Thermal management system and vehicle

Abstract

The utility model relates to the technical field of thermal management, in particular to a thermal management system and a vehicle. The heat management system comprises a heat supply loop, a battery loop and a refrigerant loop, wherein a warm air core body is arranged in the heat supply loop; the battery loop is coupled to the heat supply loop, and a heater is arranged in the battery loop; the refrigerant loop is coupled to the battery loop, and an internal condenser is arranged in the refrigerant loop. The vehicle comprises the thermal management system, and the thermal management system can reduce the power of the needed heater and save the cost.

Description

Technical Field

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

[0002] Thermal management systems include direct heat pump systems and indirect heat pump systems. Direct heat pump systems directly exchange heat between the high-temperature refrigerant gas and the passenger compartment through an in-vehicle condenser. They are favored in certain applications due to their ability to quickly heat air and their lower cost. To improve heating capacity, a PTC (Potentially Transmitted Temperature Coefficient) heater is typically added to the air conditioning unit. However, in low-temperature environments, the refrigerant circuit in a direct heat pump system experiences extremely low temperatures, resulting in insufficient refrigerant flow and very low compressor heating power, sometimes even rendering it inoperable. Therefore, in low-temperature environments such as -20°C, heating of the passenger compartment primarily relies on the PTC, requiring significant PTC power. Indirect heat pumps, on the other hand, achieve heat exchange between the refrigerant circuit and the heating core circuit through a condenser. The heating core circuit then uses a warm air core to heat the passenger compartment. To improve heating capacity, a PTC is also included in the heating core circuit. Similar to direct heat pumps, in low-temperature environments, due to the low refrigerant flow and low compressor heating power, heating of the passenger compartment also primarily relies on the PTC, requiring significant PTC power. Utility Model Content

[0003] The purpose of this invention is to propose a thermal management system and vehicle to solve the problems of high PTC power requirements and high manufacturing costs in thermal management systems.

[0004] To achieve this objective, the present invention adopts the following technical solution:

[0005] Thermal management system, including:

[0006] A heating circuit, wherein a warm air core is provided in the heating circuit;

[0007] A battery circuit is coupled to the heating circuit, and a heater is provided in the battery circuit;

[0008] A refrigerant circuit is coupled to the battery circuit, and an internal condenser is provided in the refrigerant circuit.

[0009] Alternatively, the heating circuit is coupled to the battery circuit via a first heat exchanger; the refrigerant circuit is coupled to the battery circuit via a second heat exchanger.

[0010] As an optional embodiment, the battery circuit includes a first battery sub-circuit, a second battery sub-circuit, a third battery sub-circuit, and a fourth battery sub-circuit. The first battery sub-circuit is equipped with a second water pump, the heater, and a battery. The second battery sub-circuit is equipped with a first heat exchanger, the second water pump, and the heater. The third battery sub-circuit is equipped with the heater, the first heat exchanger, the second heat exchanger, and the second water pump. The fourth battery sub-circuit is equipped with the battery, the second heat exchanger, the second water pump, and the heater.

[0011] As an optional solution, the first battery sub-circuit, the second battery sub-circuit, the third battery sub-circuit, and the fourth battery sub-circuit are coupled through a first four-way valve. The first four-way valve includes a first interface, a second interface, a third interface, and a fourth interface. The first interface is connected to the outlet of the battery, the second interface is connected to the outlet of the first heat exchanger, the third interface is connected to the inlet of the second heat exchanger, and the fourth interface is connected to the inlet of the heater and the inlet of the battery.

[0012] The refrigerant circuit includes a first refrigerant sub-circuit and a second refrigerant sub-circuit. The first refrigerant sub-circuit is sequentially equipped with a compressor, an internal condenser, a first throttle valve, and a second heat exchanger. The second refrigerant sub-circuit is sequentially equipped with the compressor, the internal condenser, the second throttle valve, and an evaporator. And / or, the thermal management system further includes an electric drive circuit, which is connected to the battery circuit through the second heat exchanger.

[0013] As an optional solution, the evaporator, the internal condenser, and the heating core are arranged sequentially inside the air conditioning unit according to the airflow direction.

[0014] Alternatively, the refrigerant circuit may be coupled to the electric drive circuit; or, the refrigerant circuit may be coupled to the heating circuit.

[0015] Alternatively, the refrigerant circuit is coupled to the electric drive circuit via a third heat exchanger; or,

[0016] The refrigerant circuit can be coupled to the heat exchange circuit via a third heat exchanger.

[0017] As an optional solution, the third heat exchanger is installed on the heat exchanger circuit, and a third three-way valve is installed between the inlet of the internal condenser and the outlet of the third heat exchanger, the third three-way valve bypassing the outlet of the internal condenser;

[0018] Alternatively, the inlet of the internal condenser and the inlet of the third heat exchanger are connected to the outlet of the compressor via a third three-way valve, and the outlet of the third heat exchanger is connected to the outlet of the internal condenser.

[0019] As an optional solution, an engine is provided in the heating circuit.

[0020] As an optional solution, the heating circuit is coupled to the battery circuit through a first heat exchanger. The heating circuit includes a first heating sub-circuit and a second heating sub-circuit. The heater core is connected in series with the engine to form the first heating sub-circuit, and the engine is connected in series with the first heat exchanger to form the second heating sub-circuit.

[0021] As an optional solution, the first heating sub-circuit and the second heating sub-circuit are coupled through a first three-way valve. The first three-way valve includes a first port, a second port and a third port. The first port is connected to the outlet of the engine, the second port is connected to the inlet of the heater core, and the third port is connected to the inlet of one of the coolant channels of the first heat exchanger.

[0022] Vehicles, including the aforementioned thermal management system.

[0023] This utility model has at least the following beneficial effects:

[0024] In the thermal management system and vehicle of this utility model, the heater is installed in the battery circuit coupled with the refrigerant circuit. It can provide heat to the refrigerant, thereby increasing the amount of refrigerant entering the compressor and activating the compressor's ability. Therefore, a smaller power heater can be selected, saving costs. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments of this utility model will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of this utility model and these drawings without creative effort.

[0026] Figure 1 A layout diagram of the thermal management system provided in Embodiment 1 of this utility model;

[0027] Figure 2 A layout diagram of the thermal management system for the first working mode provided in Embodiment 1 of this utility model;

[0028] Figure 3 A layout diagram of the thermal management system for the second working mode provided in Embodiment 1 of this utility model;

[0029] Figure 4 A layout diagram of the thermal management system for the third working mode provided in Embodiment 1 of this utility model;

[0030] Figure 5 A layout diagram of the thermal management system for the fourth working mode provided in Embodiment 1 of this utility model;

[0031] Figure 6 A layout diagram of the thermal management system for the fifth working mode provided in Embodiment 1 of this utility model;

[0032] Figure 7 A layout diagram of the thermal management system for the sixth working mode provided in Embodiment 1 of this utility model;

[0033] Figure 8 A layout diagram of the thermal management system for the seventh working mode provided in Embodiment 1 of this utility model;

[0034] Figure 9 A layout diagram of the thermal management system for the eighth working mode provided in Embodiment 1 of this utility model;

[0035] Figure 10 A layout diagram of the thermal management system for the ninth working mode provided in Embodiment 1 of this utility model;

[0036] Figure 11 A layout diagram of the thermal management system for the tenth working mode provided in Embodiment 1 of this utility model;

[0037] Figure 12 A layout diagram of the thermal management system for the eleventh working mode provided in Embodiment 1 of this utility model;

[0038] Figure 13 A layout diagram of the thermal management system provided in Embodiment 2 of this utility model;

[0039] Figure 14 This is a layout diagram of the heat pipe system provided in Embodiment 3 of this utility model;

[0040] Figure 15 A layout diagram of the thermal management system provided in Embodiment 4 of this utility model;

[0041] Figure 16 A layout diagram of the thermal management system provided in Embodiment 5 of this utility model;

[0042] Figure 17 This is a layout diagram of the thermal management system provided in Embodiment Six of this utility model.

[0043] In the picture:

[0044] 1. Engine; 2. Heater core; 3. First heat exchanger; 4. Compressor; 5. Internal condenser; 6. First throttle valve; 7. Evaporator; 8. Second throttle valve; 9. Second heat exchanger; 10. Battery; 11. Heater; 12. First water pump; 13. Second water pump; 14. Electric drive assembly; 15. High-temperature radiator; 16. Low-temperature radiator; 17. Intercooler; 18. Outdoor heat exchanger; 19. First three-way valve; 19a. First port; 19b. Second port; 19c. Third port; 20. Second three-way valve; 20a. First connection Interface; 20b, Second connection port; 20c, Third connection port; 21, First four-way valve; 21a, First interface; 21b, Second interface; 21c, Third interface; 21d, Fourth interface; 22, Second four-way valve; 22a, First connecting port; 22b, Second connecting port; 22c, Third connecting port; 22d, Fourth connecting port; 23, Third heat exchanger; 24, Third water pump; 25, Third three-way valve; 26, Third four-way valve; 26a, First valve port; 26b, Second valve port; 26c, Third valve port; 26d, Fourth valve port;

[0045] L1, First battery sub-circuit; L2, Second battery sub-circuit; L3, Third battery sub-circuit; L4, Fourth battery sub-circuit; L5, First refrigerant sub-circuit; L6, Second refrigerant sub-circuit; L7, First heating sub-circuit; L8, Second heating sub-circuit. Detailed Implementation

[0046] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, not the entire structure.

[0047] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0048] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0049] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, 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. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0050] This invention discloses a thermal management system and a vehicle. The thermal management system is used in a vehicle to control the temperature of the vehicle, including but not limited to the passenger compartment and battery, thereby ensuring the stable operation of the entire vehicle. The vehicle can be a fuel-powered vehicle, a hybrid vehicle, or a pure electric vehicle. The thermal management system includes a heating circuit, a battery circuit, and a refrigerant circuit. The heating circuit is equipped with a heater core; the battery circuit is coupled to the heating circuit and is equipped with a heater; the refrigerant circuit is coupled to the battery circuit and is equipped with an internal condenser.

[0051] The heater in the aforementioned thermal management system is located in the battery circuit coupled to the refrigerant circuit. It provides heat to the refrigerant, thereby increasing the amount of refrigerant entering the compressor and activating its capacity. Therefore, a smaller power heater can be selected, saving costs. Moreover, since the battery circuit is coupled to the heating circuit, the heater can still heat the crew compartment.

[0052] Example 1

[0053] refer to Figures 1-12As shown, the vehicle in this embodiment can be a hybrid vehicle. The heating circuit includes a heater core 2 and a first heat exchanger 3. The battery circuit includes a battery 10, the first heat exchanger 3, the second heat exchanger 9, and a heater 11. The first heat exchanger 3 includes two coolant pipes. One coolant pipe is connected to the heater core 2 to form a heating circuit, and the other coolant pipe is connected to the battery 10, the second heat exchanger 9, and the heater 11 to form a battery circuit. That is, the battery circuit is coupled to the heating circuit through the first heat exchanger 3, and the refrigerant returns... The circuit includes a compressor 4, an internal condenser 5, a first throttle valve 6, a second throttle valve 8, an evaporator 7, and a second heat exchanger 9. The internal condenser 5, the evaporator 7, and the heater core 2 are all located inside the air conditioning unit. The second heat exchanger 9 includes a coolant pipe and a refrigerant pipe. The refrigerant pipe is connected to the compressor 4, the internal condenser 5, the first throttle valve 6, the second throttle valve 8, and the evaporator 7 to form a refrigerant circuit, while the coolant pipe is connected to the battery 10, the second heat exchanger 9, and the heater 11 to form a battery circuit.

[0054] It is worth emphasizing that the compressor 4 can absorb the heat generated by the heater 11 through the second heat exchanger 9. Compared with placing the heater 11 in the heating circuit, placing the heater 11 in the battery circuit in this embodiment can reduce the path of heating the second heat exchanger 9, thereby reducing the waiting time required for the compressor 4 to exert greater power in low-temperature environments.

[0055] To prevent the heater 11 from affecting the battery 10 when heating the crew compartment, the battery circuit includes a coupled first battery sub-circuit L1. Figure 2 and Figure 3 (As shown by the red line in the middle), the second battery sub-circuit L2 ( Figure 3 (as shown by the green line in the middle), the third battery sub-circuit L3 ( Figure 6 (shown by the blue line in the middle) and the fourth battery sub-circuit L4 ( Figure 7 (As shown by the yellow line in the middle), the second water pump 13, the heater 11 and the battery 10 are connected in series to form the first battery sub-circuit L1, the first heat exchanger 3, the second water pump 13 and the heater 11 are connected in series to form the second battery sub-circuit L2, the heater 11, the first heat exchanger 3, the second heat exchanger 9 and the second water pump 13 are connected in series to form the third battery sub-circuit L3, and the battery 10, the second heat exchanger 9, the second water pump 13 and the heater 11 are connected in series to form the fourth battery sub-circuit L4.

[0056] When the crew compartment needs to be heated by heater 11 but the battery 10 does not require heating, the third battery sub-circuit L3 is activated and circulated, while the first battery sub-circuit L1, the second battery sub-circuit L2 and the fourth battery sub-circuit L4 are disconnected.

[0057] In this embodiment, the first heat exchanger 3 and the battery 10 are connected in parallel and then connected to the heater 11. When the heater 11 heats the battery 10, it does not need to pass through the first heat exchanger 3, thus reducing the power required by the heater 11. In other embodiments, the first heat exchanger 3 and the battery 10 can also be connected in series.

[0058] Specifically, each sub-circuit in the battery circuit is coupled through a first four-way valve 21. The first four-way valve 21 includes a first interface 21a, a second interface 21b, a third interface 21c, and a fourth interface 21d. The first interface 21a is connected to the outlet of the battery 10, the second interface 21b is connected to the outlet of the first heat exchanger 3, the third interface 21c is connected to the inlet of the second heat exchanger 9, and the fourth interface 21d is connected to the inlet of the heater 11 and the inlet of the battery 10. When the first interface 21a and the fourth interface 21d are open, and the second interface 21b and the third interface 21c are closed, the first battery sub-circuit L1 is cyclically conducting, while the second battery sub-circuit L2, the third battery sub-circuit L3, and the fourth battery sub-circuit L4 are disconnected. When the first interface 21a, the second interface 21b, and the fourth interface 21d are open, and the third interface 21c is closed, the first battery sub-circuit L1 and the second battery sub-circuit L2 are open, while the third battery sub-circuit L3 and the fourth battery sub-circuit L4 are disconnected. When the second interface 21b and the third interface 21c are open, and the first interface 21a and the fourth interface 21d are closed, the third battery sub-circuit L3 is cyclically conducting, while the first battery sub-circuit L1, the second battery sub-circuit L2, and the fourth battery sub-circuit L4 are disconnected. When the first interface 21a and the third interface 21c are open, and the second interface 21b and the fourth interface 21d are closed, the fourth battery sub-circuit L4 is cyclically conducting, while the first battery sub-circuit L1, the second battery sub-circuit L2, and the third battery sub-circuit L3 are disconnected.

[0059] refer to Figure 1 As shown, the heating circuit also includes an engine 1, and a heater core 2 is connected to the engine 1 to utilize the waste heat from the engine 1 to heat the passenger compartment. Furthermore, the engine 1's own water pump provides the power for the coolant to flow in the heating circuit, eliminating the need for an additional water pump and reducing the manufacturing cost of the thermal management system.

[0060] The heating circuit includes the coupled first heating sub-circuit L7 ( Figure 2 (as shown by the purple line) and the second heating sub-circuit L8 ( Figure 2(As shown by the orange line), the aforementioned engine 1 and the aforementioned heater core 2 are connected in series to form a first heating sub-circuit L7, and the aforementioned engine 1 and the aforementioned first heat exchanger 3 are connected in series to form a second heating sub-circuit L8. That is, the heater core 2 and the first heat exchanger 3 are connected in parallel to the aforementioned engine 1. By controlling the on / off state of the first heating sub-circuit L7 and the second heating sub-circuit L8, different thermal management needs can be met. For example, when it is only necessary to use the waste heat of engine 1 to heat the passenger compartment without heating the battery 10, the first heating sub-circuit L7 is circulated, and the second heating sub-circuit L8 is disconnected (because the first heat exchanger 3 is located in the second heating sub-circuit). In the heating sub-circuit L8, the heating circuit is disconnected from the battery circuit. When only the waste heat of engine 1 is needed to heat the battery 10 without heating the passenger compartment, the second heating sub-circuit L8 is activated and the first heating sub-circuit L7 is disconnected. The coolant does not flow through the heater core 2. When the waste heat of engine 1 is needed to heat both the passenger compartment and the battery 10, both the first heating sub-circuit L7 and the second heating sub-circuit L8 are activated and circulated. The coolant flowing through engine 1 can flow through the heater core 2 to heat the passenger compartment and can also flow through the first heat exchanger 3 to exchange heat with the battery circuit to heat the battery 10.

[0061] Specifically, the first heating sub-circuit L7 and the second heating sub-circuit L8 are coupled through a first three-way valve 19. The first three-way valve 19 includes a first port 19a, a second port 19b, and a third port 19c. The first port 19a is connected to the outlet of the engine 1, the second port 19b is connected to the inlet of the heater core 2, and the third port 19c is connected to the inlet of one of the coolant channels of the first heat exchanger 3. The outlet of the coolant channel connected to the first heat exchanger 3 and the third port 19c is connected to the inlet of the engine 1 and the outlet of the heater core 2. When the first port 19a and the second port 19b are open, and the third port 19c is closed, the first heating circuit is connected, and the second heating sub-circuit L8 is disconnected. When the first port 19a and the third port 19c are open, and the second port 19b is closed, the second heating sub-circuit L8 is connected, and the first heating sub-circuit L7 is disconnected. When the first port 19a, the second port 19b, and the third port 19c are all open, the first heating sub-circuit L7 and the second heating sub-circuit L8 are both connected. It can be understood that when the first port 19a, the second port 19b, and the third port 19c are all open, the flow ratio of the coolant flowing to the warm air core 2 and the first heat exchanger 3 can be adjusted by controlling the opening degree of the first three-way valve 19.

[0062] In order to dissipate the heat generated by engine 1 in a timely manner, the heating circuit also includes a high-temperature radiator 15. The high-temperature radiator 15 is connected in series with engine 1 to form a third heating sub-circuit. When engine 1 has residual heat and neither the crew compartment nor the battery 10 has a heating requirement, the third heating sub-circuit is used to dissipate heat from engine 1. At this time, the first port 19a of the first three-way valve 19 is closed.

[0063] In the refrigerant circuit, the compressor 4, the aforementioned internal condenser 5, the aforementioned first throttle valve 6, and the aforementioned second heat exchanger 9 are connected in series to form the first refrigerant sub-circuit L5. The second heat exchanger 9 is provided with a refrigerant flow channel and a coolant flow channel, wherein the refrigerant flow channel is connected to the compressor 4, the internal condenser 5, and the first throttle valve 6 to form the first refrigerant sub-circuit L5. Figure 6 As shown in the red line, the coolant flow channel in the second heat exchanger 9 is connected to the battery 10, meaning the second heat exchanger 9 belongs to both the battery circuit and the first refrigerant sub-circuit L5. The second heat exchanger 9 can transfer the heat generated by the battery 10 to the first refrigerant sub-circuit L5 to heat the passenger compartment. The compressor 4, the internal condenser 5, the second throttle valve 8, and the evaporator 7 are connected in series to form the second refrigerant sub-circuit L6. Figure 6 As shown in the middle of the line), the evaporator 7 is located in the air conditioning unit and is used to cool the crew cabin.

[0064] Specifically, the evaporator 7, the internal condenser 5, and the heater core 2 are arranged sequentially in the air conditioning unit according to the airflow direction. Since the heater core 2 is located downstream of the internal condenser 5 along the airflow direction, the compressor 4 can be turned off and the heater core 2 can be used to heat the passenger compartment. Moreover, when the passenger compartment needs to be cooled, the heater core 2, which is located downstream of the internal condenser 5, can reduce the heat leakage of the internal condenser 5.

[0065] In this embodiment, the thermal management system also includes an electric drive circuit, which can be coupled to the battery circuit through the second heat exchanger 9 and provide heat to the first refrigerant sub-circuit L5 through the second heat exchanger 9, thereby making full use of the waste heat of the electric drive assembly 14.

[0066] The electric drive circuit is equipped with an electric drive assembly 14, the aforementioned second heat exchanger 9, and a first water pump 12. The electric drive assembly 14, the aforementioned second heat exchanger 9, and the aforementioned first water pump 12 are connected in series to form a first electric drive sub-circuit. The electric drive assembly 14 and the aforementioned first water pump 12 are connected in series to form a second electric drive sub-circuit. The second electric drive sub-circuit is used to meet the natural heat dissipation requirements of the electric drive assembly 14.

[0067] The electric drive circuit also includes a low-temperature radiator. The low-temperature radiator 16 is connected in series with the first water pump 12 and the electric drive assembly 14 to form a third electric drive sub-circuit, which is used to improve the heat dissipation efficiency of the electric drive assembly 14.

[0068] Specifically, the on / off state of each sub-circuit in the electric drive circuit is controlled by the second four-way valve 22. The second four-way valve 22 includes a first connecting port 22a, a second connecting port 22b, a third connecting port 22c, and a fourth connecting port 22d. The first connecting port 22a is connected to the inlet of the electric drive assembly 14, the second connecting port 22b is connected to the inlet of the second heat exchanger 9, the third connecting port 22c is connected to the outlet of the second heat exchanger 9 and the outlet of the low-temperature radiator 16, and the fourth connecting port 22d is connected to the outlet of the electric drive assembly 14. When the first connection port 22a and the fourth connection port 22d are open, and the second connection port 22b and the third connection port 22c are closed, the second electric drive sub-circuit is cyclically connected, and the first and third electric drive sub-circuit are disconnected; when the first connection port 22a and the second connection port 22b are open, and the third connection port 22c and the fourth connection port 22d are closed, the first electric drive sub-circuit is cyclically connected, and the second and third electric drive sub-circuit are disconnected; when the first connection port 22a and the third connection port 22c are open, the second connection port 22b and the fourth connection port 22d are closed, the third electric drive sub-circuit is cyclically connected, and the first and second electric drive sub-circuit are disconnected.

[0069] Example 2

[0070] Unlike Embodiment 1, the thermal management system also includes a third heat exchanger 23, see reference. Figure 13 As shown, the third heat exchanger 23 has a coolant flow channel and a refrigerant flow channel. The third heat exchanger 23 is mounted on the first refrigerant sub-circuit L5, and its refrigerant flow channel is connected to the outlet of the internal condenser 5. The coolant flow channel of the third heat exchanger 23 is connected to the electric drive assembly 14 to form the fourth electric drive sub-circuit. The refrigerant circuit achieves heat exchange with the electric drive circuit through the third heat exchanger 23, thereby enabling the electric drive circuit to dissipate heat from the refrigerant, meeting the increased cooling requirements of super-fast charging such as 6C, while also improving heating capacity.

[0071] The electric drive circuit also includes an intercooler 17, which is connected in series with the electric drive assembly 14 to form a fifth electric drive sub-circuit. In addition, the thermal management system also includes a third four-way valve 26 to regulate the flow rate of coolant through the electric drive assembly 14, the intercooler 17, and the third heat exchanger 23. The third four-way valve 26 includes a first valve port 26a, a second valve port 26b, a third valve port 26c, and a fourth valve port 26d. The first valve port 26a is connected to the inlet of the low-temperature radiator 16, the inlet of the first heat exchanger 3, and the inlet of the second heat exchanger 9; the second valve port 26b is connected to the inlet of the third heat exchanger 23; the third valve port 26c is connected to the outlet of the electric drive assembly 14, the outlet of the third heat exchanger 23, and the outlet of the intercooler 17; and the fourth valve port 26d is connected to the inlet of the intercooler 17.

[0072] Example 3

[0073] In this embodiment, the thermal management system also includes a third heat exchanger 23, as referenced. Figure 14 As shown, unlike Embodiment 2, the refrigerant flow channel of the third heat exchanger 23 is connected to the inlet of the internal condenser 5, and the coolant flow channel of the third heat exchanger 23 is connected in series with the outlet of the first heat exchanger 3. That is, the heating circuit achieves heat exchange with the refrigerant circuit through the third heat exchanger 23, so as to fully utilize the heating capacity of the refrigerant circuit.

[0074] The thermal management system also includes a third three-way valve 25, see reference. Figure 15 As shown, the third three-way valve 25 is located between the internal condenser 5 and the third heat exchanger 23. The third three-way valve 25 connects the inlet of the internal condenser 5 and the outlet of the third heat exchanger 23, while also bypassing the outlet of the internal condenser 5. The third three-way valve 25 is a proportional three-way valve; by adjusting the third three-way valve 25, the flow rate of refrigerant entering the internal condenser 5 can be flexibly adjusted. To prevent refrigerant flowing out of the bypass port of the third three-way valve 25 from entering the internal condenser 5, a one-way valve is connected to the outlet of the internal condenser 5.

[0075] Example 4

[0076] refer to Figure 16 As shown, unlike Embodiment 3, the third three-way valve 25 connects the outlet of the compressor 4, the inlet of the internal condenser 5, and the inlet of the third heat exchanger 23, while the outlet of the third heat exchanger 23 connects to the outlet of the internal condenser 5. In this configuration, the third three-way valve 25 allows the internal condenser 5 and the third heat exchanger 23 to be connected in parallel, reducing the resistance in the refrigerant circuit and thus reducing the losses in the compressor 4. To prevent refrigerant from entering the internal condenser 5 from the outlet of the third heat exchanger 23, a one-way valve is connected to the outlet of the internal condenser 5.

[0077] Example 5

[0078] The thermal management system in this embodiment includes an electronic thermostat (not shown in the figure). The electronic thermostat is connected to the engine 1 to automatically adjust the flow rate into the high-temperature radiator 15 according to the temperature of the coolant flowing out of the engine 1, thereby realizing the function of using the high-temperature radiator 15 to dissipate heat from the refrigerant circuit.

[0079] Example 6

[0080] refer to Figure 17 As shown, the thermal management system in this embodiment also includes an outdoor heat exchanger 18, which is installed in the refrigerant circuit to dissipate heat from the refrigerant. The outdoor heat exchanger 18, the compressor 4, and the internal condenser 5 are connected in series to form a third refrigerant sub-circuit.

[0081] When the thermal management system in the above embodiments is used to regulate the temperature of the vehicle, in response to the target operating mode, the target operating mode is selected from multiple operating modes so that the thermal management system operates in the target operating mode.

[0082] The target operating modes include the first operating mode, the second operating mode, the third operating mode, and the fourth operating mode under engine operating conditions.

[0083] like Figure 2 The bold line shown represents the fluid flow path in the first operating mode. In the first operating mode, engine 1 has residual heat and the crew compartment requires heating, while battery 10 does not. In response to the command for the first operating mode, the heating circuit is disconnected from the battery circuit (the second heating sub-circuit L8 is disconnected).

[0084] Specifically, the first port 19a and the second port 19b of the first three-way valve 19 are open, while the third port 19c is closed; the first port 21a and the fourth port 21d of the first four-way valve 21 are open, while the second port 21b and the third port 21c are closed.

[0085] like Figure 3 The bold line shown represents the fluid flow path in the second operating mode. In the second operating mode, engine 1 has residual heat, and both the crew compartment and battery 10 require heating. In response to the command for the second operating mode, the heating circuit is connected to the battery circuit, and the first heating sub-circuit L7, the second heating sub-circuit L8, the first battery sub-circuit L1, and the second battery sub-circuit L2 are all circulated.

[0086] Specifically, the first port 19a, the second port 19b, and the third port 19c of the first three-way valve 19 are all open, and the first port 21a, the second port 21b, and the fourth port 21d of the first four-way valve 21 are open, while the third port 21c is closed.

[0087] like Figure 4 The bold line shown represents the fluid flow path in the third operating mode. In the third operating mode, engine 1 has residual heat and battery 10 requires heating, while the occupant compartment does not. In response to the command for the third operating mode, the heating circuit and the battery circuit are connected, and the first heating sub-circuit L7 is disconnected, the second heating sub-circuit L8 is circulated, and both the first battery sub-circuit L1 and the second battery sub-circuit L2 are circulated.

[0088] Specifically, the first port 19a and the third port 19c of the first three-way valve 19 are open, and the second port 19b is closed. The first port 21a, the second port 21b, and the fourth port 21d of the first four-way valve 21 are open, and the third port 21c is closed.

[0089] like Figure 5The bold line shown represents the fluid flow path in the fourth operating mode. In the fourth operating mode, engine 1 has residual heat but neither the crew compartment nor battery 10 requires heating, or engine 1 is operating normally but the battery is in thermal equilibrium. In response to the command for the fourth operating mode, the heating circuit is disconnected from the battery circuit, and both the first heating sub-circuit L7 and the second heating sub-circuit L8 are disconnected.

[0090] Specifically, the first port 19a of the first three-way valve 19 is closed, the first port 21a and the fourth port 21d of the first four-way valve 21 are open, and the third port 21c and the second port 21b are closed.

[0091] The target working modes also include the fifth, sixth, seventh, eighth, ninth, tenth, and eleventh working modes.

[0092] like Figure 6 The bolded line shows the fluid flow path in the fifth operating mode. In the fifth operating mode, the crew compartment requires heating while battery 10 does not; therefore, heater 11 is used for heating. In response to the command for the fifth operating mode, the refrigerant circuit and the battery circuit exchange heat, and the second refrigerant sub-circuit L6 is disconnected, the first refrigerant sub-circuit L5 is circulated, the third battery sub-circuit L3 is circulated, and the first battery sub-circuit L1, the second battery sub-circuit L2, and the fourth battery sub-circuit L4 are disconnected.

[0093] Specifically, the first port 19a is closed, the second port 21b and the third port 21c are open, the first port 21a and the fourth port 21d are closed, the second connecting port 22b and the third connecting port 22c are closed, and the first connecting port 22a and the fourth connecting port 22d are open.

[0094] like Figure 7 The bold line shown represents the fluid flow path in the sixth operating mode. In the sixth operating mode, both the crew compartment and battery 10 require heating, which is achieved using heater 11. In response to the command for the sixth operating mode, the refrigerant circuit and the battery circuit exchange heat, and the second refrigerant sub-circuit L6 is disconnected, the first refrigerant sub-circuit L5 is circulated, the fourth battery sub-circuit L4 is circulated, and the first battery sub-circuit L1, the second battery sub-circuit L2, and the third battery sub-circuit L3 are disconnected.

[0095] Specifically, the first port 19a is closed, the first interface 21a and the third interface 21c are open, the second interface 21b and the fourth interface 21d are closed, the first connecting port 22a and the fourth connecting port 22d are connected, and the second connecting port 22b and the third connecting port 22c are closed.

[0096] like Figure 8The bold line shown represents the fluid flow path in the seventh operating mode. In the seventh operating mode, the crew compartment has no heating requirement, while battery 10 does require heating, which is achieved using heater 11. In response to the command for the seventh operating mode, the refrigerant circuit is disconnected from the battery circuit, and the fourth battery sub-circuit L4 is activated for circulation.

[0097] Specifically, compressor 4 is turned off, first interface 21a and third interface 21c are turned on, second interface 21b and fourth interface 21d are turned off, first connecting port 22a and fourth connecting port 22d are connected, and second connecting port 22b and third connecting port 22c are turned off.

[0098] like Figure 9 The bolded line shows the fluid flow path in the eighth operating mode. In the eighth operating mode, the crew compartment requires heating while the battery 10 does not; the waste heat from the electric drive assembly 14 is used for heating. In response to the command for the eighth operating mode, the refrigerant circuit and the battery circuit exchange heat, the electric drive circuit and the battery circuit are connected, the second refrigerant sub-circuit L6 is disconnected, the first refrigerant sub-circuit L5 is circulated, the first battery sub-circuit L1, the second battery sub-circuit L2, and the fourth battery sub-circuit L4 are disconnected, the third battery sub-circuit L3 is circulated, the first electric drive sub-circuit is circulated, and the second and third electric drive sub-circuits are disconnected.

[0099] Specifically, the first port 19a is closed, the second port 21b and the third port 21c are open, the first port 21a and the fourth port 21d are closed, the second connecting port 22b is connected to the first connecting port 22a, and the third connecting port 22c and the fourth connecting port 22d are closed.

[0100] like Figure 10 The bolded line shows the fluid flow path in the ninth operating mode. In the ninth operating mode, both the crew compartment and battery 10 require heating, which is achieved using the waste heat from the electric drive assembly 14. In response to the command for the ninth operating mode, the refrigerant circuit and the battery circuit exchange heat, and the second refrigerant sub-circuit L6 is disconnected, the first refrigerant sub-circuit L5 is circulated, the fourth battery sub-circuit L4 is circulated, the first battery sub-circuit L1, the second battery sub-circuit L2, and the third battery sub-circuit L3 are disconnected, and the electric drive circuit is connected to the battery circuit.

[0101] Specifically, the first port 19a is closed, the first interface 21a and the third interface 21c are open, the second interface 21b and the fourth interface 21d are closed, the first connecting port 22a and the second connecting port 22b are connected, and the fourth connecting port 22d and the third connecting port 22c are closed.

[0102] like Figure 11The bold line shown represents the fluid flow path in the tenth operating mode. In the tenth operating mode, the crew compartment has no heating requirement, while battery 10 does require heating, which is achieved using the waste heat from the electric drive assembly 14. In response to the command for the tenth operating mode, the battery circuit is disconnected from the refrigerant circuit and connected to the electric drive circuit, and the fourth battery sub-circuit L4 is activated for circulation.

[0103] Specifically, compressor 4 is turned off, first interface 21a and third interface 21c are turned on, second interface 21b and fourth interface 21d are turned off, first connecting port 22a and second connecting port 22b are connected, and fourth connecting port 22d and third connecting port 22c are turned off.

[0104] like Figure 12 The bold line shown represents the fluid flow path in the eleventh operating mode. In the eleventh operating mode, neither the crew compartment nor battery 10 requires heating. In response to the command for the eleventh operating mode, both the battery circuit and the electric drive circuit are disconnected and do not exchange heat with the refrigerant circuit. The third battery sub-circuit L3 is activated, while the first battery sub-circuit L1, the second battery sub-circuit L2, and the fourth battery sub-circuit L4 are disconnected.

[0105] Specifically, compressor 4 is turned off, second interface 21b and third interface 21c are turned on, first interface 21a and fourth interface 21d are turned off, first connecting port 22a and fourth connecting port 22d are connected, and second connecting port 22b and third connecting port 22c are turned off.

[0106] Operating modes 5 through 11 all operate when the vehicle is in pure electric mode. It is understandable that, for pure electric vehicles, the thermal management system only includes operating modes 5 through 11.

[0107] Furthermore, the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the protection scope of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A thermal management system, characterized in that, include: A heating circuit, wherein a warm air core (2) is provided in the heating circuit; A battery circuit is coupled to the heating circuit, and a heater (11) is provided in the battery circuit; A refrigerant circuit is coupled to the battery circuit, and an internal condenser (5) is provided in the refrigerant circuit.

2. The thermal management system according to claim 1, characterized in that, The heating circuit is coupled to the battery circuit through the first heat exchanger (3); the refrigerant circuit is coupled to the battery circuit through the second heat exchanger (9).

3. The thermal management system according to claim 2, characterized in that, The battery circuit includes a first battery sub-circuit (L1), a second battery sub-circuit (L2), a third battery sub-circuit (L3), and a fourth battery sub-circuit (L4). The first battery sub-circuit (L1) is equipped with a second water pump (13), a heater (11), and a battery (10). The second battery sub-circuit (L2) is equipped with a first heat exchanger (3), a second water pump (13), and a heater (11). The third battery sub-circuit (L3) is equipped with the heater (11), the first heat exchanger (3), a second heat exchanger (9), and the second water pump (13) in sequence. The fourth battery sub-circuit (L4) is equipped with the battery (10), the second heat exchanger (9), the second water pump (13), and the heater (11) in sequence.

4. The thermal management system according to claim 3, characterized in that, The first battery sub-circuit (L1), the second battery sub-circuit (L2), the third battery sub-circuit (L3), and the fourth battery sub-circuit (L4) are coupled through a first four-way valve (21); the first four-way valve (21) includes a first port (21a), a second port (21b), a third port (21c), and a fourth port (21d). The first port (21a) is connected to the outlet of the battery (10), the second port (21b) is connected to the outlet of the first heat exchanger (3), the third port (21c) is connected to the inlet of the second heat exchanger (9), and the fourth port (21d) is connected to the inlet of the heater (11) and the inlet of the battery (10).

5. The thermal management system according to claim 2, characterized in that, The refrigerant circuit includes a first refrigerant sub-circuit (L5) and a second refrigerant sub-circuit (L6). The first refrigerant sub-circuit (L5) is equipped with a compressor (4), an internal condenser (5), a first throttle valve (6), and a second heat exchanger (9). The second refrigerant sub-circuit (L6) is equipped with the compressor (4), the internal condenser (5), the second throttle valve (8), and an evaporator (7). And / or, the thermal management system further includes an electric drive circuit, which is coupled to the battery circuit via the second heat exchanger (9).

6. The thermal management system according to claim 5, characterized in that, The evaporator (7), the internal condenser (5), and the heating core (2) are arranged sequentially inside the air conditioning unit according to the airflow direction.

7. The thermal management system according to claim 5, characterized in that, The refrigerant circuit is coupled to the electric drive circuit; Alternatively, the refrigerant circuit may be coupled to the heating circuit.

8. The thermal management system according to claim 7, characterized in that, The refrigerant circuit is coupled to the electric drive circuit through a third heat exchanger (23); or, The refrigerant circuit is coupled to the heating circuit via a third heat exchanger (23).

9. The thermal management system according to claim 8, characterized in that, The third heat exchanger (23) is installed on the heating circuit. A third three-way valve (25) is installed between the inlet of the internal condenser (5) and the outlet of the third heat exchanger (23). The third three-way valve (25) also bypasses the outlet of the internal condenser (5). or, The inlet of the internal condenser (5) and the inlet of the third heat exchanger (23) are connected to the outlet of the compressor (4) through a third three-way valve (25), and the outlet of the third heat exchanger (23) is connected to the outlet of the internal condenser (5).

10. The thermal management system according to any one of claims 1-9, characterized in that, An engine (1) is installed in the heating circuit.

11. The thermal management system according to claim 10, characterized in that, The heating circuit is coupled to the battery circuit through the first heat exchanger (3). The heating circuit includes a first heating sub-circuit (L7) and a second heating sub-circuit (L8). The heater core (2) and the engine (1) are connected in series to form the first heating sub-circuit (L7). The engine (1) and the first heat exchanger (3) are connected in series to form the second heating sub-circuit (L8).

12. The thermal management system according to claim 11, characterized in that, The first heating sub-circuit (L7) and the second heating sub-circuit (L8) are coupled through a first three-way valve (19). The first three-way valve (19) includes a first port (19a), a second port (19b) and a third port (19c). The first port (19a) is connected to the outlet of the engine (1), the second port (19b) is connected to the inlet of the heater core (2), and the third port (19c) is connected to the inlet of one of the coolant channels of the first heat exchanger (3).

13. A vehicle, characterized in that, Includes the thermal management system as described in any one of claims 1-12.

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