Thermal management system and vehicle

Abstract

The utility model relates to a heat management system and a vehicle. The heat management system comprises a compressor, an inner cooling condenser, a non-supercooling condenser and a refrigerant side which are connected in series. The battery module, the semiconductor heater, a first port of the three-way valve, a second port of the three-way valve, a first valve port of the seven-way valve and a second valve port of the seven-way valve are connected in series, and the electric drive module, a third valve port of the seven-way valve and a fourth valve port of the seven-way valve are connected in series. The first connecting pipeline is connected to a third port of the three-way valve and is connected between a liquid inlet of the battery module and a liquid outlet of the semiconductor heater; one end of the second connecting pipeline is connected to a fifth valve port of the seven-way valve and is connected between a liquid inlet of the electric driving module and a fourth valve port of the seven-way valve; one end of the third connecting pipeline is connected with a sixth valve port of the seven-way valve, and the other end of the third connecting pipeline is communicated with a seventh valve port of the seven-way valve through the water side. The heat management system is simple in structure, and heat of the heat management system can be conveniently managed and distributed.

Description

Technical Field

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

[0002] Currently, the design of thermal management systems often lacks comprehensive consideration and rarely takes into account the needs of different configurations. This results in poor versatility of air conditioning system components, increases component costs and management difficulty, and makes the structure of the thermal management system very complex, making it inconvenient to manage and distribute the heat of the thermal management system. Utility Model Content

[0003] The purpose of this application is to provide a thermal management system that can not only replace manual installation of exhaust pipes, thus improving installation efficiency, but also reduce the difficulty of installing exhaust pipes and avoid the problem of exhaust pipes easily coming loose after installation.

[0004] The first aspect of this application discloses a thermal management system, comprising: a first air conditioning module, a cooler, a battery module, a semiconductor heater, an electric drive module, a first connecting pipe, a second connecting pipe, a third connecting pipe, a seven-way valve, and a three-way valve. The first air conditioning module includes a compressor, an internal cooling condenser, and a non-subcooling condenser. The cooler includes a refrigerant side and a water side. The compressor, the internal cooling condenser, the non-subcooling condenser, and the refrigerant side are connected in series to form a refrigerant circuit for the passenger compartment, and the passenger compartment refrigerant circuit contains circulating refrigerant. The battery module, the semiconductor heater, the first port of the three-way valve, the second port of the three-way valve, the first valve port of the seven-way valve, and the second valve port of the seven-way valve are connected in series to form a water circuit for the battery pack. The water circuit contains circulating coolant; the electric drive module, the third port of the seven-way valve, and the fourth port of the seven-way valve are connected in series to form an electric drive water circuit, which contains circulating coolant; one end of the first connecting pipe is connected to the third port of the three-way valve, and the other end of the first connecting pipe is connected between the inlet of the battery module and the outlet of the semiconductor heater; one end of the second connecting pipe is connected to the fifth port of the seven-way valve, and the other end of the second connecting pipe is connected between the inlet of the electric drive module and the fourth port of the seven-way valve; one end of the third connecting pipe is connected to the sixth port of the seven-way valve, and the other end of the third connecting pipe passes through the water side and connects to the seventh port of the seven-way valve.

[0005] In one exemplary embodiment of this application, the refrigerant circuit of the passenger compartment further includes a first air conditioning pipe, one end of which is connected between the outlet of the internal cooling condenser and the inlet of the non-subcooled condenser, and the other end of which is connected between the outlet of the non-subcooled condenser and the inlet of the refrigerant side.

[0006] In one exemplary embodiment of this application, the refrigerant circuit of the passenger compartment further includes a second air conditioning pipe, a third air conditioning pipe, and a fourth air conditioning pipe; the second air conditioning pipe is connected between the inlet on the refrigerant side and the outlet of the non-subcooled condenser; the third air conditioning pipe is connected between the outlet on the refrigerant side and the inlet of the compressor; the fourth air conditioning pipe is connected between the third air conditioning pipe and the second air conditioning pipe; the first air conditioning module further includes a first evaporator, which is connected to the fourth air conditioning pipe.

[0007] In one exemplary embodiment of this application, the refrigerant circuit in the passenger compartment further includes a first coaxial pipe and a second coaxial pipe, wherein the first coaxial pipe is connected to the second air conditioning pipe and the second coaxial pipe is connected to the third air conditioning pipe.

[0008] In one exemplary embodiment of this application, the thermal management system further includes a second air conditioning module, which includes a fan heater and a second evaporator connected between the second air conditioning pipe and the third air conditioning pipe. The fan heater is used for heating the passenger compartment.

[0009] In one exemplary embodiment of this application, the thermal management system further includes a liquid storage and drying bottle, which is connected to the second air conditioning pipeline.

[0010] In one exemplary embodiment of this application, the electric drive water circuit further includes a low-temperature radiator, which is connected in series with the electric drive module.

[0011] In one exemplary embodiment of this application, the thermal management system further includes a water storage bottle, the inlet of which is connected to the low-temperature radiator, and the outlet of which is connected to the pipeline between the low-temperature radiator and the electric drive module.

[0012] In one exemplary embodiment of this application, the thermal management system further includes a plurality of temperature and pressure sensors and a plurality of temperature sensors, wherein the plurality of temperature and pressure sensors are connected to the refrigerant circuit of the crew compartment, and the plurality of temperature sensors are respectively disposed in the battery pack water circuit and the electric drive water circuit.

[0013] A second aspect of this application discloses a vehicle including a body body and the aforementioned thermal management system, the thermal management system being connected to the body body.

[0014] The proposed solution has the following beneficial effects:

[0015] In this embodiment, by setting up a seven-way valve, a three-way valve, and a first connecting pipe and a third connecting pipe, and by coordinating the opening and closing of each valve port of the seven-way valve and each port of the three-way valve, the crew compartment refrigerant circuit, the battery pack water circuit, and the electric drive water circuit can be connected in series to form a whole. This enables the self-circulation of the battery pack water circuit, as well as the corresponding switching of the electric drive module's waste heat recovery and heat pump operating conditions. Ultimately, this simplifies the structure of the thermal management system and facilitates the management and distribution of heat in the thermal management system.

[0016] 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

[0017] 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.

[0018] Figure 1 A schematic diagram of the thermal management system in an embodiment of this application is shown.

[0019] Figure 2 A schematic diagram of the operation of the crew cabin cooling mode of the thermal management system in an embodiment of this application is shown.

[0020] Figure 3 A schematic diagram of the single-cell cooling mode of the thermal management system in an embodiment of this application is shown.

[0021] Figure 4 A schematic diagram of the operation of the thermal management system in the crew cabin + battery cooling mode in an embodiment of this application is shown.

[0022] Figure 5 A schematic diagram of the normal dehumidification mode of the thermal management system in an embodiment of this application is shown.

[0023] Figure 6 A schematic diagram of the operation of the heat pump dehumidification mode of the thermal management system in an embodiment of this application is shown.

[0024] Figure 7 A schematic diagram of the operation of the first heat pump mode of the thermal management system in an embodiment of this application is shown.

[0025] Figure 8 A schematic diagram of the operation of the second heat pump mode of the thermal management system in an embodiment of this application is shown.

[0026] Figure 9 A schematic diagram of the operation of the third heat pump mode of the thermal management system in an embodiment of this application is shown.

[0027] Figure 10 A schematic diagram of the operation of the fourth heat pump mode of the thermal management system in an embodiment of this application is shown.

[0028] Figure 11 A schematic diagram of the operation of the fifth heat pump mode of the thermal management system in an embodiment of this application is shown.

[0029] Figure 12 A schematic diagram of the operation of the battery air-cooling mode of the thermal management system in an embodiment of this application is shown.

[0030] Explanation of reference numerals in the attached figures:

[0031] 11. Cooler; 111. Refrigerant side; 112. Water side; 12. Compressor; 131. Internal cooling condenser; 132. First evaporator; 14. Non-subcooled condenser; 15. First air conditioning pipe; 151. Electromagnetic control valve; 16. Second air conditioning pipe; 161. Second electronic expansion valve; 17. Third air conditioning pipe; 18. Fourth air conditioning pipe; 181. First electronic expansion valve; 19. Sixth air conditioning pipe; 191. Third electronic expansion valve; 21. First 21. Coaxial tube; 22. Second coaxial tube; 231. Second evaporator; 232. Air heater; 24. Fifth air conditioning pipe; 241. Fourth electronic expansion valve; 25. Liquid storage drying bottle; 31. Battery module; 32. Semiconductor heater; 33. First connecting pipe; 41. Electric drive module; 42. Third connecting pipe; 43. Low temperature radiator; 44. Water storage bottle; 51. Second connecting pipe; 52. Seven-way valve; 53. Three-way valve; 54. Temperature and pressure sensor. Detailed Implementation

[0032] 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.

[0033] 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.

[0034] 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.

[0035] like Figures 1 to 12 As shown, this embodiment provides a thermal management system, including: a first air conditioning module, a chiller 11, a battery module 31, a semiconductor heater 32 (Positive Temperature Coefficient, PTC), an electric drive module 41, a first connecting pipe 33, a second connecting pipe 51, a third connecting pipe 42, a seven-way valve 52, and a three-way valve 53.

[0036] like Figure 1 As shown, the first air conditioning module includes a compressor 12, an internal cooling condenser 131, and a non-subcooling condenser 14. The main function of the non-subcooling condenser 14 is to release the heat absorbed from the evaporator into the air, causing a change in the state of the refrigerant, thereby achieving a cooling effect. The non-subcooling condenser 14 is relatively simpler and has a more common construction. It cools the refrigerant into a liquid state by allowing it to release heat, making it ready for the next cycle.

[0037] like Figure 1 As shown, the cooler 11 includes a refrigerant side 111 and a water side 112. The refrigerant can exchange heat with the coolant (e.g., water) in the refrigerant side 111 and the water side 112.

[0038] like Figure 1 As shown, the electric drive module 41 may also include a DC-DC (DC-DC converter) module, an OBC (on-board charger) module, an MDC (intelligent driving computing platform) module, a front motor three-in-one module, and / or a rear motor three-in-one module.

[0039] It should be understood that DC-DC modules are used to convert DC power from one voltage level to another. OBC modules are accessories that allow onboard power supplies to charge digital products anytime, anywhere. MDC modules include a standardized series of hardware products, an intelligent driving operating system, a supporting toolchain, and vehicle-road-cloud collaborative services, supporting component-as-a-service architecture, interface standardization, and development tooling, meeting automotive-grade safety requirements.

[0040] like Figure 1 As shown, the battery module 31 may include a battery pack for providing a power source and cooling components such as a cooling plate for cooling the battery pack.

[0041] like Figure 1 As shown, compressor 12, internal cooling condenser 131, non-subcooled condenser 14, and refrigerant side 111 are connected in series to form a refrigerant circuit for the passenger compartment, in which refrigerant circulates. The refrigerant circulation path can be: compressor 12 → internal cooling condenser 131 → non-subcooled condenser 14 → refrigerant side 111 → compressor 12.

[0042] like Figure 1 As shown, the battery module 31, semiconductor heater 32, the first port of the three-way valve 53, the second port of the three-way valve 53, the first valve port of the seven-way valve 52, and the second valve port of the seven-way valve 52 are connected in series to form a battery pack water circuit, in which a circulating coolant is provided. The circulation path of the coolant in the battery pack water circuit can be: battery module 31 → first port of the three-way valve 53 → second port of the three-way valve 53 → first valve port of the seven-way valve 52 → semiconductor heater 32 → battery module 31.

[0043] like Figure 1 As shown, the electric drive module 41, the third valve port of the seven-way valve 52, and the fourth valve port of the seven-way valve 52 are connected in series to form an electric drive water circuit, in which coolant circulates. The circulation path of the coolant in the electric drive water circuit can be: electric drive module 41 → third valve port of the seven-way valve 52 → fourth valve port of the seven-way valve 52 → electric drive module 41.

[0044] It should be understood that the "water circuit" in the electric drive water circuit, and the "water circuit" mentioned below, is not limited to water flowing in the "water circuit", but also includes other liquids other than refrigerant flowing in the "water circuit".

[0045] like Figure 1As shown, one end of the first connecting pipe 33 is connected to the third port of the three-way valve 53, and the other end of the first connecting pipe 33 is connected between the liquid inlet of the battery module 31 and the liquid outlet of the semiconductor heater 32. This allows the circulating flow path of the coolant in the battery pack water circuit to be: battery module 31 → first port of the three-way valve 53 → second port of the three-way valve 53 → first valve port of the seven-way valve 52 → semiconductor heater 32 → battery module 31 and / or the third port of the three-way valve 53 → battery module 31. Ultimately, the first connecting pipe 33 can divert and adjust the flow distribution ratio of the coolant flowing out of the semiconductor heater 32.

[0046] like Figure 1 As shown, one end of the second connecting pipe 51 is connected to the fifth valve port of the seven-way valve 52, and the other end of the second connecting pipe 51 is connected between the liquid inlet of the electric drive module 41 and the fourth valve port of the seven-way valve 52. The second connecting pipe 51 is designed to facilitate the use of the waste heat of the electric drive module 41.

[0047] like Figure 1 As shown, one end of the third connecting pipe 42 is connected to the sixth valve port of the seven-way valve 52, and the other end of the third connecting pipe 42 passes through the water side 112 and connects to the seventh valve port of the seven-way valve 52, thereby enabling the refrigerant in the refrigerant circuit to exchange heat with the coolant in the battery pack water circuit and / or the electric drive water circuit in the cooler 11.

[0048] It should be understood that by setting up the seven-way valve 52, the three-way valve 53, the first connecting pipe 33 and the third connecting pipe 42, and by coordinating the opening and closing of each valve port of the seven-way valve 52 and each port of the three-way valve 53, the crew compartment refrigerant circuit, the battery pack water circuit and the electric drive water circuit can be connected in series to form a whole. This enables the self-circulation of the battery pack water circuit, as well as the corresponding switching of the waste heat recovery of the electric drive module 41 and the heat pump, etc., ultimately simplifying the structure of the thermal management system and facilitating the management and distribution of heat in the thermal management system.

[0049] In an exemplary embodiment of this application, the refrigerant circuit in the passenger compartment further includes a first air conditioning pipe 15. One end of the first air conditioning pipe 15 is connected between the outlet of the internal cooling condenser 131 and the inlet of the non-subcooled condenser 14, and the other end of the first air conditioning pipe 15 is connected between the outlet of the non-subcooled condenser 14 and the inlet of the refrigerant side 111, so as to realize the heat pump function. The first air conditioning pipe 15 includes a pipe body and an electromagnetic control valve 151 disposed on the pipe body.

[0050] In an exemplary embodiment of this application, the refrigerant circuit of the passenger compartment further includes a second air conditioning pipe 16, a third air conditioning pipe 17, and a fourth air conditioning pipe 18. The second air conditioning pipe 16 is connected between the inlet of the refrigerant side 111 and the outlet of the non-subcooled condenser 14. The third air conditioning pipe 17 is connected between the outlet of the refrigerant side 111 and the inlet of the compressor 12. The fourth air conditioning pipe 18 is connected between the third air conditioning pipe 17 and the second air conditioning pipe 16. The first air conditioning module also includes a first evaporator 132, which is connected to the fourth air conditioning pipe 18 to enable cooling and dehumidification of the passenger compartment. The fourth air conditioning pipe 18 includes a pipe body and a first electronic expansion valve 181 disposed on the pipe body. In addition, the second air conditioning pipe 16 includes a pipe body and a second electronic expansion valve 161 disposed on the pipe body. The sixth air conditioning pipe 19, located between the inlet of the non-subcooled condenser 14 and the outlet of the internal cooling condenser 131, also has a third electronic expansion valve 191 disposed on its pipe body.

[0051] In an exemplary embodiment of this application, the refrigerant circuit in the passenger compartment further includes a first coaxial pipe 21 and a second coaxial pipe 22. The first coaxial pipe 21 is connected to the second air conditioning pipe 16, and the second coaxial pipe 22 is connected to the third air conditioning pipe 17, thereby ensuring that the refrigerant fully exchanges energy when circulating in the refrigerant circuit in the passenger compartment.

[0052] In an exemplary embodiment of this application, the thermal management system further includes a second air conditioning module. The second air conditioning module includes a fan heater for heating the passenger compartment and a second evaporator 231 connected between the second air conditioning pipe 16 and the third air conditioning pipe 17, enabling multi-zone cooling or heating of the passenger compartment. The second air conditioning module is connected between the second air conditioning pipe 16 and the third air conditioning pipe 17 via a fifth air conditioning pipe 24, which includes a pipe body and a fourth electronic expansion valve 241 disposed within the pipe body.

[0053] In an exemplary embodiment of this application, the thermal management system further includes a liquid storage and drying bottle 25, which is connected to the second air conditioning duct 16.

[0054] It should be understood that the primary function of the receiver-drier 25 is to store a certain amount of coolant to reduce coolant loss and help maintain the normal operation of the cooling system. The receiver-drier 25 is also known as a high-pressure receiver, to distinguish it from the low-pressure receiver (vapor-liquid separator) installed before the compressor 12. In automobiles, the receiver-drier 25 effectively reduces coolant loss, thereby making the cooling system more efficient. It not only prevents water from freezing but also reduces wear on the water pump impeller and improves heat dissipation.

[0055] In an exemplary embodiment of this application, the electric drive water circuit further includes a low-temperature radiator 43, which is connected in series with the electric drive module 41, thereby dissipating the heat from the operation of the electric drive module 41 to the outside through a fan, thereby achieving the purpose of cooling the electric drive module 41.

[0056] In an exemplary embodiment of this application, the thermal management system further includes a water storage tank 44 containing coolant. The inlet of the water storage tank 44 is connected to a low-temperature radiator 43, and the outlet of the water storage tank 44 is connected to a pipeline between the low-temperature radiator 43 and the electric drive module 41. When the coolant flows through the low-temperature radiator 44, because the temperature of the low-temperature radiator 44 is lower than the air temperature, the water vapor in the coolant condenses into water droplets. These water droplets pass through a throttling valve between the water storage tank 44 and the low-temperature radiator 43 and flow into the water storage tank 44. When the coolant in the electric drive water circuit decreases, the liquid in the water storage tank 44 flows into the electric drive water circuit for continued circulation, thus replenishing the coolant in the electric drive water circuit.

[0057] In one exemplary embodiment of this application, the thermal management system further includes a plurality of temperature and pressure sensors 54 connected to the occupant compartment refrigerant circuit to regulate the flow rate and velocity of the refrigerant. A plurality of temperature sensors 55 are respectively located in the battery pack water circuit and the electric drive water circuit to regulate the flow rate and velocity of the coolant.

[0058] In an exemplary embodiment of this application, the electric drive water circuit, the battery pack water circuit, and the crew compartment refrigerant circuit are each equipped with a water pump (Pump1 and Pump2) to provide circulation power for the coolant or refrigerant in each circuit.

[0059] The flow paths of coolant or refrigerant in each operating mode of the thermal management system of this application are described in detail below:

[0060] Crew cabin cooling mode:

[0061] like Figure 2As shown, the first electronic expansion valve 181 and the third electronic expansion valve 191 are opened, while the electromagnetic control valve 151 and the second electronic expansion valve 161 are closed. The refrigerant circulation path and working principle are as follows: After passing through the compressor 12, the refrigerant forms a high-temperature, high-pressure refrigerant. It then passes through the PT1 sensor (temperature and pressure sensor 54), the internal cooling condenser 131 (not operating), and the third electronic expansion valve 191 (large diameter), before entering the non-subcooled condenser 14 for heat dissipation and cooling. Next, it passes through a one-way valve and is dried in the liquid receiver-dryer bottle 25 before entering the first coaxial tube 21 for further heat exchange and cooling. Finally, it enters the first electronic expansion valve 181 to depressurize and absorb heat, allowing the low-temperature, low-pressure refrigerant to enter the first evaporator 132, where it evaporates and absorbs nearby heat, thus reducing the temperature of the passenger compartment. Subsequently, under the action of the one-way valve, it enters the second coaxial tube 22 for heat exchange and temperature and pressure increase, and then returns to the compressor 12 after passing through the PT2 sensor (temperature and pressure sensor 54).

[0062] Single-battery cooling mode

[0063] like Figure 3 As shown, the second electronic expansion valve 161 and the third electronic expansion valve 191 are opened, the first electronic expansion valve 181 and the solenoid control valve 151 are closed, the first and second ports of the three-way valve 53 are opened, and the third port of the three-way valve 53 is closed. The first and sixth ports of the seven-way valve 52 are connected, as are the seventh and second ports of the seven-way valve 52. This ensures that the refrigerant circulation path is as follows: the refrigerant first passes through the compressor 12 and forms a high-temperature, high-pressure refrigerant. Then, it passes through the high-pressure PT1 sensor (temperature and pressure sensor 54), the internal cooling condenser 131 (not working), and the third electronic expansion valve 191 (large diameter). It then enters the non-subcooled condenser 14 for heat dissipation and cooling. Next, it passes through the one-way valve and is dried in the liquid receiver drying bottle 25 before entering the first coaxial tube 21 for further heat exchange and cooling. Finally, it passes through the second electronic expansion valve 161 to depressurize and absorb heat before entering the refrigerant side 111. After passing through the PT2 sensor (temperature and pressure sensor 54), it returns to the compressor 12. Meanwhile, the circulation path of the battery pack water circuit is as follows: under the action of Pump2 (water pump), the coolant passes through the semiconductor heater 32 (not working) and the battery module 31, and then enters the first and second ports of the three-way valve 53 into the first and sixth ports of the seven-way valve 52. It then enters the third connecting pipe 42 and the water side 112 to exchange heat with the refrigerant in the refrigerant side 111, thereby achieving the purpose of cooling the coolant and ultimately cooling the battery module 31.

[0064] Crew cabin + battery cooling mode

[0065] like Figure 4As shown, in single-battery cooling mode, the first electronic expansion valve 181 can be opened. This causes a portion of the refrigerant, after entering the first coaxial tube 21 for heat exchange and cooling, to flow to the refrigerant side 111 to exchange heat with the coolant on the water side 112 to cool the battery module 31 before returning to the compressor 12. The other portion passes through the first evaporator 132, causing the refrigerant to evaporate and absorb nearby heat, reducing the temperature of the passenger compartment. Subsequently, under the action of the one-way valve, it flows back to the compressor 12.

[0066] Normal dehumidification mode

[0067] like Figure 5 As shown, the first electronic expansion valve 181 and the third electronic expansion valve 191 are opened, the electromagnetic control valve 151 and the second electronic expansion valve 161 are closed, and the three-way valve 53 is closed. First, the heat from the air in the passenger compartment is absorbed by the first evaporator 132, and then condenses into water droplets. Subsequently, the refrigerant, after passing through the compressor 12, forms a high-temperature, high-pressure refrigerant. Then, after passing through the high-pressure PT1 sensor (temperature and pressure sensor 54), it enters the internal cooling condenser 131, where it releases heat, thus completing dehumidification.

[0068] Heat pump dehumidification mode

[0069] like Figure 6 As shown, the first electronic expansion valve 181, the second electronic expansion valve 161, and the solenoid control valve 151 are opened; the third electronic expansion valve 191 is closed; the three-way valve 53 is closed; the third and sixth ports of the seven-way valve 52 are connected; the seventh and fourth ports of the seven-way valve 52 are connected; and the other ports are closed. This ensures the refrigerant circulation path is: compressor 12 → high-pressure PT1 sensor (temperature and pressure sensor 54) → internal cooling condenser 131 (operating) → solenoid control valve 151 → liquid receiver drying bottle 25 → first coaxial tube 21 → first evaporator 132 (operating) → check valve → second coaxial tube 22 → PT2 sensor (temperature and pressure sensor 54) → compressor 12, thus achieving dehumidification.

[0070] First heat pump mode

[0071] like Figure 7As shown, the second electronic expansion valve 161 and the third electronic expansion valve 191 are opened, the first electronic expansion valve 181 and the solenoid control valve 151 are closed, and the third and sixth valve ports of the seven-way valve 52, as well as the seventh and fifth valve ports of the seven-way valve 52, are connected. This ensures the refrigerant circulation path is: compressor 12 → high-pressure PT1 sensor (temperature and pressure sensor 54) → internal cooling condenser 131 → third electronic expansion valve 191 (large diameter) → non-subcooled condenser 14 → check valve → liquid receiver drying bottle 25 → first coaxial tube 21 → second electronic expansion valve 161 → refrigerant side 111 → second coaxial tube 22 → PT2 sensor (temperature and pressure sensor 54) → compressor 12. At the same time, the circulation path of the coolant in the electric drive water circuit is: Pump1 (water pump) → electric drive module 41 → third and sixth valve ports of the seven-way valve 52 → third connecting pipe 42 and water side 112 → seventh and fifth valve ports of the seven-way valve 52 → Pump1 (water pump).

[0072] It should be understood that in the first heat pump mode, the waste heat from the electric drive module 41 can be used to heat the coolant in the electric drive water circuit, and then heat exchange can occur between the water side 112 and the refrigerant side 111, thereby increasing the temperature of the refrigerant and achieving rapid heating of the passenger compartment. Notably, the coolant in the electric drive water circuit does not need to be cooled by the low-temperature radiator 43, reducing energy consumption.

[0073] Second heat pump mode

[0074] like Figure 8 As shown, the second electronic expansion valve 161 and the third electronic expansion valve 191 are opened, the first electronic expansion valve 181 and the solenoid control valve 151 are closed, and the third and sixth valve ports of the seven-way valve 52, as well as the seventh and fourth valve ports of the seven-way valve 52, are connected. This ensures the refrigerant circulation path is: compressor 12 → high-pressure PT1 sensor (temperature and pressure sensor 54) → internal cooling condenser 131 → third electronic expansion valve 191 (large diameter) → non-subcooled condenser 14 → check valve → liquid receiver / drier bottle 25 → first coaxial tube 21 → second electronic expansion valve 161 → refrigerant side 111 → second coaxial tube 22 → PT2 sensor (temperature and pressure sensor 54) → compressor 12. At the same time, the circulation path of the coolant in the electric drive water circuit is as follows: Pump1 (water pump) → electric drive module 41 → third and sixth valve ports of the seven-way valve 52 → third connecting pipe 42 and water side 112 → seventh and fourth valve ports of the seven-way valve 52 → low temperature radiator 43 → Pump1 (water pump).

[0075] It should be understood that in the second heat pump mode, the waste heat from the electric drive module 41 can be used to heat the coolant in the electric drive water circuit, and then the coolant exchanges heat with the refrigerant on the water side 112 and the refrigerant side 111, thereby increasing the temperature of the refrigerant and achieving rapid heating of the passenger compartment. Specifically, after the coolant in the electric drive water circuit exchanges heat with the refrigerant on the water side 112 and the refrigerant on the refrigerant side 111, it is then cooled by the low-temperature radiator 43. This allows for faster cooling of the coolant in the electric drive water circuit while simultaneously increasing the temperature of the passenger compartment, and also reduces the energy consumption of the low-temperature radiator 43.

[0076] Third heat pump mode

[0077] like Figure 9 As shown, the solenoid control valve 151 is opened, the first electronic expansion valve 181 and the third electronic expansion valve 191 are closed, the first and second ports of the three-way valve 53 are connected, the second and third ports of the seven-way valve 52 are connected, the first and sixth ports of the seven-way valve 52 are connected, the seventh and fifth ports of the seven-way valve 52 are connected, and the fourth port of the seven-way valve 52 is closed. This ensures the refrigerant circulation path is: compressor 12 → high-pressure PT1 sensor (temperature and pressure sensor 54) → internal cooling condenser 131 → solenoid control valve 151 → liquid receiver drying bottle 25 → first coaxial tube 21 → refrigerant side 111 → second coaxial tube 22 → PT2 sensor (temperature and pressure sensor 54) → compressor 12. Meanwhile, the circulation path of the coolant in the electric drive water circuit is as follows: Pump1 (water pump) → electric drive module 41 → third and second valve ports of the seven-way valve 52 → via Pump2 and battery module 31 → first and second ports of the three-way valve 53 → first and sixth valve ports of the seven-way valve 52 → third connecting pipe 42 and water side 112 → seventh and fifth valve ports of the seven-way valve 52 → Pump1 (water pump).

[0078] It should be understood that in the third heat pump mode, the waste heat from the electric drive module 41 can be used to heat the coolant in the electric drive water circuit, which then flows into the pipes of the battery pack water circuit, carrying away the heat from the battery module 31 and further heating the coolant. Finally, heat exchange occurs between the water side 112 and the refrigerant side 111, thereby increasing the temperature of the refrigerant and achieving rapid heating of the passenger compartment. In this process, the coolant exchanges heat with the refrigerant on the water side 112 and the refrigerant side 111, which not only increases the temperature of the passenger compartment but also reduces the energy consumption of the low-temperature radiator 43.

[0079] Fourth heat pump mode

[0080] like Figure 10As shown, the solenoid control valve 151 is opened, the first electronic expansion valve 181 and the third electronic expansion valve 191 are closed, the third and sixth valve ports of the seven-way valve 52 are connected, the seventh and fourth valve ports of the seven-way valve 52 are connected, and the fifth valve port of the seven-way valve 52 is closed. This results in the following refrigerant circulation path: compressor 12 → high-pressure PT1 sensor (temperature and pressure sensor 54) → internal cooling condenser 131 → solenoid control valve 151 → liquid receiver drying bottle 25 → first coaxial pipe 21 → refrigerant side 111 → second coaxial pipe 22 → PT2 sensor (temperature and pressure sensor 54) → compressor 12. Simultaneously, the coolant circulation path in the electric drive water circuit is: Pump1 (water pump) → electric drive module 41 → the third and sixth valve ports of the seven-way valve 52 → third connecting pipe 42 and water side 112 → the seventh and fourth valve ports of the seven-way valve 52 → low-temperature radiator 43 → Pump1 (water pump).

[0081] It should be understood that in the fourth heat pump mode, the refrigerant does not pass through the non-subcooled condenser 14, thus achieving internal circulation for air conditioning heating. In this mode, the coolant in the electric drive water circuit also exchanges heat with the refrigerant on the water side 112 and the refrigerant side 111 to raise the refrigerant temperature. Upon passing through the low-temperature radiator 43, its temperature is lowered to cool the electric drive module 41.

[0082] Fifth heat pump mode

[0083] like Figure 11As shown, the solenoid control valve 151 and the second electronic expansion valve 161 are opened, the first electronic expansion valve 181 and the third electronic expansion valve 191 are closed, the first, second, and third ports of the three-way valve 53 are connected, the third and fourth ports of the seven-way valve 52 are connected, the first and sixth ports of the seven-way valve 52 are connected, the seventh and second ports of the seven-way valve 52 are connected, and the fifth port of the seven-way valve 52 is closed. This ensures the refrigerant circulation path is: compressor 12 → high-pressure PT1 sensor (temperature and pressure sensor 54) → internal cooling condenser 131 → solenoid control valve 151 → liquid receiver drying bottle 25 → first coaxial tube 21 → refrigerant side 111 → second coaxial tube 22 → PT2 sensor (temperature and pressure sensor 54) → compressor 12. Simultaneously, the coolant circulation path in the electric drive water circuit is: Pump1 (water pump) → electric drive module 41 → the third and fourth ports of the seven-way valve 52 → low-temperature radiator 43 (heat dissipation) → Pump1 (water pump). The circulation path of the coolant in the battery pack water circuit is as follows: Pump2 (water pump) → semiconductor heater 32 → battery module 31 → first and second ports of three-way valve 53 → first and sixth ports of seven-way valve 52 → third connecting pipe 42 and water side 112 → seventh and second ports of seven-way valve 52 → Pump2 (water pump). After passing through semiconductor heater 32, a portion of the coolant in the battery pack water circuit will be diverted and flow through the first connecting pipe 33 to the third port of three-way valve 53, and finally to the first port of seven-way valve 52.

[0084] It should be understood that in the fifth heat pump mode, the refrigerant does not pass through the non-subcooled condenser 14, thus achieving internal circulation for air conditioning heating. Simultaneously, the coolant in the battery pack water circuit, after being heated by the semiconductor heater 32, exchanges heat with the refrigerant on the water side 112 and the refrigerant side 111, thereby increasing the refrigerant temperature. The coolant in the battery pack water circuit, after being heated by the semiconductor heater 32, can have its flow distributed through the first connecting pipe 33, allowing some coolant to directly enter the water side 112 and exchange heat with the refrigerant on the refrigerant side 111, thus improving heat exchange capacity. The coolant in the electric drive water circuit has its temperature reduced by the low-temperature radiator 43, thereby cooling the electric drive module 41.

[0085] Battery air cooling mode

[0086] like Figure 12As shown, the solenoid control valve 151, the first electronic expansion valve 181, the second electronic expansion valve 161, and the third electronic expansion valve 191 are closed. The solenoid control valve 151 is opened, connecting the first and second ports of the three-way valve 53, connecting the second and third ports of the seven-way valve 52, connecting the first and sixth ports of the seven-way valve 52, connecting the seventh and fourth ports of the seven-way valve 52, and closing the fifth port of the seven-way valve 52. This prevents the refrigerant from working and ensures that the coolant circulation path in the electric drive water circuit is: Pump1 (water pump) → electric drive module 41 → third and second ports of the seven-way valve 52 → via Pump2 and battery module 31 → first and second ports of the three-way valve 53 → first and sixth ports of the seven-way valve 52 → third connecting pipe 42 and water side 112 → seventh and fourth ports of the seven-way valve 52 → low-temperature radiator 43 → Pump1 (water pump).

[0087] It should be understood that in the battery air-cooling mode, the heat generated by the battery module 31 can be directly carried away by the coolant in the electric drive water circuit, and then the heat generated by the battery module 31 can be dissipated into the air through the low-temperature radiator 43 to reduce the temperature of the coolant, thereby achieving the battery air-cooling mode.

[0088] In summary, the thermal management system of this application, by changing the connection method of each valve port of the seven-way valve 52 and each port of the three-way valve 53, as well as the cooperation of each component, has at least a variety of working modes, including summer cooling mode, single battery cooling mode, passenger compartment + battery cooling mode, normal dehumidification mode, heat pump dehumidification mode, first to fifth heat pump modes, and battery air cooling mode, which simplifies the structure of the thermal management system and saves costs.

[0089] 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.

[0090] 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.

[0091] 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.

[0092] 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 in that, include: The system comprises a first air conditioning module, a cooler, a battery module, a semiconductor heater, an electric drive module, a first connecting pipe, a second connecting pipe, a third connecting pipe, a seven-way valve, and a three-way valve. The first air conditioning module includes a compressor, an internal cooling condenser, and a non-subcooling condenser. The cooler includes a refrigerant side and a water side. The compressor, the internal cooling condenser, the non-subcooled condenser, and the refrigerant side are connected in series to form a refrigerant circuit for the passenger compartment, and the refrigerant circuit for the passenger compartment is provided with circulating refrigerant. The battery module, the semiconductor heater, the first port of the three-way valve, the second port of the three-way valve, the first valve port of the seven-way valve, and the second valve port of the seven-way valve are connected in series to form a battery pack water circuit, and the battery pack water circuit is provided with circulating coolant. The electric drive module, the third valve port of the seven-way valve, and the fourth valve port of the seven-way valve are connected in series to form an electric drive water circuit, and the electric drive water circuit is provided with circulating coolant. One end of the first connecting pipe is connected to the third port of the three-way valve, and the other end of the first connecting pipe is connected between the liquid inlet of the battery module and the liquid outlet of the semiconductor heater. One end of the second connecting pipe is connected to the fifth valve port of the seven-way valve, and the other end of the second connecting pipe is connected between the liquid inlet of the electric drive module and the fourth valve port of the seven-way valve. One end of the third connecting pipe is connected to the sixth valve port of the seven-way valve, and the other end of the third connecting pipe passes through the water side and is connected to the seventh valve port of the seven-way valve.

2. The thermal management system according to claim 1, characterized in that, The refrigerant circuit of the passenger compartment also includes a first air conditioning pipe, one end of which is connected between the outlet of the internal cooling condenser and the inlet of the non-subcooled condenser, and the other end of which is connected between the outlet of the non-subcooled condenser and the inlet of the refrigerant side.

3. The thermal management system according to claim 1, characterized in that, The refrigerant circuit for the crew compartment also includes a second air conditioning pipe, a third air conditioning pipe, and a fourth air conditioning pipe; The second air conditioning pipe is connected between the inlet on the refrigerant side and the outlet of the non-subcooled condenser; The third air conditioning pipe is connected between the outlet of the refrigerant side and the inlet of the compressor, and the fourth air conditioning pipe is connected between the third air conditioning pipe and the second air conditioning pipe. The first air conditioning module also includes a first evaporator, which is connected to the fourth air conditioning pipe.

4. The thermal management system according to claim 3, characterized in that, The refrigerant circuit in the passenger compartment also includes a first coaxial pipe and a second coaxial pipe, the first coaxial pipe being connected to the second air conditioning pipe and the second coaxial pipe being connected to the third air conditioning pipe.

5. The thermal management system according to claim 3, characterized in that, The thermal management system further includes a second air conditioning module, which includes a fan heater and a second evaporator connected between the second air conditioning pipe and the third air conditioning pipe. The fan heater is used for heating the passenger compartment.

6. The thermal management system according to claim 3, characterized in that, The thermal management system also includes a liquid storage and drying bottle, which is connected to the second air conditioning pipeline.

7. The thermal management system according to claim 1, characterized in that, The electric drive water circuit also includes a low-temperature radiator, which is connected in series with the electric drive module.

8. The thermal management system according to claim 7, characterized in that, The thermal management system also includes a water storage bottle, the inlet of which is connected to the low-temperature radiator, and the outlet of which is connected to the pipeline between the low-temperature radiator and the electric drive module.

9. The thermal management system according to claim 1, characterized in that, The thermal management system also includes multiple temperature and pressure sensors and multiple temperature sensors. The multiple temperature and pressure sensors are connected to the refrigerant circuit of the crew compartment, and the multiple temperature sensors are respectively located in the battery pack water circuit and the electric drive water circuit.

10. A vehicle, characterized in that, It includes a vehicle body and a thermal management system as described in any one of claims 1-9, wherein the thermal management system is connected to the vehicle body.

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