connected in series in the crew compartment cooling circuit, battery cooling circuit and electric drive cooling circuit. However, the eddy current heater 11 does not need to be activated in cooling mode, and only serves as a passage for refrigerant flow.

[0075] In this embodiment, the in-vehicle evaporator 142 and in-vehicle condenser 141 are integrated to form the passenger compartment air conditioning system 14 (HVAC); the external evaporator 27 and external condenser 22 are integrated, and the thermal management system also includes a fan 8 for heat dissipation. When the passenger compartment and battery require heating, refrigerant flows through the in-vehicle condenser 141 and external condenser 22, and the fan 8 is turned off; when the passenger compartment, battery, and electric drive require cooling, refrigerant flows through the in-vehicle evaporator 142 and external evaporator 27, and the fan 8 is turned on.

[0076] It should be understood that HVAC (Heating, Ventilation and Air Conditioning) is a control system that includes temperature, humidity, air cleanliness and air circulation, used for heating, ventilation and air conditioning.

[0077] Furthermore, the pipeline between the outlet of the vehicle evaporator 142 and the sixth connection node a6 is provided with a fourth connection node a4, and the pipeline between the second connection node a2 and the inlet of the vehicle evaporator 142 is provided with a fifth connection node a5; the vehicle evaporator 142 and the battery pack assembly 21 are connected in parallel between the fourth connection node a4 and the fifth connection node a5.

[0078] In this embodiment, combined with Figure 7As shown, the crew cabin cooling circuit includes a first common pipe L11, a fourth common pipe L51, a second sub-pipe L151, a third common pipe L14, a fifth common pipe L52, a crew cabin cooling pipe L53, and a sixth common pipe L54; the battery cooling circuit includes a first common pipe L11, a fourth common pipe L51, a second sub-pipe L151, a third common pipe L14, a fifth common pipe L52, a battery cooling pipe L55, and a sixth common pipe L54; the electric drive cooling circuit includes a first common pipe L11, a fourth common pipe L51, a second sub-pipe L151, and a fourth pipe L31.

[0079] Specifically, the fourth common pipe L51 is connected between the seventh connection node a7 and the inlet of the external evaporator 27; the fifth common pipe L52 is connected between the second connection node a2 and the fifth connection node a5; the passenger compartment cooling pipe L53 is connected between the fourth connection node a4 and the fifth connection node a5; the sixth common pipe L54 is connected between the fourth connection node a4 and the sixth connection node a6; and the battery cooling pipe L55 is connected between the fourth connection node a4 and the fifth connection node a5.

[0080] It should be understood that the fourth common piping L51 and the third crew cabin heating piping L152 partially overlap; the third piping L21 includes the fifth common piping L52 and the battery cooling piping L55.

[0081] In addition, the passenger compartment cooling circuit also includes a fifth electronic expansion valve 5, which is located between the fifth connection node a5 and the inlet of the vehicle evaporator 142. It is used to control whether the refrigerant can flow in the passenger compartment cooling pipe L53, so as to control whether the refrigerant flows through the vehicle evaporator 142.

[0082] In this embodiment, the passenger compartment heating circuit further includes a third solenoid valve 6, which is located between the first connecting node a1 and the inlet of the vehicle condenser 141, to control whether refrigerant can flow through the fifth passenger compartment heating pipe L133. The battery heating circuit further includes a fourth solenoid valve 7, which is located between the fourth connecting node a4 and the inlet of the battery pack assembly 21, to control whether refrigerant flows through the first battery heating pipe L211.

[0083] In summary, the thermal management system has a heating mode that can heat the passenger compartment and battery pack assembly 21, and a cooling mode that can cool the passenger compartment, battery pack assembly 21 and motor; wherein, the heating mode includes: air heating mode, motor waste heat mode, air and hot gas bypass mode, air and eddy current heating mode, and air, motor and eddy current heating mode.

[0084] The following provides a detailed introduction to the air heating mode, motor waste heat mode, air and hot gas bypass mode, air and eddy current heating mode, air, motor and eddy current heating mode, and cooling mode of this thermal management system:

[0085] Combination Figure 2 As shown, when the thermal management system is in air heating mode: when the second electronic expansion valve 16, the third electronic expansion valve 23, the first solenoid valve 17, the second solenoid valve 24, the third solenoid valve 6 and the fourth solenoid valve 7 are opened, and the first electronic expansion valve 15, the fourth electronic expansion valve 32, the fifth electronic expansion valve 5, the fan 8 and the eddy current heater 11 are closed, the refrigerant flows through the gas-liquid separator 12 to separate the refrigerant gas, the refrigerant gas flows through the compressor 13 to become high temperature and high pressure refrigerant gas, and then flows through the vehicle interior condenser 141 and the battery pack assembly 21 at the same time, heating the passenger compartment and the battery pack assembly 21 respectively, and then flows through the vehicle exterior condenser 22 to absorb heat from the outside air, and finally returns to the gas-liquid separator 12 to circulate again.

[0086] Combination Figure 3 As shown, when the thermal management system is in the motor waste heat mode: when the third electronic expansion valve 23, the fourth electronic expansion valve 32, the first solenoid valve 17, the second solenoid valve 24, the third solenoid valve 6 and the fourth solenoid valve 7 are opened, and the first electronic expansion valve 15, the second electronic expansion valve 16, the fifth electronic expansion valve 5, the fan 8 and the eddy current heater 11 are closed, the refrigerant flows through the gas-liquid separator 12 to separate the refrigerant gas, the refrigerant gas flows through the compressor 13 to become high temperature and high pressure refrigerant gas, and then flows through the vehicle condenser 141 and the battery pack assembly 21 at the same time, heating the passenger compartment and the battery pack assembly 21 respectively, and then flows through the electric drive module 31 to absorb the heat generated by the electric drive module 31, and finally returns to the gas-liquid separator 12 to circulate again.

[0087] Combination Figure 4 As shown, when the thermal management system is in air and hot gas bypass mode: when the first electronic expansion valve 15, the second electronic expansion valve 16, the third electronic expansion valve 23, the first solenoid valve 17, the second solenoid valve 24, the third solenoid valve 6, and the fourth solenoid valve 7 are opened, and the fourth electronic expansion valve 32, the fifth electronic expansion valve 5, the fan 8, and the eddy current heater 11 are closed, the refrigerant flows through the gas-liquid separator 12 to separate the refrigerant gas. The refrigerant gas flows through the compressor 13 to become high-temperature and high-pressure refrigerant gas. A portion of the refrigerant gas flows through the in-vehicle condenser 141 and the battery pack assembly 21, respectively heating the passenger compartment and the battery pack assembly 21. Then it flows through the external condenser 22 to absorb heat from the outside air, and finally returns to the gas-liquid separator 12 for recirculation. The other portion of the refrigerant gas returns to the gas-liquid separator 12 through the bypass pipeline L4 for recirculation.

[0088] Combination Figure 5 As shown, when the thermal management system is in air and vortex heating mode: when the second electronic expansion valve 16, the third electronic expansion valve 23, the first solenoid valve 17, the second solenoid valve 24, the third solenoid valve 6, the fourth solenoid valve 7 and the vortex heater 11 are opened, and the first electronic expansion valve 15, the fourth electronic expansion valve 32, the fifth electronic expansion valve 5 and the fan 8 are closed, the refrigerant flows through the vortex heater 11 to increase the temperature of the refrigerant, and then the refrigerant flows through the gas-liquid separator 12 to separate the refrigerant gas. Then the refrigerant gas flows through the compressor 13 to become high-temperature and high-pressure refrigerant gas. The high-temperature and high-pressure refrigerant gas flows through the in-vehicle condenser 141 and the battery pack assembly 21 at the same time, and heats the passenger compartment and the battery pack assembly 21 respectively. Then it flows through the out-of-vehicle condenser 22 to absorb heat from the outside air, and finally returns to the vortex heater 11 to circulate again.

[0089] Combination Figure 6 As shown, when the thermal management system is in air, motor, and eddy current heating mode: when the first electronic expansion valve 15, the second electronic expansion valve 16, the third electronic expansion valve 23, the fourth electronic expansion valve 32, the first solenoid valve 17, the second solenoid valve 24, the third solenoid valve 6, the fourth solenoid valve 7, and the eddy current heater 11 are opened, and the fifth electronic expansion valve 5 and the fan 8 are closed, the refrigerant flows through the eddy current heater 11 to raise the temperature of the refrigerant. The refrigerant then flows through the gas-liquid separator 12 to separate the refrigerant gas. The refrigerant gas then flows through the compressor 13 to become high-temperature and high-pressure refrigerant gas. A portion of the high-temperature and high-pressure refrigerant gas flows through the in-vehicle condenser 141 and the battery pack assembly 21, respectively, to heat the passenger compartment and the battery pack assembly 21. It then flows through the out-of-vehicle condenser 22 and the electric drive module 31 to absorb heat from the outside air and the heat generated by the electric drive module 31. Finally, it returns to the eddy current heater 11 for recirculation. The other portion of the refrigerant gas returns to the gas-liquid separator 12 through the bypass pipe L4 for recirculation.

[0090] Combination Figure 7As shown, when the thermal management system is in cooling mode: when the second electronic expansion valve 16, the third electronic expansion valve 23, the fourth electronic expansion valve 32, the fifth electronic expansion valve 5, the fourth solenoid valve 7 and the fan 8 are opened, and the first electronic expansion valve 15, the first solenoid valve 17, the second solenoid valve 24, the third solenoid valve 6 and the eddy current heater 11 are closed, the refrigerant flows through the gas-liquid separator 12 to separate the refrigerant gas, and then the refrigerant gas flows through the compressor 13 to become high-temperature and high-pressure refrigerant gas, and then flows through the external evaporator 27 and the fan 8 to reduce the temperature of the refrigerant gas. Part of the refrigerant gas flows through the internal evaporator 142 and the battery pack assembly 21 at the same time, and cools the passenger compartment and the battery pack assembly 21 respectively, and finally returns to the gas-liquid separator 12 to circulate again; another part of the refrigerant gas flows through the electric drive module 31 to cool the electric drive module 31, and finally returns to the gas-liquid separator 12 to circulate again.

[0091] This embodiment also provides a vehicle, including a frame and the aforementioned thermal management system, the thermal management system being connected to the frame.

[0092] For other aspects of the vehicle's structure, please refer to existing technology; details will not be elaborated here.

[0093] In this application, unless otherwise expressly specified and limited, the terms "assembly," "connection," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0094] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. "A plurality of" means two or more, unless otherwise explicitly specified. The terms "some embodiments," "exemplarily," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application.

[0095] The illustrative expressions of the terms used above do not necessarily refer to the same embodiments or examples. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, those skilled in the art can combine and integrate the different embodiments or examples described herein, as well as the features of those different embodiments or examples, without contradiction.

[0096] Although embodiments of this application have been shown and described above, it should be understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application. Therefore, any changes or modifications made in accordance with the claims and description of this application should fall within the scope of the patent coverage of this application.

Claims

1. A thermal management system, characterized by, The heat management system comprises: a passenger cabin heating circuit comprising a vortex heater, a gas-liquid separator, a compressor, an in-vehicle condenser and an out-vehicle condenser connected in series; a battery heating circuit comprising the vortex heater, the gas-liquid separator, the compressor, a battery pack assembly and the out-vehicle condenser connected in series; an electric drive waste heat circuit comprising the vortex heater, the gas-liquid separator, the compressor, the in-vehicle condenser and an electric drive module connected in series; wherein, a first connection node is arranged in a pipeline between an inlet of the in-vehicle condenser and an outlet of the compressor, and a second connection node is arranged in a pipeline between an outlet of the in-vehicle condenser and an inlet of the out-vehicle condenser, the in-vehicle condenser and the battery pack assembly are connected in parallel between the first connection node and the second connection node, the out-vehicle condenser and the electric drive module are connected in parallel between the second connection node and an inlet of the vortex heater.

2. The thermal management system of claim 1, wherein, The heat management system further comprises a bypass pipeline, one end of the bypass pipeline being connected to a pipeline between an outlet of the vortex heater and an inlet of the compressor, and the other end of the bypass pipeline being connected to a pipeline between an outlet of the compressor and the first connection node.

3. The thermal management system of claim 2, wherein, The heat management system further comprises a first electronic expansion valve, which is arranged between an inlet of the bypass pipeline and an outlet of the bypass pipeline.

4. The thermal management system of claim 1, wherein, The heat management system further comprises a four-way valve, the four-way valve comprising a first valve port, a second valve port, a third valve port and a fourth valve port, the passenger cabin heating circuit comprising a first passenger cabin heating pipeline, a second passenger cabin heating pipeline, a third passenger cabin heating pipeline and a fourth passenger cabin heating pipeline, the first passenger cabin heating pipeline being connected between an outlet of the in-vehicle condenser and the first valve port, the second passenger cabin heating pipeline being connected between the second valve port and an inlet of the out-vehicle condenser, the third passenger cabin heating pipeline being connected between an outlet of the out-vehicle condenser and the third valve port, and the fourth passenger cabin heating pipeline being connected between the fourth valve port and an inlet of the vortex heater; the second connection node is located in the second passenger cabin heating pipeline.

5. The thermal management system of claim 4, wherein, The second passenger cabin heating pipeline further comprises a third connection node, the third connection node being located on a side of the second connection node close to the out-vehicle condenser; The passenger cabin heating circuit further comprises a second electronic expansion valve and a first electromagnetic valve, the second electronic expansion valve being arranged in a pipeline between the third connection node and an inlet of the out-vehicle condenser, and the first electromagnetic valve being arranged in a pipeline between the second connection node and the second valve port.

6. The thermal management system of claim 1, wherein, The battery heating circuit comprises a first battery heating pipeline, a second battery heating pipeline, a third electronic expansion valve and a second electromagnetic valve, the first battery heating pipeline being connected between the first connection node and an inlet of the battery pack assembly, and the second battery heating pipeline being connected between the second connection node and an outlet of the battery pack assembly. The third electronic expansion valve is arranged between the inlet of the second battery heating pipeline and the outlet of the second battery heating pipeline, and the second electromagnetic valve is arranged between the inlet of the first battery heating pipeline and the outlet of the first battery heating pipeline.

7. The thermal management system of claim 5, wherein, The electric drive waste heat circuit comprises a first electric drive pipeline, a second electric drive pipeline and a fourth electronic expansion valve, the first electric drive pipeline is connected between the third connection node and the inlet of the electric drive module, the second electric drive pipeline is connected between the outlet of the electric drive module and the inlet of the vortex heater, and the fourth electronic expansion valve is arranged between the inlet of the first electric drive pipeline and the outlet of the first electric drive pipeline.

8. The thermal management system of claim 1, wherein, The passenger cabin heating circuit comprises a first pressure sensor and a first temperature and pressure sensor, the first pressure sensor is arranged in the pipeline between the outlet of the gas-liquid separator and the inlet of the compressor, and the first temperature and pressure sensor is arranged in the pipeline between the outlet of the vortex heater and the inlet of the gas-liquid separator. The battery heating circuit comprises a second pressure sensor and a second temperature and pressure sensor, the second pressure sensor is arranged in the pipeline between the second connection node and the outlet of the battery pack assembly, and the second temperature and pressure sensor is arranged in the pipeline between the inlet of the battery pack assembly and the first connection node. The electric drive waste heat circuit comprises a third temperature and pressure sensor, the electric drive module comprises a first motor assembly and a second motor assembly connected in series, the first motor assembly is farther away from the vortex heater than the second motor assembly, and the third temperature and pressure sensor is arranged in the first motor assembly.

9. The thermal management system of claim 5, wherein, The thermal management system further comprises a passenger cabin refrigeration circuit, a battery refrigeration circuit and an electric drive refrigeration circuit, The passenger cabin refrigeration circuit comprises the gas-liquid separator, the compressor, an outside evaporator and an inside evaporator connected in series; The battery refrigeration circuit comprises the gas-liquid separator, the compressor, the outside evaporator and the battery pack assembly connected in series; The electric drive refrigeration circuit comprises the gas-liquid separator, the compressor, the outside evaporator and the electric drive module connected in series; wherein, The pipeline between the outlet of the inside evaporator and the inlet of the compressor is provided with a fourth connection node, and the pipeline between the second connection node and the inlet of the inside evaporator is provided with a fifth connection node; The inside evaporator and the battery pack assembly are connected in parallel between the fourth connection node and the fifth connection node.

10. A vehicle characterized by comprising: A vehicle frame and the thermal management system according to any one of claims 1-9, wherein the thermal management system is connected to the vehicle frame.

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