Vehicle thermal management system and vehicle

Abstract

The utility model relates to a vehicle thermal management system and a vehicle. The vehicle thermal management system comprises a compressor, a cooling module, a first expansion valve, a second expansion valve, a cab air conditioner module, a heat exchanger, a stop valve, a first three-way valve and a first expansion water tank. An outlet of the compressor is connected with an inlet of the cooling module, an outlet of the cooling module is connected with a first inlet of the heat exchanger through a first expansion valve or connected with a refrigerant inlet of the cockpit air conditioner module through a second expansion valve, and a first outlet of the heat exchanger communicates with an inlet of the compressor. A second outlet of the heat exchanger is connected with a refrigerant inlet of the battery pack, and a refrigerant outlet of the battery pack is connected with a second inlet of the heat exchanger; a first inlet of the first three-way valve is connected with a water outlet of the first expansion water tank, a second inlet of the first three-way valve is connected with a refrigerant outlet of the battery pack, a first outlet of the first three-way valve is connected with a second inlet of the heat exchanger, and a water inlet of the first expansion water tank is connected with a refrigerant inlet of the battery pack.

Description

Technical Field

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

[0002] Thermal management technology is an indispensable part of modern automotive engineering, mainly used to control the temperature of various parts of the vehicle to ensure smooth operation and safety. In related technologies, passenger compartment cooling and power battery cooling often employ two independent systems. The passenger compartment is cooled by a compressor, while the power battery has a separate water-cooled unit. These two systems operate on the same principle, with numerous and similar components, resulting in high costs, large space requirements, and high maintenance costs. Utility Model Content

[0003] The purpose of this disclosure is to provide a vehicle thermal management system and a vehicle to solve the technical problems existing in the related art.

[0004] To achieve the above objectives, the first aspect of this disclosure provides a vehicle thermal management system, including a compressor, a cooling module, a first expansion valve, a second expansion valve, a cockpit air conditioning module, a heat exchanger, a shut-off valve, a first three-way valve, and a first expansion tank.

[0005] The compressor outlet is connected to the cooling module inlet. The cooling module outlet is connected to the heat exchanger inlet via the first expansion valve or to the refrigerant inlet of the cockpit air conditioning module via the second expansion valve. The heat exchanger outlet is connected to the compressor inlet. One of the heat exchanger inlet end and the cockpit air conditioning module refrigerant inlet end is provided with the shut-off valve.

[0006] The second outlet of the heat exchanger is connected to the refrigerant inlet of the battery pack, and the refrigerant outlet of the battery pack is connected to the second inlet of the heat exchanger.

[0007] The first inlet of the first three-way valve is connected to the outlet of the first expansion tank, the second inlet of the first three-way valve is connected to the refrigerant outlet of the battery pack, the first outlet of the first three-way valve is connected to the second inlet of the heat exchanger, and the inlet of the first expansion tank is connected to the refrigerant inlet of the battery pack.

[0008] Optionally, the vehicle thermal management system includes a first flow path and a second flow path, wherein the second outlet of the heat exchanger is connected to the refrigerant inlet of the battery pack through the first flow path, and the refrigerant outlet of the battery pack is connected to the second inlet of the heat exchanger through the second flow path;

[0009] A first heater is also provided in the first flow path to heat the refrigerant flowing through the first flow path.

[0010] Optionally, the inlet of the first expansion tank is connected to the first flow path, and the outlet of the first expansion tank is connected to the second flow path.

[0011] Optionally, the vehicle thermal management system further includes a third flow path and a fourth flow path, the cooling module includes a condenser, the cockpit air conditioning module includes an evaporator, the outlet of the condenser is selectively connected to the refrigerant inlet of the evaporator or the first inlet of the heat exchanger via the third flow path, the inlet of the condenser is selectively connected to the refrigerant outlet of the evaporator or the first outlet of the heat exchanger via the fourth flow path, the second expansion valve is connected to the third flow path, and the compressor is connected to the fourth flow path.

[0012] Optionally, the vehicle thermal management system further includes a first water pump, a fifth flow path, and a sixth flow path. The cockpit air conditioning module includes a heater core. The refrigerant inlet of the heater core is connected to the refrigerant outlet of the vehicle's electronic devices via the fifth flow path. The refrigerant outlet of the heater core is connected to the refrigerant inlet of the vehicle's electronic devices via the sixth flow path. The first water pump is connected to the fifth flow path or the sixth flow path.

[0013] Optionally, the vehicle thermal management system further includes a second heater connected to the fifth flow path.

[0014] Optionally, the electronic device includes at least one of an all-in-one controller, a motor controller, and a drive motor.

[0015] Optionally, the cooling module further includes a radiator, wherein the refrigerant inlet of the radiator is connected to the refrigerant outlet of the vehicle's electronic components, and the refrigerant outlet of the radiator is connected to the refrigerant inlet of the vehicle's electronic components.

[0016] Optionally, the cooling module further includes a first fan, the radiator is disposed opposite to the condenser, and the first fan is disposed on the side of the condenser away from the radiator.

[0017] A second aspect of this disclosure provides a vehicle including the vehicle thermal management system described above.

[0018] Through the above technical solution, when it is necessary to cool the passenger compartment and the battery pack, the shut-off valve opens, and the compressor compresses the refrigerant so that the compressor outlet discharges high-temperature, high-pressure gaseous refrigerant. This high-temperature, high-pressure gaseous refrigerant enters the cooling module and releases heat to the outside atmosphere, losing enthalpy. The liquid refrigerant flowing out of the cooling module outlet splits into two streams. One stream is throttled and depressurized by the first expansion valve, becoming a low-temperature, low-pressure gas-liquid two-phase refrigerant. This low-temperature, low-pressure gas-liquid two-phase refrigerant absorbs heat from the air in the passenger compartment in the cockpit air conditioning module and gains enthalpy, thereby reducing the temperature in the passenger compartment and achieving passenger compartment cooling. The other stream is throttled and depressurized by the second expansion valve, becoming a low-temperature, low-pressure gas-liquid two-phase refrigerant. This low-temperature, low-pressure gas-liquid two-phase refrigerant absorbs heat from the high-temperature refrigerant absorbed at the battery pack in the heat exchanger and gains enthalpy, causing the low-temperature refrigerant to flow out of the second outlet of the heat exchanger. This low-temperature refrigerant can be used to cool the battery pack, thereby achieving the purpose of using the cold energy of the refrigerant to cool the battery pack. The refrigerant that has absorbed heat and flows out of the refrigerant outlet of the cockpit air conditioning module and the refrigerant that has absorbed heat and flows out of the first outlet of the heat exchanger merge and eventually return to the compressor.

[0019] In the above process, only one cooling structure is needed to simultaneously cool the passenger compartment and the battery pack, which simplifies the overall structure of the vehicle thermal management system and reduces manufacturing and maintenance costs.

[0020] In addition, a first expansion tank is connected to the refrigerant outlet and refrigerant inlet of the battery pack. During charging and discharging, the battery generates heat, and the first expansion tank stores and regulates the volume changes of the refrigerant, ensuring the stability of the cooling system. Furthermore, through effective temperature control and pressure management, it prevents pressure fluctuations caused by temperature changes, thereby reducing the risk of battery pack failure due to overheating or excessive pressure. The expansion tank helps extend battery life and improve overall safety.

[0021] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0022] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0023] Figure 1 This is a schematic diagram of the structure of a vehicle thermal management system provided in an exemplary embodiment of this disclosure;

[0024] Figure 2This is a schematic diagram of the structure of a vehicle thermal management system provided in one embodiment of the present disclosure, wherein the vehicle thermal management system is in cooling mode, and the thick solid lines and arrows in the figure indicate the flow path and flow direction of the refrigerant in this mode.

[0025] Figure 3 This is a schematic diagram of the structure of a vehicle thermal management system provided in one embodiment of the present disclosure, wherein the vehicle thermal management system is in a cooling and battery pack cooling mode, and the thick solid lines and arrows in the figure indicate the flow path and flow direction of the refrigerant in this mode.

[0026] Figure 4 This is a schematic diagram of the structure of a vehicle thermal management system provided in one embodiment of the present disclosure, wherein the vehicle thermal management system is in battery pack cooling mode, and the thick solid lines and arrows in the figure indicate the flow path and flow direction of the refrigerant in this mode.

[0027] Figure 5 This is a schematic diagram of the structure of a vehicle thermal management system provided in one embodiment of the present disclosure, wherein the vehicle thermal management system is in battery pack heating mode, and the thick solid lines and arrows in the figure indicate the flow path and flow direction of the refrigerant in this mode.

[0028] Figure 6 This is a schematic diagram of the structure of a vehicle thermal management system provided in one embodiment of the present disclosure, wherein the vehicle thermal management system is in waste heat recovery heating mode, and the thick solid lines and arrows in the figure indicate the flow path and flow direction of the refrigerant in this mode.

[0029] Figure 7 This is a schematic diagram of the structure of a vehicle thermal management system provided in one embodiment of the present disclosure. The vehicle thermal management system is in electronic device cooling mode. The thick solid lines and arrows in the figure indicate the flow path and flow direction of the refrigerant in this mode.

[0030] Explanation of reference numerals in the attached figures

[0031] 1-Compressor; 2-Cooling module; 21-Radiator; 22-Condenser; 23-First fan; 3-First expansion valve; 4-Second expansion valve; 5-Cockpit air conditioning module; 51-Heater core; 52-Evaporator; 53-Second fan; 6-Heat exchanger; 7-Stop valve; 8-First three-way valve; 9-First expansion tank; 90-Second water pump; 10-First heater; 11-First water pump; 12-Electronic components; 121-Multi-function controller; 122-Motor controller; 123-Drive motor; 13-Second heater; 14-Second expansion tank; 15-First temperature sensor; 16-Pressure sensor; 17-Second temperature sensor; 18-Third temperature sensor; 19-Fourth temperature sensor; 20-Fifth temperature sensor; 30-First flow path; 40-Second flow path; 50-Third flow path; 60-Fourth flow path; 70-Fifth flow path; 80-Sixth flow path; 100-Battery pack. Detailed Implementation

[0032] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0033] In this disclosure, unless otherwise stated, directional terms such as "up," "down," "left," and "right" are used to indicate orientation or positional relationships only for the convenience of describing this disclosure and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or a specific orientation structure and operation, and therefore should not be construed as a limitation of this disclosure. The terms "inner" and "outer" refer to the inner and outer contours of the corresponding structures.

[0034] Additionally, it should be noted that the terms used, such as "first" and "second," are used to distinguish one element from another and do not indicate sequence or importance. Furthermore, in the description referring to the accompanying drawings, the same reference numerals in different drawings denote the same element.

[0035] In the description of this disclosure, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "connect," "link," and "install" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0036] refer to Figures 1 to 7As shown, the first aspect of this disclosure provides a vehicle thermal management system, including a compressor 1, a cooling module 2, a first expansion valve 3, a second expansion valve 4, a cockpit air conditioning module 5, a heat exchanger 6, a shut-off valve 7, a first three-way valve 8, and a first expansion tank 9; the outlet of the compressor 1 is connected to the inlet of the cooling module 2, the outlet of the cooling module 2 is connected to the first inlet of the heat exchanger 6 via the first expansion valve 3 or to the refrigerant inlet of the cockpit air conditioning module 5 via the second expansion valve 4, the first outlet of the heat exchanger 6 is connected to the inlet of the compressor 1, and the heat exchanger 6... A shut-off valve 7 is provided at either the first inlet end or the refrigerant inlet end of the cockpit air conditioning module 5; the second outlet of the heat exchanger 6 is connected to the refrigerant inlet of the battery pack 100, and the refrigerant outlet of the battery pack 100 is connected to the second inlet of the heat exchanger 6; the first inlet of the first three-way valve 8 is connected to the outlet of the first expansion tank 9, the second inlet of the first three-way valve 8 is connected to the refrigerant outlet of the battery pack 100, the first outlet of the first three-way valve 8 is connected to the second inlet of the heat exchanger 6, and the inlet of the first expansion tank 9 is connected to the refrigerant inlet of the battery pack 100.

[0037] Through the above technical solution, when it is necessary to cool the crew cabin and the battery pack 100, the shut-off valve 7 opens, and the compressor 1 compresses the refrigerant so that the outlet of the compressor 1 discharges high-temperature and high-pressure gaseous refrigerant. This high-temperature and high-pressure gaseous refrigerant enters the cooling module 2 and releases heat to the outside atmosphere and loses enthalpy in the cooling module 2. The liquid refrigerant flowing out of the outlet of the cooling module 2 splits into two streams. One stream is throttled and depressurized by the first expansion valve 3 and becomes a low-temperature and low-pressure gas-liquid two-phase refrigerant. This low-temperature and low-pressure gas-liquid two-phase refrigerant is used in the cockpit air... The refrigerant in module 5 absorbs heat from the air in the passenger compartment and gains enthalpy, thereby reducing the temperature inside the passenger compartment and achieving passenger compartment cooling. Another stream, after being throttled and depressurized by the second expansion valve 4, becomes a low-temperature, low-pressure gas-liquid two-phase refrigerant. This low-temperature, low-pressure gas-liquid two-phase refrigerant absorbs heat from the high-temperature refrigerant at the battery pack 100 in heat exchanger 6 and gains enthalpy, causing the low-temperature refrigerant to flow out from the second outlet of heat exchanger 6. This low-temperature refrigerant can be used to cool the battery pack 100, thus achieving the purpose of cooling the battery pack 100 using the refrigerant's cooling capacity. The refrigerant that has absorbed heat and flows out from the refrigerant outlet of the cockpit air conditioning module 5 and the refrigerant that has absorbed heat and flows out from the first outlet of heat exchanger 6 merge and finally return to compressor 1.

[0038] In the above process, only one cooling structure is needed to simultaneously cool the passenger compartment and the battery pack 100, which simplifies the overall structure of the vehicle thermal management system and reduces manufacturing and maintenance costs.

[0039] Furthermore, a first expansion tank 9 is connected to the refrigerant outlet and refrigerant inlet of the battery pack 100. During charging and discharging, the battery generates heat, and the first expansion tank 9 stores and regulates the volume changes of the refrigerant, ensuring the stability of the cooling system. In addition, it can prevent pressure fluctuations caused by temperature changes through effective temperature control and pressure management, thereby reducing the risk of battery pack 100 failure due to overheating or excessive pressure. The expansion tank helps extend battery life and improve overall safety.

[0040] In low-temperature environments, the internal resistance of a battery increases, leading to a decrease in battery efficiency. Based on this, such as Figure 3 As shown, in one exemplary embodiment provided in this disclosure, the vehicle thermal management system may include a first flow path 30 and a second flow path 40. The second outlet of the heat exchanger 6 is connected to the refrigerant inlet of the battery pack 100 through the first flow path 30, and the refrigerant outlet of the battery pack 100 is connected to the second inlet of the heat exchanger 6 through the second flow path 40. A first heater 10 is also provided on the first flow path 30 to heat the refrigerant flowing through the first flow path 30. In this way, the refrigerant can circulate between the battery pack 100 and the heat exchanger 6 through the first flow path 30 and the second flow path 40, thereby carrying away the heat of the battery pack 100 and diffusing it into the outside atmosphere through the cooling module 2.

[0041] Furthermore, in order to achieve real-time monitoring of the temperature of the refrigerant flowing into and out of the battery pack 100, a fifth temperature sensor 20 can be installed on the first flow path 30 to ensure that the temperature of the battery pack 100 is maintained in the optimal operating state.

[0042] In one embodiment provided in this disclosure, such as Figure 5 As shown, there are two fifth temperature sensors 20, and the two fifth temperature sensors 20 are respectively set upstream and downstream of the battery pack 100, so as to realize the monitoring of the refrigerant temperature before entering the battery pack 100 and the monitoring of the refrigerant temperature after flowing out of the battery pack 100.

[0043] In addition, the first heater 10 installed on the first flow path 30 can also heat the refrigerant flowing through the first flow path 30. In this way, after the heated flow path flows into the battery pack 100 through the refrigerant inlet, the battery pack 100 is heated, so that the battery pack 100 can quickly enter the optimal temperature range for operation, thereby improving the battery efficiency and output power.

[0044] Here, regarding the aforementioned vehicle thermal management system including the first flow path 30 and the second flow path 40, as follows: Figures 1 to 7As shown, the inlet of the first expansion tank 9 is connected to the first flow path 30, and the outlet of the first expansion tank 9 is connected to the second flow path 40. Thus, when the battery pack 100 is operating, it generates heat, which is dissipated by the cooling system through circulating refrigerant. On one hand, as the temperature changes, the volume of the refrigerant expands or contracts, and the first expansion tank 9 can accommodate these changes in refrigerant volume, preventing the system pressure from becoming too high or too low, ensuring stable operation of the cooling system. On the other hand, the design of the first expansion tank 9 also facilitates the expulsion of air from the refrigerant, ensuring smooth refrigerant circulation.

[0045] Optionally, such as Figures 1 to 7 As shown, the vehicle thermal management system may also include a third flow path 50 and a fourth flow path 60. The cooling module 2 includes a condenser 22, the cockpit air conditioning module 5 includes an evaporator 52, the outlet of the condenser 22 is selectively connected to the refrigerant inlet of the evaporator 52 or the first inlet of the heat exchanger 6 via the third flow path 50, the inlet of the condenser 22 is selectively connected to the refrigerant outlet of the evaporator 52 or the first outlet of the heat exchanger 6 via the fourth flow path 60, the second expansion valve 4 is connected to the third flow path 50, and the compressor 1 is connected to the fourth flow path 60. When cooling of the passenger compartment and battery pack 100 is required, shut-off valve 7 opens, and compressor 1 compresses the refrigerant so that high-temperature, high-pressure gaseous refrigerant is discharged from the outlet of compressor 1. This high-temperature, high-pressure gaseous refrigerant enters condenser 22 and releases heat and loses enthalpy to the outside atmosphere in condenser 22. The liquid refrigerant flowing out of the outlet of condenser 22 splits into two streams. One stream is throttled and depressurized by the first expansion valve 3, becoming a low-temperature, low-pressure gas-liquid two-phase refrigerant. This low-temperature, low-pressure gas-liquid two-phase refrigerant is absorbed in evaporator 52. The refrigerant absorbs heat from the air in the passenger compartment and gains enthalpy, thereby lowering the temperature inside the passenger compartment and achieving passenger compartment cooling. Another stream, after being throttled and depressurized by the second expansion valve 4, becomes a low-temperature, low-pressure gas-liquid two-phase refrigerant. This low-temperature, low-pressure gas-liquid two-phase refrigerant absorbs heat from the high-temperature refrigerant absorbed at the battery pack 100 in the heat exchanger 6 and gains enthalpy, causing the low-temperature refrigerant to flow out from the second outlet of the heat exchanger 6. This low-temperature refrigerant can be used to cool the battery pack 100, thus achieving the purpose of cooling the battery pack 100 using the refrigerant's cooling capacity. The refrigerant that has absorbed heat and flows out from the refrigerant outlet of the evaporator 52 and the refrigerant that has absorbed heat and flows out from the first outlet of the heat exchanger 6 merge and finally return to the compressor 1.

[0046] Similarly, in order to monitor the temperature of the refrigerant in the above flow path, a first temperature sensor 15 can be installed on one of the third flow path 50 and the fourth flow path 60, and a pressure sensor 16 can be installed on one of the third flow path 50 and the fourth flow path 60, so as to ensure the stable and efficient operation of the above flow path.

[0047] A second temperature sensor 17 is installed at the refrigerant inlet of the evaporator 52, and a third temperature sensor 18 is installed at the first outlet of the heat exchanger 6. The second temperature sensor 17 can measure the temperature of the refrigerant after it flows through the evaporator 52 and exchanges heat with the passenger compartment, while the third temperature sensor 18 can measure the temperature of the refrigerant after it flows through the heat exchanger 6 and exchanges heat with the battery pack 100, so as to ensure the stable operation of the vehicle thermal management system.

[0048] The aforementioned vehicle thermal management system may further include a second expansion tank 14. The inlet of the second expansion tank 14 is connected to the second outlet of the condenser 22, and the outlet of the second expansion tank 14 is connected to the outlet of the condenser 22. The second expansion tank 14 can store and regulate the volume changes of the refrigerant, ensuring the stability of the cooling system. Furthermore, through effective temperature control and pressure management, it can prevent pressure fluctuations caused by temperature changes, thereby reducing the risk of battery pack 100 failure due to overheating or excessive pressure. The expansion tank contributes to improving the overall safety of the system.

[0049] In the embodiment mentioned above, where a shut-off valve 7 is provided at either the first inlet end of the heat exchanger 6 or the refrigerant inlet end of the cockpit air conditioning module 5, the shut-off valve 7 can be provided on the third flow path 50.

[0050] Optionally, the vehicle thermal management system may further include a first water pump 11, a fifth flow path 70, and a sixth flow path 80. The cockpit air conditioning module 5 includes a heater core 51. The refrigerant inlet of the heater core 51 is connected to the refrigerant outlet of the vehicle's electronic device 12 via the fifth flow path 70, and the refrigerant outlet of the heater core 51 is connected to the refrigerant inlet of the vehicle's electronic device 12 via the sixth flow path 80. The first water pump 11 is connected to either the fifth flow path 70 or the sixth flow path 80. Since the electronic device 12 generates some heat during operation, when the refrigerant circulates within the fifth flow path 70 and the sixth flow path 80, the refrigerant flowing through the electronic device 12 can absorb the heat from the electronic device 12, thereby cooling and dissipating heat from the electronic device 12. After absorbing the heat from the electronic device 12, the refrigerant temperature rises, and when it flows through the heater core 51, it exchanges heat with the air in the passenger compartment, thereby raising the temperature of the passenger compartment.

[0051] Similarly, in order to drive the refrigerant to circulate within the battery pack 100, a second water pump 90 may also be installed on the aforementioned third flow path 50 or fourth flow path 60.

[0052] Furthermore, a fourth temperature sensor is also installed on the fifth flow path 70, such as... Figures 1 to 7As shown, the fourth temperature sensor is located downstream of the electronic device 12, which can measure the temperature of the refrigerant flowing through the electronic device 12 and exchanging heat with it. In this way, the data obtained by the fourth temperature sensor can be used to adjust the refrigerant flow rate or the power of the electronic device 12, thereby keeping the system temperature within the set range and ensuring the safety and efficiency of the equipment.

[0053] Alternatively, to further improve the heating effect and efficiency of the thermal management system, in one embodiment provided in this disclosure, the vehicle thermal management system may further include a second heater 13 connected to the fifth flow path 70. Thus, driven by the first water pump 11, the refrigerant can circulate within the fifth flow path 70 and the sixth flow path 80. Furthermore, as the refrigerant flows through the second heater 13 located on the fifth flow path 70, its temperature is increased. Consequently, when the high-temperature refrigerant flows through the heater core 51 located in the passenger compartment, it can exchange heat with the air in the passenger compartment, thereby raising the temperature of the passenger compartment.

[0054] This disclosure does not limit the specific type of the electronic device 12 mentioned above. It can be understood that the electronic device 12 can be any component that can generate heat during vehicle operation. For example, in one embodiment provided by this disclosure, the electronic device 12 may include at least one of the following: an all-in-one controller 121, a motor controller 122, and a drive motor 123.

[0055] It should be noted that, in the implementation of multiple electronic devices 12, the multiple electronic devices 12 can be connected in series in the cooling circuit. In this way, when the refrigerant flows through multiple electronic devices 12, it can not only cool down each electronic device 12, but also absorb as much heat as possible from multiple electronic devices 12, thereby improving the heating efficiency of the passenger compartment.

[0056] Optionally, the cooling module 2 also includes a radiator 21, the refrigerant inlet of the radiator 21 being connected to the refrigerant outlet of the vehicle's electronic device 12, and the refrigerant outlet of the radiator 21 being connected to the refrigerant inlet of the vehicle's electronic device 12.

[0057] Optionally, the cooling module 2 further includes a first fan 23. The radiator 21 and the condenser 22 are arranged opposite to each other, and the first fan 23 is located on the side of the condenser 22 away from the radiator 21. By setting the first fan 23 and placing it on the side of the condenser 22 away from the radiator 21, the amount of air exchanging heat with the condenser 22 and the radiator 21 can be increased, which can more effectively blow away the heat on the condenser 22 and improve the heat dissipation efficiency of the condenser 22.

[0058] Similarly, in order to improve the heat exchange efficiency between the heating core 51 and the air in the passenger compartment, the above-mentioned cockpit air conditioning module 5 may include a second fan 53. The second fan 53 is arranged opposite to the heating core 51 and can blow air onto the heating core 51. This can accelerate the speed at which the air flows through the heating core 51, and the fan increases the contact area and contact time between the air and the heating core 51, thereby improving the heat exchange efficiency, shortening the warm-up time of the electric vehicle in cold weather, and improving the vehicle's instant heating performance.

[0059] The following will be based on Figure 1 Taking the embodiments in the example as an example, combined with Figures 2 to 7 This describes the circulation process and principle of the heat pump air conditioning system provided in this disclosure under its main operating modes.

[0060] Mode 1: Cooling Mode. In this mode, such as... Figure 2 As shown, when the shut-off valve 7 is open, the refrigerant entering the compressor 1 is gaseous refrigerant. The compressor 1 compresses the gaseous refrigerant so that high-temperature, high-pressure gaseous refrigerant is discharged from the outlet of the compressor 1. This high-temperature, high-pressure gaseous refrigerant enters the cooling module 2, where it releases heat to the outside atmosphere and loses enthalpy. The liquid refrigerant flowing out of the outlet of the cooling module 2 is throttled and depressurized by the first expansion valve 3, becoming a low-temperature, low-pressure gas-liquid two-phase refrigerant. This low-temperature, low-pressure gas-liquid two-phase refrigerant absorbs heat from the air in the passenger compartment in the cockpit air conditioning module 5 and gains enthalpy, thereby reducing the temperature in the passenger compartment and achieving passenger compartment cooling. The heat-absorbing refrigerant flowing out of the refrigerant outlet of the cockpit air conditioning module 5 eventually returns to the compressor 1.

[0061] Mode 2: Cooling and battery pack 100 cooling mode. In this mode, such as... Figure 3As shown, when the shut-off valve 7 is open, the refrigerant entering the compressor 1 is gaseous refrigerant. The compressor 1 compresses the gaseous refrigerant so that high-temperature, high-pressure gaseous refrigerant is discharged from the outlet of the compressor 1. This high-temperature, high-pressure gaseous refrigerant enters the cooling module 2 and releases heat to the outside atmosphere and loses enthalpy in the cooling module 2. The liquid refrigerant flowing out of the outlet of the cooling module 2 splits into two streams. One stream is throttled and depressurized by the first expansion valve 3, becoming a low-temperature, low-pressure gas-liquid two-phase refrigerant. This low-temperature, low-pressure gas-liquid two-phase refrigerant is then used in the cockpit air conditioning module 5. The refrigerant absorbs heat from the air in the passenger compartment and gains enthalpy, thereby lowering the temperature inside the passenger compartment and achieving passenger compartment cooling. Another stream, after being throttled and depressurized by the second expansion valve 4, becomes a low-temperature, low-pressure gas-liquid two-phase refrigerant. This low-temperature, low-pressure gas-liquid two-phase refrigerant absorbs heat from the high-temperature refrigerant absorbed at the battery pack 100 in the heat exchanger 6 and gains enthalpy, causing the low-temperature refrigerant to flow out from the second outlet of the heat exchanger 6. This low-temperature refrigerant can be used to cool the battery pack 100, thus achieving the purpose of cooling the battery pack 100 using the cooling capacity of the refrigerant. The refrigerant that has absorbed heat and flows out from the refrigerant outlet of the cockpit air conditioning module 5 and the refrigerant that has absorbed heat and flows out from the first outlet of the heat exchanger 6 merge and finally return to the compressor 1.

[0062] Mode 3: Battery Pack 100 Cooling Mode. In this mode, such as... Figure 4 As shown, with shut-off valve 7 closed, the refrigerant entering compressor 1 is gaseous refrigerant. Compressor 1 compresses the gaseous refrigerant so that high-temperature, high-pressure gaseous refrigerant is discharged from the outlet of compressor 1. This high-temperature, high-pressure gaseous refrigerant enters cooling module 2 and releases heat to the outside atmosphere, losing enthalpy in cooling module 2. The liquid refrigerant flowing out of the outlet of cooling module 2 is throttled and depressurized by the second expansion valve 4, becoming a low-temperature, low-pressure gas-liquid two-phase refrigerant. This low-temperature, low-pressure gas-liquid two-phase refrigerant absorbs heat from the high-temperature refrigerant absorbed at battery pack 100 in heat exchanger 6 and gains enthalpy, causing low-temperature refrigerant to flow out from the second outlet of heat exchanger 6. This low-temperature refrigerant can be used to cool battery pack 100, thereby achieving the purpose of cooling battery pack 100 using the cooling capacity of the refrigerant. The refrigerant after heat exchange with heat exchanger 6 finally returns to compressor 1.

[0063] Mode 4: Battery pack 100 heating mode. In this mode, such as... Figure 5 As shown, the first heater 10 and the second water pump 90 are turned on, thereby heating the refrigerant located in the first flow path 30. The heated high-temperature refrigerant enters through the refrigerant inlet of the battery pack 100 and flows out through the refrigerant outlet of the battery pack 100, thus achieving cyclic heating of the battery pack 100. It should be noted that in this mode, the heat exchanger 6 can be used only as a flow channel for the refrigerant to flow through, that is, it does not participate in the heating process of the battery pack 100.

[0064] Mode 5: Waste heat recovery heating mode. In this mode, such as... Figure 6As shown, the first water pump 11 and the second fan 53 are turned on. When the low-temperature refrigerant flows through the electronic device 12, it absorbs the heat from the electronic device 12 and becomes a high-temperature refrigerant. When the high-temperature refrigerant flows through the warm air core 51, the heat in the high-temperature refrigerant is transferred to the low-temperature air in the passenger compartment under the blowing of the second fan 53, so as to increase the temperature of the passenger compartment and achieve the purpose of heating the passenger compartment. This achieves the purpose of recovering the heat emitted by the electronic device 12 when it is working into the heat pump air conditioning system, and using the heat of the electronic device 12 to heat the passenger compartment.

[0065] Mode Six: Electronic Component Cooling Mode 12. In this mode, such as... Figure 7 As shown, the first water pump 11 and the first fan 23 are turned on. When the low-temperature refrigerant flows through the electronic device 12, it absorbs heat from the electronic device 12 and becomes a high-temperature refrigerant. When the high-temperature refrigerant flows through the condenser 22, the heat in the high-temperature refrigerant is quickly transferred to the outside atmosphere by the blowing of the first fan 23 and becomes a low-temperature refrigerant. Driven by the first water pump 11, the low-temperature refrigerant returns to the electronic device 12 to exchange heat with the electronic device 12, thereby realizing the cyclic cooling and heat dissipation of the electronic device 12.

[0066] A second aspect of this disclosure provides a vehicle including the vehicle thermal management system described above. The vehicle provided by this disclosure has all the beneficial effects of the vehicle thermal management system described above, which will not be described in detail here.

[0067] Furthermore, this disclosure does not limit the specific type of the aforementioned vehicle. For example, the vehicle may be a passenger car, a commercial vehicle, a hybrid vehicle, or a pure electric vehicle.

[0068] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0069] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0070] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle thermal management system, characterized by, The vehicle thermal management system comprises a compressor, a cooling module, a first expansion valve, a second expansion valve, a cabin air conditioning module, a heat exchanger, a stop valve, a first three-way valve and a first expansion water tank. An outlet of the compressor is connected with an inlet of the cooling module, an outlet of the cooling module is connected with a first inlet of the heat exchanger via the first expansion valve or a refrigerant inlet of the cabin air conditioning module via the second expansion valve, a first outlet of the heat exchanger is communicated with an inlet of the compressor, one of the first inlet of the heat exchanger and the refrigerant inlet end of the cabin air conditioning module is provided with the stop valve. A second outlet of the heat exchanger is connected with a refrigerant inlet of a battery pack, a refrigerant outlet of the battery pack is connected with a second inlet of the heat exchanger. A first inlet of the first three-way valve is connected with a water outlet of the first expansion water tank, a second inlet of the first three-way valve is connected with the refrigerant outlet of the battery pack, a first outlet of the first three-way valve is connected with the second inlet of the heat exchanger, a water inlet of the first expansion water tank is connected with the refrigerant inlet of the battery pack.

2. The vehicle thermal management system of claim 1, wherein, The vehicle thermal management system comprises a first flow path and a second flow path, the second outlet of the heat exchanger is connected with the refrigerant inlet of the battery pack through the first flow path, the refrigerant outlet of the battery pack is connected with the second inlet of the heat exchanger through the second flow path. A first heater is further arranged on the first flow path to heat the refrigerant flowing through the first flow path.

3. The vehicle thermal management system of claim 2, wherein, The water inlet of the first expansion water tank is connected to the first flow path, and the water outlet of the first expansion water tank is connected to the second flow path.

4. The vehicle thermal management system of any one of claims 1-3, wherein, The vehicle thermal management system further comprises a third flow path and a fourth flow path, the cooling module comprises a condenser, the cabin air conditioning module comprises an evaporator, an outlet of the condenser is selectively connected with a refrigerant inlet of the evaporator or a first inlet of the heat exchanger via the third flow path, an inlet of the condenser is selectively connected with a refrigerant outlet of the evaporator or a first outlet of the heat exchanger via the fourth flow path, the second expansion valve is connected to the third flow path, and the compressor is connected to the fourth flow path.

5. The vehicle thermal management system of claim 4, wherein, The vehicle thermal management system further comprises a first water pump, a fifth flow path and a sixth flow path, the cabin air conditioning module comprises a heater core, a refrigerant inlet end of the heater core is connected with a refrigerant outlet of an electronic device of a vehicle via the fifth flow path, a refrigerant outlet end of the heater core is connected with a refrigerant inlet of the electronic device of the vehicle via the sixth flow path, and the first water pump is connected on the fifth flow path or the sixth flow path.

6. The vehicle thermal management system of claim 5, wherein, The vehicle thermal management system further comprises a second heater, and the second heater is connected to the fifth flow path.

7. The vehicle thermal management system of claim 5, wherein, The electronic device comprises at least one of a multi-controller, a motor controller and a drive motor.

8. The vehicle thermal management system of claim 4, wherein, The cooling module further comprises a radiator, a refrigerant inlet of the radiator is connected with a refrigerant outlet of an electronic device of a vehicle, and a refrigerant outlet of the radiator is connected with a refrigerant inlet of the electronic device of the vehicle.

9. The vehicle thermal management system of claim 8, wherein, The cooling module further comprises a first fan, the radiator is arranged opposite to the condenser, and the first fan is arranged on a side of the condenser away from the radiator.

10. A vehicle characterized by comprising: A vehicle thermal management system comprising the vehicle thermal management system of any one of claims 1-9.

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