Thermal management system for vehicle and vehicle

Abstract

The utility model discloses a thermal management system for a vehicle and the vehicle, and relates to the field of vehicles. The system comprises an air conditioning loop, an engine cooling loop, a first plate heat exchanger and a second plate heat exchanger. The first plate heat exchanger is provided with a first refrigerant channel and a first cooling channel, the first refrigerant channel is connected to the air conditioner loop in series, and the first cooling channel is connected to the engine cooling loop in series. The second plate heat exchanger is provided with a second refrigerant channel and a second cooling channel, the second refrigerant channel is connected to the air conditioner loop in series, and the second cooling channel is connected with the motor electric control battery cooling loop. According to the system, the control complexity is simplified, and efficient heat management is achieved.

Description

Technical Field

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

[0002] Existing vehicle heat pump air conditioning systems often require complex component configurations and control logic when balancing heating, defrosting, and cooling and heating of the battery and motor control system, which increases system complexity and energy consumption.

[0003] Therefore, there is room for improvement in heat pump air conditioning systems. Utility Model Content

[0004] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, the first aspect of the present invention aims to provide a thermal management system for vehicles that simplifies the control complexity of the system and ensures the thermal management performance of the system.

[0005] The second aspect of this utility model aims to provide a vehicle.

[0006] A thermal management system for a vehicle according to a first aspect of the present invention includes: an air conditioning circuit, an engine cooling circuit, a motor / electronic control battery cooling circuit, a first plate heat exchanger, and a second plate heat exchanger. The air conditioning circuit includes a compressor, an external heat exchanger, an internal heat exchanger, and a throttling element. The compressor has an intake port and an exhaust port. The exhaust port is connected to the external heat exchanger, and the intake port is connected to the internal heat exchanger. At least a portion of the throttling element is connected between the external heat exchanger and the internal heat exchanger. The engine cooling circuit includes a heater core and an engine cooler. The motor / electronic control battery cooling circuit includes: a motor / electronic control battery... The heat exchanger and the battery pack heat exchanger; the first plate heat exchanger includes: a first refrigerant passage and a first cooling passage, one end of the first refrigerant passage is connected to the exhaust port, the other end of the first refrigerant passage is connected between the external heat exchanger and the internal heat exchanger, and the first cooling passage is connected to the engine cooling circuit to supply heat to the heater core; the second plate heat exchanger includes: a second refrigerant passage and a second cooling passage, one end of the second refrigerant passage is connected to the intake port, the other end is connected between the external heat exchanger and the internal heat exchanger, and the second cooling passage is connected to the motor control battery cooling circuit.

[0007] According to an embodiment of the present invention, a thermal management system for vehicles utilizes a first plate heat exchanger. One end of the first refrigerant passage of the first plate heat exchanger is connected to the compressor exhaust port, and the other end is located between the external and internal heat exchangers. This passage is responsible for transferring heat from the high-temperature, high-pressure refrigerant to the coolant in the engine cooling circuit. In this way, the first plate heat exchanger enables heat exchange between the air conditioning circuit and the engine cooling circuit, providing additional heat to the passenger compartment when needed, thus enhancing the system's versatility and flexibility.

[0008] By setting up a second plate heat exchanger, one end of the second refrigerant channel of the second plate heat exchanger is connected to the compressor suction port, and the other end is between the external heat exchanger and the internal heat exchanger. This allows the heat from the motor control system and battery pack to be absorbed and distributed, thereby realizing the utilization of waste heat in the system and improving the energy efficiency ratio.

[0009] According to some optional thermal management systems for vehicles based on embodiments of the present invention, the two ends of the external heat exchanger are respectively an external heat exchanger end one and an external heat exchanger end two; the air conditioning circuit further includes: a first selection branch, one end of which is connected to the exhaust port and the other end of which is connected to the external heat exchanger end one, and a first control valve is provided on the first selection branch; a second selection branch, one end of which is connected to the air intake port and the other end of which is connected to the external heat exchanger end one, and a second control valve is provided on the second selection branch; the external heat exchanger end two is connected to the other end of the first refrigerant passage and is connected to the internal heat exchanger.

[0010] In some optional embodiments, the throttling element includes a first throttling element, a second throttling element, and a third throttling element; the air conditioning circuit further includes: a first throttling branch, on which the first throttling element is provided, one end of the first throttling branch is connected to the external heat exchanger, and the other end of the first refrigerant passage is connected to the other end of the first throttling branch; a second throttling branch, on which the internal heat exchanger and the second throttling element are provided, one end of the second throttling branch adjacent to the internal heat exchanger is connected to the air intake, and one end of the second refrigerant passage adjacent to the second throttling element is connected to the other end of the first throttling branch; a third throttling branch, on which the second refrigerant passage and the third throttling element are provided, one end of the third throttling branch adjacent to the second refrigerant passage is connected to the air intake, and one end of the second refrigerant passage adjacent to the third throttling element is connected to the other end of the third throttling branch.

[0011] According to some optional embodiments of the present invention, it further includes: a third plate heat exchanger, the third plate heat exchanger including: a third cooling channel and a fourth cooling channel, the third cooling channel being connected to the engine cooling circuit, and the fourth cooling channel being connected to the motor control battery cooling circuit.

[0012] Optionally, the motor-controlled battery cooling circuit further includes: a first control branch, on which the motor-controlled heat exchanger, a low-temperature radiator, and a first drive pump are provided; a second control branch, on which the battery pack heat exchanger and a second drive pump are provided; and a valve control assembly, which connects the first control branch, the second control branch, the second cooling channel, and the fourth cooling channel to control the first control branch to be connected in series with at least one of the second control branch, the second cooling channel, and the fourth cooling channel.

[0013] In some specific embodiments, the two ends of the first control branch are respectively a first access terminal and a second access terminal, and the two ends of the second control branch are respectively a third access terminal and a fourth access terminal; the valve control assembly further includes: a first three-way valve having a first valve port, a second valve port, and a third valve port; a second three-way valve having a fourth valve port, a fifth valve port, and a sixth valve port; a third three-way valve having a seventh valve port, an eighth valve port, and a ninth valve port; and a fourth three-way valve having a tenth valve port, an eleventh valve port, and a twelfth valve port; wherein The first valve port is connected to the fifth valve port, the second valve port is connected to one end of the second cooling channel, and the third valve port is connected to the fourth access terminal; the fourth valve port is connected to one end of the fourth cooling channel, and the sixth valve port is connected to the first access terminal; the seventh valve port is connected to the second access terminal, the eighth valve port is connected to one end of the second cooling channel, and the ninth valve port is connected to the other end of the fourth cooling channel; the tenth valve port is connected to the other end of the second cooling channel, the eleventh valve port is connected to the second access terminal, and the twelfth valve port is connected to the third access terminal.

[0014] According to some optional embodiments of the present invention, the valve control assembly further includes: a third control valve, which is connected between the first access terminal and the second cooling channel.

[0015] In some specific embodiments, the first control branch is further provided with a switch branch connected in parallel with the low-temperature radiator, and the switch branch is provided with a fourth control valve.

[0016] According to some embodiments of the present invention, the thermal management system includes an engine cooling circuit comprising: a first sub-circuit, wherein the first sub-circuit is provided with the heater core and the first cooling channel, and the first sub-circuit is also provided with a third drive pump; a second sub-circuit, wherein the second sub-circuit is provided with the engine cooler; and a four-way valve having four valve ports, wherein the two ends of the first sub-circuit are connected to two of the valve ports, and the two ends of the second sub-circuit are connected to the other two of the valve ports.

[0017] According to some optional embodiments of the thermal management system of the present invention, the air conditioning circuit further includes a gas-liquid separator, which is at least partially connected to the air intake.

[0018] In some optional embodiments, the air conditioning circuit further includes: a high-pressure separator, one end of which is connected to the first throttling branch and the other end of which is connected to the second throttling branch and the third throttling branch; and a low-pressure separator, one end of which is connected to the second throttling branch, the third throttling branch and the second selection branch, and the other end of which is connected to the air intake.

[0019] A vehicle according to a second aspect of the present invention includes a thermal management system according to a first aspect of the present invention.

[0020] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0021] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0022] Figure 1 This is a schematic diagram of the structure of the thermal management system in some embodiments of this utility model;

[0023] Figure 2 This is a structural schematic diagram of the passenger cabin cooling mode of the thermal management system in some embodiments of this utility model;

[0024] Figure 3 This is a schematic diagram of the passenger cabin cooling and battery pack cooling modes of the thermal management system in some embodiments of this utility model;

[0025] Figure 4 This is a schematic diagram of the passenger cabin heating heat pump mode of the thermal management system in some embodiments of this utility model;

[0026] Figure 5 This is a structural schematic diagram of the passenger cabin low-temperature dehumidification mode of the thermal management system in some embodiments of this utility model;

[0027] Figure 6 This is a schematic diagram of the self-circulating dehumidification mode of the thermal management system in some embodiments of this utility model;

[0028] Figure 7 This is a schematic diagram of the high-temperature dehumidification mode of the thermal management system in some embodiments of this utility model;

[0029] Figure 8 This is a schematic diagram of the defrosting and heating modes of the thermal management system in some embodiments of this utility model;

[0030] Figure 9 This is a schematic diagram of the battery pack and motor electronic control natural cooling mode of the thermal management system in some embodiments of this utility model.

[0031] Figure label:

[0032] Thermal Management System 100

[0033] Air conditioning circuit 10

[0034] Compressor 11, Inlet 11a, Outlet 11b

[0035] External heat exchanger 13, external heat exchanger end 131, external heat exchanger end 132

[0036] Internal heat exchanger 15

[0037] Throttling element 17, first throttling element 171, second throttling element 172, third throttling element 173

[0038] High-pressure separator 18

[0039] Low-pressure separator 19

[0040] First alternative branch 101, second alternative branch 102, first throttling branch 103, second throttling branch 104, third throttling branch 105

[0041] Engine cooling circuit 20

[0042] Heater core 22, engine cooler 24, four-way valve 26, third drive pump 28

[0043] First sub-loop 201, second sub-loop 202

[0044] Motor and electronic control battery cooling circuit 30, motor and electronic control heat exchanger 32, battery pack heat exchanger 33.

[0045] Valve control assembly 34

[0046] First three-way valve 341, first valve port 341a, second valve port 341b, third valve port 341c

[0047] Second three-way valve 342, fourth valve port 342a, fifth valve port 342b, sixth valve port 342c

[0048] Third three-way valve 343, seventh valve port 343a, eighth valve port 343b, ninth valve port 343c

[0049] Fourth three-way valve 344, tenth valve port 344a, eleventh valve port 344b, twelfth valve port 344c

[0050] Third control valve 345, low-temperature radiator 35, first drive pump 36, second drive pump 37.

[0051] First control branch 301, first access terminal 301a, second access terminal 301b, switch branch 3011, fourth control valve 30112.

[0052] Second control branch 302, third access terminal 302a, fourth access terminal 302b

[0053] First plate heat exchanger 51, first refrigerant passage 511, first cooling passage 512

[0054] Second plate heat exchanger 52, second refrigerant passage 523, second cooling passage 524

[0055] Third plate heat exchanger 53, third cooling channel 535, fourth cooling channel 536

[0056] First control valve 61, second control valve 62. Detailed Implementation

[0057] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0058] In the description of this utility model, it should be understood that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0059] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" 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 mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0060] The following is for reference. Figures 1-9 A thermal management system 100 for a vehicle is described according to a first aspect embodiment of the present invention.

[0061] like Figure 1 As shown, the thermal management system 100 includes: an air conditioning circuit 10, an engine cooling circuit 20, a motor control battery cooling circuit 30, a first plate heat exchanger 51, and a second plate heat exchanger 52.

[0062] The air conditioning circuit 10 includes a compressor 11, an external heat exchanger 13, an internal heat exchanger 15, and a throttling element 17. The compressor 11 has an intake port 11a and an exhaust port 11b. The exhaust port 11b is connected to the external heat exchanger 13, and the intake port 11a is connected to the internal heat exchanger 15. At least a portion of the throttling element 17 is connected between the external heat exchanger 13 and the internal heat exchanger 15.

[0063] Specifically, after the refrigerant is discharged from the compressor 11, it is cooled by the external heat exchanger 13, and then enters the internal heat exchanger 15 to absorb heat and cool down through the throttling element 17. This process can efficiently provide cooling for the passenger cabin, while simplifying the flow path design on the refrigerant side, reducing the number of valves, and lowering costs and leakage risks.

[0064] The engine cooling circuit 20 includes a heater core 22 and an engine cooler 24.

[0065] The heater core 22 is used to achieve the effect of heating the interior of the passenger compartment. In this embodiment of the invention, the first cooling channel 512 of the first plate heat exchanger 51 is connected to the engine cooling circuit 20, and transfers heat to the heater core 22 through heat exchange with the first refrigerant channel 511. When it is necessary to heat the passenger compartment, the heater core 22 uses this heat to heat the air blown into the passenger compartment, thereby increasing the interior temperature. Improving heat utilization efficiency also ensures the consistency of temperature in the left and right passages of the vehicle, enhancing passenger comfort.

[0066] The function of the engine cooler 24 is to absorb excess heat generated by the engine by circulating coolant, so as to maintain the engine within a safe and effective operating temperature range.

[0067] In this engine cooling circuit 20, by combining with the engine cooler 24, the heat dissipated by the engine can be supplied to the heater core 22, improving energy utilization, reducing energy waste, and ensuring the comfort of the in-vehicle environment.

[0068] The motor-controlled battery cooling circuit 30 includes a motor-controlled heat exchanger 32 and a battery pack heat exchanger 33.

[0069] Here, the motor control heat exchanger 32 is responsible for managing the temperature of the motor control system. By exchanging heat with the second cooling channel 524 of the second plate heat exchanger 52, it effectively removes the heat generated by these components, avoids overheating problems, and ensures that they work efficiently and stably.

[0070] The battery pack heat exchanger 33 is suitable for regulating the operating temperature of the battery pack. Through its connection with the second plate heat exchanger 52, it effectively cools or heats the battery pack to maintain its optimal operating condition, thereby improving battery performance and lifespan. This design helps improve the efficiency of multiple components and also enhances the overall performance and safety of the vehicle.

[0071] The first plate heat exchanger 51 includes a first refrigerant passage 511 and a first cooling passage 512.

[0072] One end of the first refrigerant passage 511 is directly connected to the exhaust port 11b of the compressor 11. This allows the high-temperature, high-pressure refrigerant discharged from the compressor 11 to flow into the first refrigerant passage 511.

[0073] The other end of the first refrigerant passage 511 is connected between the external heat exchanger 13 and the internal heat exchanger 15. After the refrigerant completes the heat exchange with the coolant, it can flexibly choose the path to continue circulating, either entering the external heat exchanger 13 or the internal heat exchanger 15 to ensure efficient system operation.

[0074] The first cooling channel 512 is connected to the engine cooling circuit 20 to supply heat to the heater core 22. Here, the first cooling channel 512 is responsible for transferring waste heat generated during engine operation to the coolant and exchanging heat with the refrigerant in the first refrigerant channel 511 through the first plate heat exchanger 51. This transferred heat is then used to heat the heater core 22, providing warmth to the passenger compartment. This design not only improves energy efficiency and reduces the need for additional heat sources, but also avoids the potential safety risks associated with directly using high-temperature, high-pressure refrigerant.

[0075] In this way, the vehicle's air conditioning unit only needs to be equipped with an internal heat exchanger 15 and a heating core 22, which simplifies the structure and makes it easier to achieve a double-layer flow design.

[0076] The second plate heat exchanger 52 includes a second refrigerant passage 523 and a second cooling passage 524. One end of the second refrigerant passage 523 is connected to the air intake 11a.

[0077] This means that after completing the heat exchange with the coolant in the second cooling channel 524, the refrigerant will return to the compressor 11 at a lower temperature and pressure, ready to enter the next cycle.

[0078] The other end of the second refrigerant passage 523 is connected between the external heat exchanger 13 and the internal heat exchanger 15. This allows the refrigerant to continue participating in the cooling or heating process of the system after exchanging heat with the coolant in the motor control battery cooling circuit 30 through the second plate heat exchanger 52, ensuring the continuity and efficiency of the entire system.

[0079] The second cooling channel 524 is connected to the motor control battery cooling circuit 30. This arrangement allows excess heat generated by the motor control system during operation to be absorbed by the coolant and transferred to the refrigerant through the second plate heat exchanger 52. This helps maintain the optimal operating temperature of the components in the motor control system, improves their efficiency, and extends their service life.

[0080] The thermal management system 100 of this utility model embodiment enables heat exchange between the air conditioning circuit 10 and the engine cooling circuit 20 by setting the first plate heat exchanger 51, and can provide additional heat to the passenger compartment when needed.

[0081] By setting up a second plate heat exchanger 52, the heat from the motor control system and battery pack can be absorbed and distributed, thereby realizing the utilization of waste heat in the system and improving the energy efficiency ratio.

[0082] According to some embodiments of the present invention, the thermal management system 100 has two ends of the external heat exchanger 13, namely external heat exchanger end 131 and external heat exchanger end 132. The air conditioning circuit 10 further includes a first selection branch 101 and a second selection branch 102.

[0083] In the above technical solution, the external heat exchanger 13 can be selectively connected to the first selective branch 101 and the second selective branch 102 according to the needs, allowing the refrigerant to selectively flow into and out of the external heat exchanger 13 from different branches according to the system needs.

[0084] One end of the first selection branch 101 is connected to the exhaust port 11b, and the other end is connected to the external converter 131. A first control valve 61 is provided on the first selection branch 101.

[0085] In some cases, the external heat exchanger 13 is connected to the first selective branch 101. In this case, one end 131 of the external heat exchanger is connected to the first selective branch 101, allowing refrigerant to enter the external heat exchanger 13 from the exhaust port 11b of the compressor 11 through the first selective branch 101.

[0086] In some optional embodiments, the first control valve 61 is a refrigerant shut-off valve. Using a refrigerant shut-off valve allows for precise control of the refrigerant flow, improving system operating efficiency and safety.

[0087] One end of the second selection branch 102 is connected to the air intake 11a, and the other end is connected to the external exchange end 131. A second control valve 62 is provided on the second selection branch 102.

[0088] In some cases, the refrigerant bypasses the compressor 11 and instead enters the external heat exchanger 13 directly.

[0089] The other end of the external heat exchanger 132 is connected to the other end of the first refrigerant channel 511 and is also connected to the internal heat exchanger 15.

[0090] With this configuration, the refrigerant leaves the external heat exchanger 13 and enters the internal heat exchanger 15 through the external heat exchanger terminal 132.

[0091] During this process, after the refrigerant dissipates heat through the external heat exchanger 13, it continues to circulate into the internal heat exchanger 15 through this path, thereby reducing the temperature inside the passenger cabin and helping to improve the overall energy utilization efficiency of the system.

[0092] In some optional embodiments, the second control valve 62 is a refrigerant shut-off valve. Using a refrigerant shut-off valve allows for precise control of the refrigerant flow, improving system operating efficiency and safety.

[0093] In some specific embodiments, the throttling element 17 includes a first throttling element 171, a second throttling element 172, and a third throttling element 173.

[0094] The air conditioning circuit 10 also includes: a first throttling branch 103, a second throttling branch 104 and a third throttling branch 105.

[0095] The first throttling branch 103 is provided with a first throttling element 171. One end of the first throttling branch 103 is connected to the external refrigerant terminal 132, and the other end of the first refrigerant passage 511 is connected to the other end of the first throttling branch 103.

[0096] The first throttling element 171 is located on the first throttling branch 103 and is used to control the refrigerant flow through the first throttling branch 103.

[0097] The second throttling branch 104 is provided with an internal heat exchanger 15 and a second throttling element 172. One end of the second throttling branch 104 near the internal heat exchanger 15 is connected to the air intake 11a, and one end of the second refrigerant passage 523 near the second throttling element 172 is connected to the other end of the first throttling branch 103.

[0098] The second throttling branch 104 includes an internal heat exchanger 15 for exchanging heat between the refrigerant and the air inside the vehicle. Preferably, the internal heat exchanger 15 is an in-vehicle evaporator.

[0099] The second throttling element 172 is used to regulate the refrigerant flow and pressure through the second throttling branch 104.

[0100] One end of the second throttling branch 104 is connected to the suction port 11a of the compressor 11. This means that the low-temperature, low-pressure refrigerant from the internal heat exchanger 15 can be directly drawn into the compressor 11, ready to enter the next cycle.

[0101] The third throttling branch 105 is provided with a second refrigerant passage 523 and a third throttling element 173. One end of the third throttling branch 105 adjacent to the second refrigerant passage 523 is connected to the air intake 11a, and the other end of the second refrigerant passage 523 adjacent to the third throttling element 173 is connected to the other end of the third throttling branch 105.

[0102] The third throttling element 173 is located on the third throttling branch 105 and is used to regulate the refrigerant flow and pressure through the third throttling branch 105. This allows the system to adjust the refrigerant state according to actual needs, improving system flexibility.

[0103] The third throttling branch 105 includes a portion of the second refrigerant passage 523, which is mainly responsible for guiding the flow direction of the refrigerant after the internal heat exchanger 15.

[0104] In some optional embodiments, the thermal management system 100 further includes a third plate heat exchanger 53, which includes a third cooling channel 535 and a fourth cooling channel 536. The third cooling channel 535 is connected to the engine cooling circuit 20, and the fourth cooling channel 536 is connected to the motor control battery cooling circuit 30.

[0105] In the above technical solution, the third cooling channel 535 is directly connected to the engine cooling circuit 20. This means that it can receive waste heat from the engine coolant. In this way, excess heat generated during engine operation can be effectively transferred to the third plate heat exchanger 53.

[0106] The fourth cooling channel 536 is suitable for connecting to the cooling circuit of the motor control system. This design allows excess heat generated by the motor control system during operation to be absorbed by the coolant and transferred to the third plate heat exchanger 53 through the fourth cooling channel 536.

[0107] By introducing waste heat from the motor control system and battery pack into the third plate heat exchanger 53, more efficient heat management and redistribution can be achieved. For example, under certain operating conditions, this heat can be redirected to provide additional heat to the passenger compartment, thereby improving the overall energy efficiency ratio of the system.

[0108] In some specific embodiments, the motor-controlled battery cooling circuit 30 further includes: a first control branch 301, a second control branch 302, and a valve control assembly 34. The first control branch 301 is equipped with a motor-controlled heat exchanger 32, a low-temperature radiator 35, and a first drive pump 36.

[0109] The motor-controlled heat exchanger 32 is suitable for absorbing waste heat generated during the operation of the motor-controlled system and transferring it to the coolant. This design ensures that the components in the motor-controlled system can operate within their optimal operating temperature range, avoiding performance degradation or failure due to overheating, and improving the stability and reliability of system operation.

[0110] The low-temperature radiator 35 is suitable for dissipating the absorbed heat into the outside air, ensuring that the coolant can continuously and effectively cool the motor and electronic control system.

[0111] The first drive pump 36 is adapted to circulate the coolant in the first control branch 301. The first drive pump 36 not only helps to increase power but also improves the system's response speed and efficiency by adjusting the flow rate to adapt to different operating conditions.

[0112] The second control branch 302 is equipped with a battery pack heat exchanger 33 and a second drive pump 37.

[0113] The battery pack heat exchanger 33 is suitable for regulating the operating temperature of the battery pack. During charging and discharging, the battery pack generates a significant amount of heat. The battery pack heat exchanger 33 effectively absorbs this waste heat through heat exchange with the coolant. This helps maintain the battery pack within its optimal operating temperature range, extending battery life and improving its efficiency and reliability.

[0114] The second drive pump 37 provides the necessary power to the coolant in the second control branch 302, allowing the coolant to flow smoothly through the battery pack heat exchanger 33. Furthermore, the second drive pump 37 also has a flow regulation function, which can adjust the coolant flow rate according to actual needs to adapt to different driving conditions and ambient temperature changes. For example, in high-temperature environments or under high load, the cooling effect can be enhanced by increasing the coolant flow rate; while in low-temperature environments, the flow rate can be appropriately reduced to save energy.

[0115] The valve control assembly 34 is connected to the first control branch 301, the second control branch 302, the second cooling channel 524 and the fourth cooling channel 536 to control at least one of the first control branch 301 and the second control branch 302, the second cooling channel 524 and the fourth cooling channel 536 in series.

[0116] Here, the valve control assembly 34 is used to achieve flexible control of the entire motor control battery cooling circuit 30. Through the valve control assembly 34, the coolant can be switched or run in parallel between the first control branch 301 and the second control branch 302.

[0117] For example, in some embodiments, the valve control assembly 34 can guide the coolant to flow simultaneously through the motor control heat exchanger 32 and the battery pack heat exchanger 33. Because the motor control assembly generates a large amount of heat, it can guide the coolant through the motor control heat exchanger 32, where it absorbs heat before flowing to the battery pack heat exchanger 33. This provides heat to the newly started battery pack, allowing it to quickly reach a suitable operating temperature.

[0118] In some specific embodiments, the two ends of the first control branch 301 are a first access terminal 301a and a second access terminal 301b, respectively, and the two ends of the second control branch 302 are a third access terminal 302a and a fourth access terminal 302b, respectively.

[0119] The valve control assembly 34 also includes a first three-way valve 341, a second three-way valve 342, a third three-way valve 343, and a fourth three-way valve 344. By providing four three-way valves, the valve control assembly 34 can flexibly control the flow rate of coolant in the first control branch 301, the second control branch 302, the second cooling channel 524, and the fourth cooling channel 536, thereby enabling flexible switching between multiple cooling modes.

[0120] The first three-way valve 341 has a first valve port 341a, a second valve port 341b, and a third valve port 341c. The second three-way valve 342 has a fourth valve port 342a, a fifth valve port 342b, and a sixth valve port 342c. The third three-way valve 343 has a seventh valve port 343a, an eighth valve port 343b, and a ninth valve port 343c. The fourth three-way valve 344 has a tenth valve port 344a, an eleventh valve port 344b, and a twelfth valve port 344c. Here, the first three-way valve 341, the second three-way valve 342, the third three-way valve 343, and the fourth three-way valve 344 are each configured with multiple valve ports to achieve flexible control of coolant flow direction. The first three-way valve 341 connects to different cooling paths via its first valve port 341a, second valve port 341b, and third valve port 341c; the second three-way valve 342 switches paths using its fourth valve port 342a, fifth valve port 342b, and sixth valve port 342c. Similarly, the third three-way valve 343 connects to its seventh valve port 343a, eighth valve port 343b, and ninth valve port 343c, while the fourth three-way valve 344 connects to its tenth valve port 344a, eleventh valve port 344b, and twelfth valve port 344c, together ensuring efficient coolant flow under complex operating conditions to optimize system performance.

[0121] Specifically, the first valve port 341a is connected to the fifth valve port 342b, the second valve port 341b is connected to one end of the second cooling channel 524, and the third valve port 341c is connected to the fourth access terminal 302b. The fourth valve port 342a is connected to one end of the fourth cooling channel 536, and the sixth valve port 342c is connected to the first access terminal 301a. The seventh valve port 343a is connected to the second access terminal 301b, the eighth valve port 343b is connected to one end of the second cooling channel 524, and the ninth valve port 343c is connected to the other end of the fourth cooling channel 536. The tenth valve port 344a is connected to the other end of the second cooling channel 524, the eleventh valve port 344b is connected to the second access terminal 301b, and the twelfth valve port 344c is connected to the third access terminal 302a.

[0122] By connecting multiple three-way valves and their ports, the system enables flexible distribution and control of coolant in complex pathways. This improves the system's adaptability and response speed, and ensures that the motor control system and battery pack maintain optimal operating temperatures under various conditions. Furthermore, it enhances system reliability and redundancy, enabling the entire thermal management system 100 to maintain efficient and stable operation under different driving conditions.

[0123] More specifically, the valve control assembly 34 also includes a third control valve 345, which is connected between the first inlet 301a and the second cooling channel 524. This arrangement allows the system to precisely control the flow direction and flow rate of the coolant according to actual needs. Specifically, the third control valve 345 can direct coolant from the second cooling channel 524 to the first inlet 301a when needed, or cut off this path when not needed, ensuring that the coolant only undergoes efficient heat exchange through the necessary paths. This helps to enhance the overall system's energy efficiency and reliability.

[0124] In some optional embodiments, the first control branch 301 is further provided with a switch branch 3011 connected in parallel with the low temperature radiator 35, and the switch branch 3011 is provided with a fourth control valve 30112.

[0125] Specifically, when the ambient temperature is low or the cooling demand is not high, the coolant can bypass the low-temperature radiator 35 by closing the fourth control valve 30112, thus reducing unnecessary energy loss. However, under high load or high temperature conditions, opening the fourth control valve 30112 allows the coolant to flow through the low-temperature radiator 35, ensuring effective cooling of the motor control system.

[0126] According to some optional thermal management systems 100 of this utility model, the engine cooling circuit 20 includes: a first sub-circuit 201, a second sub-circuit 202, and a four-way valve 26. The first sub-circuit 201 is provided with a heater core 22 and a first cooling channel 512, and also with a third drive pump 28. The second sub-circuit 202 is provided with an engine cooler 24. The four-way valve 26 has four ports; two of the ports are connected to both ends of the first sub-circuit 201, and the other two ports are connected to both ends of the second sub-circuit 202.

[0127] In the above technical solution, the heater core 22 is used to provide heat to the passenger compartment, while the first cooling channel 512 is connected to the first plate heat exchanger 51, which is suitable for transferring the heat generated by the engine to the heater core 22. The third drive pump 28 ensures the smooth circulation of coolant in the first sub-circuit 201, thereby achieving effective heat transfer. The second sub-circuit 202 is equipped with an engine cooler 24, which is suitable for dissipating excess heat generated during engine operation to the outside air, so as to keep the engine operating within its optimal operating temperature range.

[0128] The four-way valve 26 has four ports, with two ports connected to the two ends of the first sub-circuit 201 and the other two ports connected to the two ends of the second sub-circuit 202. This configuration allows the four-way valve 26 to flexibly control the flow of coolant, enabling the system to selectively direct coolant flow through either the first sub-circuit 201 or the second sub-circuit 202 as needed. When heat is required for the passenger compartment, the coolant can circulate through the first sub-circuit 201; under high load or high temperature conditions, it can switch to the second sub-circuit 202, ensuring coolant flows through the engine cooler 24, thereby effectively reducing engine temperature. This flexibility not only improves the system's energy efficiency and response speed but also enhances the reliability and adaptability of the entire thermal management system 100.

[0129] According to some optional embodiments of the present invention, the air conditioning circuit 10 further includes a gas-liquid separator, which is at least partially connected to the air intake 11a.

[0130] In the above technical solution, the air conditioning circuit 10 also includes a gas-liquid separator, which is at least partially connected to the suction port 11a of the compressor 11. The gas-liquid separator ensures that the refrigerant entering the compressor 11 is in an ideal gaseous state, avoiding liquid slugging that may occur if liquid refrigerant directly enters the compressor 11, thereby protecting the compressor 11 from damage. Specifically, the gas-liquid separator is located on the low-pressure side of the refrigerant circulation path. The gas-liquid separator is positioned between the internal heat exchanger 15 and the compressor 11. After the refrigerant absorbs heat and evaporates through the internal heat exchanger 15, the gas-liquid separator effectively separates the residual liquid refrigerant, allowing only the gaseous refrigerant to continue flowing to the suction port 11a of the compressor 11. This helps extend the service life of the compressor 11 and improves the overall efficiency and stability of the system. In addition, the gas-liquid separator can also store a certain amount of refrigerant, providing a buffering effect when the system load changes, further enhancing the system's responsiveness and adaptability. By setting up a gas-liquid separator, this invention achieves precise control of refrigerant flow, ensuring that the air conditioning circuit 10 can maintain efficient and stable operation under various working conditions.

[0131] In some optional embodiments, the air conditioning circuit 10 further includes a high-pressure separator 18 and a low-pressure separator 19. One end of the high-pressure separator 18 is connected to the first throttling branch 103, and the other end is connected to the second throttling branch 104 and the third throttling branch 105.

[0132] In the above technical solution, the high-pressure separator 18 can perform preliminary separation of the refrigerant before it undergoes throttling and pressure reduction, ensuring that the refrigerant entering each throttling branch is in a relatively pure state, reducing the potential damage of liquid refrigerant to the system. Specifically, when the high-temperature, high-pressure refrigerant is discharged from the compressor 11 and dissipates heat through the external heat exchanger 13, before entering the first throttling branch 103, the high-pressure separator 18 can effectively separate any liquid refrigerant that may be present, allowing only gaseous refrigerant to continue flowing to each throttling branch, thereby improving the stability and efficiency of system operation.

[0133] The low-pressure separator 19 is connected at one end to the second throttling branch 104, the third throttling branch 105, and the second selection branch 102, and at the other end to the suction port 11a. The low-pressure separator 19 is adapted to perform secondary separation on the refrigerant after it has undergone throttling and pressure reduction and absorbed heat, ensuring that the refrigerant entering the compressor 11 is entirely gaseous, thus avoiding damage to the compressor 11 caused by liquid slugging. In this way, the low-pressure separator 19 can effectively protect the compressor 11 and improve the reliability and performance of the entire air conditioning circuit 10.

[0134] The vehicle according to a second aspect embodiment of the present invention includes the thermal management system 100 of the first aspect embodiment of the present invention.

[0135] It is worth noting that the specific type of vehicle referred to in this application is not limited; for example, the vehicle can be a hybrid electric vehicle, a range-extended electric vehicle, etc. The vehicle according to this utility model embodiment, utilizing the improved thermal management system 100, enables the vehicle's thermal management to respond more efficiently and flexibly to various driving conditions and ambient temperature changes, thereby improving vehicle performance and energy utilization.

[0136] The following is combined Figures 2-9 The different working modes of the thermal management system 100 are described according to different needs.

[0137] Combination Figure 2 In passenger cabin cooling mode, high-pressure, high-temperature refrigerant is discharged from the exhaust port 11b of compressor 11 and flows through the parallel first plate heat exchanger 51, first control valve 61, and external heat exchanger 13. The first throttling element 171 is fully open. After cooling through the first plate heat exchanger 51 and external heat exchanger 13, the refrigerant merges and flows to the high-pressure separator 18 for reheating and cooling, then continues to the internal heat exchanger 15. After throttling, the refrigerant absorbs heat from the air entering the passenger cabin through the internal heat exchanger 15 to cool the passenger cabin. It then returns to the suction port 11a of compressor 11 via low-pressure separator 19, completing the refrigerant circulation loop.

[0138] The water circuit then activates the first drive pump 36 and the third drive pump 28. The third drive pump 28 transports the heat from the first plate radiator to the third plate radiator, and then the first drive pump 36 further transports the heat absorbed in the third plate heat exchanger 53 and the motor-controlled heat exchanger 32 to the low-temperature radiator 35 and dissipates it outside the system.

[0139] By controlling the refrigerant and water circulation, efficient heat management is achieved, thereby improving the system's cooling capacity and efficiency.

[0140] Combination Figure 3 In the simultaneous cooling mode of the passenger cabin and battery pack, high-pressure, high-temperature refrigerant is discharged from the exhaust port 11b of the compressor 11 and flows through the parallel first plate heat exchanger 51, the first control valve 61, and the external heat exchanger 13. The first throttling element 171 is fully open, and the refrigerant is cooled by heat dissipation through the first plate heat exchanger 51 and the external heat exchanger 13. Then, the refrigerant merges and flows to the high-pressure separator 18 for reheating and cooling. Subsequently, it flows to the second throttling element 172 and the third throttling element 173. After throttling, the refrigerant absorbs heat from the air entering the passenger cabin through the internal heat exchanger 15 to cool the passenger cabin. It also absorbs heat from the motor, electronic control, and battery cooling circuit 30 through the second plate heat exchanger 52. After merging, the refrigerant returns to the suction port 11a of the compressor 11 through the low-pressure separator 19, completing the refrigerant circulation loop.

[0141] In the water circulation loop, the first drive pump 36 and the third drive pump 28 work together. The third drive pump 28 transports heat from the first plate heat exchanger 51 to the third plate heat exchanger 53, and then the first drive pump 36 transports the heat from the third plate heat exchanger 53 and the heat from the motor-controlled heat exchanger 32 to the low-temperature radiator 35 for dissipation outside the system. Another water circulation loop is operated by the second drive pump 37, which transports the heat absorbed in the battery pack heat exchanger 33 to the second plate heat exchanger 52, where it is carried away by refrigerant evaporation.

[0142] By controlling the refrigerant and water circulation paths, efficient passenger cabin cooling and battery cooling are achieved, ensuring passenger comfort and battery performance, thereby improving the system's energy efficiency and overall stability.

[0143] Combination Figure 4 In the passenger cabin heating heat pump mode, high-pressure high-temperature refrigerant is discharged from the exhaust port 11b of the compressor 11 and flows through the first parallel plate heat exchanger 51 to release a large amount of heat to heat the coolant. Then, after being throttled by the first throttling device 171, it flows through the external heat exchanger 13 to absorb heat from the air outside the system. After passing through the high-pressure separator 18, it is cooled down. At the same time, after being throttled by the third throttling device 173, it absorbs heat from the battery pack heat exchanger 33 through the second plate heat exchanger 52. Then, the refrigerant merges and flows through the low-pressure separator 19, and finally returns to the suction port 11a of the compressor 11 to complete the refrigerant circulation loop.

[0144] During water circulation, the third drive pump 28 starts, transporting the heat from the first plate heat exchanger 51 to the heater core 22 for release, which heats the air blown into the passenger compartment for heating. Additionally, the first drive pump 36 and the second drive pump 37 operate in series, transporting the heat from the motor-controlled heat exchanger 32 and the battery pack heat exchanger 33 to the second plate heat exchanger 52 for absorption by refrigerant evaporation. During this time, the low-temperature radiator 35 does not participate in the circulation.

[0145] The heat pump heating mode can adopt parallel heat pumps, or it can operate a single first throttling device 171 to use an air source heat pump, or operate a third throttling device 173 to use a water source heat pump.

[0146] By controlling the refrigerant and water circulation paths, efficient passenger cabin heating is achieved. At the same time, when there are multiple air ducts in the vehicle, there is no temperature difference in multiple temperature channels, resulting in better temperature uniformity.

[0147] Combination Figure 5 and Figure 6 In passenger cabin dehumidification mode, the system can flexibly select the operating mode according to the outside temperature and humidity conditions.

[0148] Reference Figure 5 In low-temperature dehumidification mode, high-pressure, high-temperature refrigerant is discharged from the compressor 11 exhaust port 11b, flows through the first plate heat exchanger 51 for heat dissipation and cooling, and then splits into two paths: one path flows to the first throttling element 171; the other path flows through the high-pressure separator 18 for heat recovery and cooling before flowing to the second throttling element 172. The refrigerant flowing to the second throttling element 172 is throttled and then passes through the internal heat exchanger 15 to absorb heat from the air entering the passenger compartment to achieve cooling and dehumidification; the other path of refrigerant flowing to the first throttling element 171 enters the external heat exchanger 13 to absorb heat from the outside air to supplement the heat required for heating up after dehumidification and cooling inside the vehicle. Subsequently, the two refrigerant paths converge at the low-pressure separator 19 and then return to the compressor 11 intake port 11a, completing the refrigerant circulation loop.

[0149] The water circuit uses the third drive pump 28 to transport the heat released by the first plate heat exchanger 51 to the heater core 22, and releases it into the air duct of the vehicle air conditioning unit to heat the airflow that has been dehumidified and cooled by the evaporator, ensuring that the temperature of the airflow entering the vehicle is within a comfortable range.

[0150] Reference Figure 6 In the self-circulating dehumidification mode, the high-pressure high-temperature refrigerant is discharged from the compressor 11 exhaust port 11b, flows through the first plate heat exchanger 51 to dissipate heat and cool down, then flows through the high-pressure separator 18 to reheat and cool down, and then flows to the second throttling device 172. After throttling, the refrigerant absorbs heat from the air entering the passenger compartment through the internal heat exchanger 15 to achieve cooling and dehumidification. Then the refrigerant flows through the low-pressure separator 19 back to the compressor 11 intake port 11a, completing the refrigerant circulation loop.

[0151] The water circuit uses the third drive pump 28 to transport the heat released by the first plate heat exchanger 51 to the heater core 22, and releases it into the air duct of the vehicle air conditioning unit to heat the airflow that has been dehumidified and cooled by the evaporator, ensuring that the temperature of the airflow entering the vehicle is within a comfortable range.

[0152] In this way, by controlling the circulation path of the refrigerant and water, the internal heat exchanger 15 is used for dehumidification and cooling, and the warm air core 22 is used as a temperature regulation device for the temperature control channel. This operation mode is simple and efficient.

[0153] Reference Figure 7 In the high-temperature dehumidification mode, the high-pressure high-temperature refrigerant is discharged from the exhaust port 11b of the compressor 11 and flows through the first plate heat exchanger 51, the first control valve 61, and the external heat exchanger 13 connected in parallel. The first throttling element 171 is fully open, and the refrigerant is cooled by heat dissipation through the first plate heat exchanger 51 and the external heat exchanger 13. Then the refrigerant merges and flows to the high-pressure separator 18 for heat recovery and cooling, and continues to flow to the second throttling element 172. After throttling, the refrigerant absorbs the heat of the air entering the crew compartment through the internal heat exchanger 15 to achieve a cooling effect for the crew compartment.

[0154] The water circulation system operates the third drive pump 28, which transports the heat obtained from the first plate radiator to the heater core 22 and releases it into the air duct of the vehicle air conditioning unit for heating. This heats the airflow that has been dehumidified and cooled by the internal heat exchanger 15, ensuring that the temperature of the airflow entering the vehicle is within a comfortable range.

[0155] Meanwhile, another water circulation system, through the coordinated operation of the first drive pump 36 and the second drive pump 37, transports the heat absorbed by the motor-controlled heat exchanger 32 and the battery pack heat exchanger 33 to the low-temperature radiator 35 and dissipates it outside the vehicle.

[0156] Combination Figure 8 In defrosting and heating mode, high-pressure, high-temperature refrigerant is discharged from the exhaust port 11b of compressor 11 and flows through the parallel first plate heat exchanger 51, the first control valve 61, and the external heat exchanger 13. The first throttling element 171 is fully open, allowing the refrigerant to release heat into the coolant via the first plate heat exchanger 51 for heating. Simultaneously, the frost layer on the external heat exchanger 13 is removed by heat dissipation. Then, the refrigerant flows to the high-pressure separator 18 for reheating and cooling, and continues to the third throttling element 173. After throttling, the refrigerant passes through the second plate heat exchanger 52, absorbing heat from the battery pack heat exchanger 33 and the motor control heat exchanger 32, utilizing the energy stored in the large loop. Finally, the refrigerant flows through the low-pressure separator 19 and returns to the compressor 11 suction port 11a, completing the refrigerant circulation loop.

[0157] In this way, by optimizing the refrigerant circulation path, efficient heating and defrosting functions can be achieved, while the internal heat of the system can be recovered and utilized to improve the system's energy efficiency and stability.

[0158] Combination Figure 9 In the battery pack and motor electronic control natural cooling mode, compressor 11 does not start working and there is no circulation of refrigerant.

[0159] At this time, the water circulation system operates the first drive pump 36 and the second drive pump 37. The water circulation system transports the heat obtained by the motor electronic control heat exchanger 32 and the battery pack heat exchanger 33 to the low-temperature radiator 35 and dissipates it into the outside air, achieving natural cooling with minimal power consumption.

[0160] In this way, efficient natural cooling of the motor, electronic control system, and battery pack is achieved through water circulation, reducing energy consumption and maintaining stable system operation.

[0161] The following is for reference. Figure 1 - Figure 9 A thermal management system 100 according to an embodiment of the present invention will be described in detail with reference to a specific example. It is to be understood that the following description is merely illustrative and not intended to limit the scope of the invention.

[0162] Reference Figure 1 The thermal management system 100 includes: an air conditioning circuit 10, an engine cooling circuit 20, a motor and electronic control battery cooling circuit 30, a first plate heat exchanger 51, a second plate heat exchanger 52, and a third plate heat exchanger 53.

[0163] The air conditioning circuit 10 includes: a compressor 11, an external heat exchanger 13, an internal heat exchanger 15, a throttling element 17, a high-pressure separator 18, and a low-pressure separator 19. The compressor 11 has an intake port 11a and an exhaust port 11b. The exhaust port 11b is connected to the external heat exchanger 13, and the intake port 11a is connected to the internal heat exchanger 15. At least a portion of the throttling element 17 is connected between the external heat exchanger 13 and the internal heat exchanger 15.

[0164] The engine cooling circuit 20 includes a heater core 22 and an engine cooler 24.

[0165] The motor-controlled battery cooling circuit 30 includes a motor-controlled heat exchanger 32 and a battery pack heat exchanger 33.

[0166] The first plate heat exchanger 51 includes a first refrigerant passage 511 and a first cooling passage 512. One end of the first refrigerant passage 511 is connected to the exhaust port 11b, and the other end of the first refrigerant passage 511 is connected between the external heat exchanger 13 and the internal heat exchanger 15. The first cooling passage 512 is connected to the engine cooling circuit 20 to supply heat to the heater core 22.

[0167] The second plate heat exchanger 52 includes a second refrigerant channel 523 and a second cooling channel 524. One end of the second refrigerant channel 523 is connected to the air intake 11a, and the other end is connected between the outer heat exchanger 13 and the inner heat exchanger 15. The second cooling channel 524 is connected to the motor control battery cooling circuit 30.

[0168] The air conditioning circuit 10 also includes: a first selection branch 101, a second selection branch 102, a first throttling branch 103, a second throttling branch 104, and a third throttling branch 105.

[0169] One end of the first selection branch 101 is connected to the exhaust port 11b, and the other end is connected to the external converter 131. A first control valve 61 is provided on the first selection branch 101.

[0170] One end of the second selection branch 102 is connected to the air intake 11a, and the other end is connected to the external exchange end 131. A second control valve 62 is provided on the second selection branch 102.

[0171] The two ends of the external heat exchanger 13 are external heat exchange end 131 and external heat exchange end 132, respectively. External heat exchange end 132 is connected to the other end of the first refrigerant channel 511 and is connected to the internal heat exchanger 15.

[0172] The throttling element 17 includes a first throttling element 171, a second throttling element 172, and a third throttling element 173.

[0173] The first throttling branch 103 is provided with a first throttling element 171. One end of the first throttling branch 103 is connected to the external refrigerant terminal 132, and the other end of the first refrigerant passage 511 is connected to the other end of the first throttling branch 103.

[0174] The second throttling branch 104 is provided with an internal heat exchanger 15 and a second throttling element 172. One end of the second throttling branch 104 near the internal heat exchanger 15 is connected to the air intake 11a, and one end of the second refrigerant passage 523 near the second throttling element 172 is connected to the other end of the first throttling branch 103.

[0175] The third throttling branch 105 is provided with a second refrigerant passage 523 and a third throttling element 173. One end of the third throttling branch 105 adjacent to the second refrigerant passage 523 is connected to the air intake 11a, and one end of the second refrigerant passage 523 adjacent to the third throttling element 173 is connected to the other end of the third throttling branch 105.

[0176] The third plate heat exchanger 53 includes a third cooling channel 535 and a fourth cooling channel 536. The third cooling channel 535 is connected to the engine cooling circuit 20, and the fourth cooling channel 536 is connected to the motor control battery cooling circuit 30.

[0177] The motor-controlled battery cooling circuit 30 includes: a first control branch 301, a second control branch 302, and a valve control assembly 34.

[0178] The first control branch 301 is equipped with a motor-controlled heat exchanger 32, a low-temperature radiator 35, and a first drive pump 36.

[0179] The second control branch 302 is equipped with a battery pack heat exchanger 33 and a second drive pump 37.

[0180] The valve control assembly 34 is connected to the first control branch 301, the second control branch 302, the second cooling channel 524 and the fourth cooling channel 536 to control at least one of the first control branch 301 and the second control branch 302, the second cooling channel 524 and the fourth cooling channel 536 in series.

[0181] The two ends of the first control branch 301 are the first access terminal 301a and the second access terminal 301b, respectively. The two ends of the second control branch 302 are the third access terminal 302a and the fourth access terminal 302b, respectively.

[0182] The valve control assembly 34 further includes: a first three-way valve 341, a second three-way valve 342, a third three-way valve 343, a fourth three-way valve 344, and a third control valve 345. The first three-way valve 341 has a first valve port 341a, a second valve port 341b, and a third valve port 341c. The second three-way valve 342 has a fourth valve port 342a, a fifth valve port 342b, and a sixth valve port 342c. The third three-way valve 343 has a seventh valve port 343a, an eighth valve port 343b, and a ninth valve port 343c. The fourth three-way valve 344 has a tenth valve port 344a, an eleventh valve port 344b, and a twelfth valve port 344c.

[0183] Among them, the first valve port 341a is connected to the fifth valve port 342b, the second valve port 341b is connected to one end of the second cooling channel 524, and the third valve port 341c is connected to the fourth access end 302b.

[0184] The fourth valve port 342a is connected to one end of the fourth cooling channel 536, and the sixth valve port 342c is connected to the first access end 301a.

[0185] The seventh valve port 343a is connected to the second access terminal 301b, the eighth valve port 343b is connected to one end of the second cooling channel 524, and the ninth valve port 343c is connected to the other end of the fourth cooling channel 536.

[0186] The tenth valve port 344a is connected to the other end of the second cooling channel 524, the eleventh valve port 344b is connected to the second access terminal 301b, and the twelfth valve port 344c is connected to the third access terminal 302a.

[0187] The third control valve 345 is connected between the first access terminal 301a and the second cooling channel 524.

[0188] The first control branch 301 is also provided with a switch branch 3011 connected in parallel with the low temperature radiator 35, and the switch branch 3011 is provided with a fourth control valve 30112.

[0189] The engine cooling circuit 20 includes: a first sub-circuit 201, a second sub-circuit 202, and a four-way valve 26.

[0190] The first sub-circuit 201 is equipped with a heater core 22 and a first cooling channel 512, and also with a third drive pump 28. The second sub-circuit 202 is equipped with an engine cooler 24.

[0191] The four-way valve 26 has four valve ports. The two ends of the first sub-circuit 201 are connected to two of the valve ports, and the two ends of the second sub-circuit 202 are connected to the other two valve ports.

[0192] One end of the high-pressure separator 18 is connected to the first throttling branch 103, and the other end is connected to the second throttling branch 104 and the third throttling branch 105.

[0193] One end of the low-pressure separator 19 is connected to the second throttling branch 104, the third throttling branch 105, and the second selection branch 102, and the other end is connected to the intake port 11a.

[0194] Other components of the thermal management system 100 according to embodiments of the present invention, such as vehicles, and its operation are known to those skilled in the art and will not be described in detail here.

[0195] In this specification, the terms "embodiment," "example," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0196] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, characterized by, Comprise: Air conditioning circuit, the air conditioning circuit includes compressor, outer heat exchanger, inner heat exchanger, throttling element, the compressor has suction port and discharge port, the discharge port is connected the outer heat exchanger, the suction port connects the inner heat exchanger, at least part of the throttling element is connected between the outer heat exchanger and the inner heat exchanger; Engine cooling circuit, the engine cooling circuit includes heater core and engine cooler; Motor electric control battery cooling circuit, the motor electric control battery cooling circuit includes: motor electric control heat exchanger and battery pack heat exchanger; First plate heat exchanger, the first plate heat exchanger includes: first refrigerant passage and first cooling passage, one end of the first refrigerant passage is connected to the discharge port, the other end of the first refrigerant passage is connected between the outer heat exchanger and the inner heat exchanger, the first cooling passage is connected on the engine cooling circuit to supply heat to the heater core; Second plate heat exchanger, the second plate heat exchanger includes: second refrigerant passage and second cooling passage, one end of the second refrigerant passage is connected to the suction port, the other end is connected between the outer heat exchanger and the inner heat exchanger, the second cooling passage is connected on the motor electric control battery cooling circuit.

2. The thermal management system for a vehicle of claim 1, wherein, Both ends of the outer heat exchanger are outer heat one end and outer heat two end respectively; The air conditioning circuit further comprises: First selection branch, one end of the first selection branch is connected to the discharge port, the other end is connected to the outer heat one end, a first control valve is provided on the first selection branch; Second selection branch, one end of the second selection branch is connected to the suction port, the other end is connected to the outer heat one end, a second control valve is provided on the second selection branch; The outer heat two end and the other end of the first refrigerant passage are connected and connected to the inner heat exchanger.

3. The thermal management system for a vehicle of claim 2, wherein, The throttling element includes first throttling element, second throttling element and third throttling element; The air conditioning circuit further comprises: First throttling branch, the first throttling element is provided on the first throttling branch, one end of the first throttling branch is connected to the outer heat two end, the other end of the first refrigerant passage is connected to the other end of the first throttling branch; Second throttling branch, the inner heat exchanger and the second throttling element are provided on the second throttling branch, one end of the second throttling branch near the inner heat exchanger is connected to the suction port, one end of the second refrigerant passage near the second throttling element is connected to the other end of the first throttling branch; Third throttling branch, the second refrigerant passage, the third throttling element are provided on the third throttling branch, one end of the third throttling branch near the second refrigerant passage is connected to the suction port, one end of the second refrigerant passage near the third throttling element is connected to the other end of the third throttling branch.

4. The thermal management system for a vehicle of claim 1, wherein, Further comprise: Third plate heat exchanger, the third plate heat exchanger includes: third cooling passage and fourth cooling passage, the third cooling passage is connected on the engine cooling circuit, the fourth cooling passage is connected on the motor electric control battery cooling circuit.

5. The thermal management system for a vehicle of claim 4, wherein, The motor electric control battery cooling circuit further comprises: A first control branch, wherein the motor electrically controlled heat exchanger, the low-temperature radiator and the first driving pump are arranged on the first control branch; A second control branch, wherein the battery pack heat exchanger and the second driving pump are arranged on the second control branch; A valve control assembly, which is connected with the first control branch, the second control branch, the second cooling channel and the fourth cooling channel to control the first control branch in series with at least one of the second control branch, the second cooling channel and the fourth cooling channel.

6. The thermal management system for a vehicle of claim 5, characterized in that, The first control branch has a first access end and a second access end at two ends thereof, and the second control branch has a third access end and a fourth access end at two ends thereof; The valve control assembly further comprises: A first three-way valve, which has a first valve port, a second valve port and a third valve port; A second three-way valve, which has a fourth valve port, a fifth valve port and a sixth valve port; A third three-way valve, which has a seventh valve port, an eighth valve port and a ninth valve port; A fourth three-way valve, which has a tenth valve port, an eleventh valve port and a twelfth valve port; The first valve port is connected with the fifth valve port, the second valve port is connected with one end of the second cooling channel, and the third valve port is connected with the fourth access end; The fourth valve port is connected with one end of the fourth cooling channel, and the sixth valve port is connected with the first access end; The seventh valve port is connected with the second access end, the eighth valve port is connected with one end of the second cooling channel, and the ninth valve port is connected with the other end of the fourth cooling channel; The tenth valve port is connected with the other end of the second cooling channel, the eleventh valve port is connected with the second access end, and the twelfth valve port is connected with the third access end.

7. The thermal management system for a vehicle of claim 6, characterized in that, The valve control assembly further comprises: A third control valve, which is connected between the first access end and the second cooling channel.

8. The thermal management system for a vehicle of claim 5, wherein, The first control branch further has a switch branch connected in parallel with the low-temperature radiator, and the switch branch has a fourth control valve arranged thereon.

9. The thermal management system for a vehicle of claim 1, wherein, The engine cooling circuit comprises: A first sub-circuit, wherein the heater core and the first cooling channel are arranged on the first sub-circuit, and the first sub-circuit further has a third driving pump arranged thereon; A second sub-circuit, wherein the engine cooler is arranged on the second sub-circuit; A four-way valve, which has four valve ports, two of the valve ports are connected with two ends of the first sub-circuit, and the other two of the valve ports are connected with two ends of the second sub-circuit.

10. The thermal management system for a vehicle of claim 1, wherein, The air conditioning circuit further comprises a gas-liquid separator, at least part of which is connected with the suction port.

11. The thermal management system for a vehicle of claim 3, characterized in that, The air conditioning circuit further comprises: A high-pressure separator, one end of which is connected with the first throttling branch, and the other end of which is connected with the second throttling branch and the third throttling branch; A low-pressure separator, one end of which is connected with the second throttling branch, the third throttling branch and the second selection branch, and the other end of which is connected with the suction port.

12. A vehicle characterized by comprising: A thermal management system according to any one of claims 1-11.

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