Thermal management system of vehicle and vehicle with thermal management system

Abstract

The utility model discloses a thermal management system of a vehicle and the vehicle with the same, the thermal management system of the vehicle comprises a battery heat exchange subsystem used for exchanging heat with a battery; the motor heat exchange subsystem comprises a first heat exchange piece, and the first heat exchange piece is used for exchanging heat with a motor; the first heat exchange subsystem is connected with the battery heat exchange subsystem and the motor heat exchange subsystem in a heat exchange mode, a first heat exchanger is arranged on the first heat exchange subsystem, and the first heat exchanger is connected with the battery heat exchange subsystem in a heat exchange mode. According to the heat management system of the vehicle, the motor heat exchange subsystem can exchange heat with the battery, on one hand, the motor heat exchange subsystem provided with the first heat exchange piece can improve the cooling efficiency in the battery charging process, so that the charging efficiency and safety of the battery are improved, and on the other hand, in the low-temperature environment, the heat exchange efficiency of the battery is improved. And the battery can be heated by heat of the motor, so that the low-temperature working efficiency of the battery can be improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle technical field especially is related to a vehicle's thermal management system and vehicle with it. BACKGROUND

[0002] Current with battery as one of the power sources more and more vehicles, the temperature of battery influences the working process of battery greatly, therefore can set up battery heat exchange system on the vehicle and carry out thermal management to battery, in the related art, the heat exchange efficiency of battery heat exchange system to battery is low, influences the charging efficiency of battery and the safety in the process of battery charging, and influences the low temperature working efficiency of battery. SUMMARY

[0003] The utility model discloses at least solve one of the technical problems in the prior art. To this end, the utility model provides a vehicle's thermal management system, which can improve the charging efficiency and safety of the battery.

[0004] The utility model further provides a vehicle with the vehicle's thermal management system.

[0005] According to the vehicle's thermal management system of the utility model first aspect, include: battery heat exchange subsystem, battery heat exchange subsystem is used to with battery heat exchange, motor heat exchange subsystem, motor heat exchange subsystem includes: first heat exchange spare, first heat exchange spare is used to with motor heat exchange, first heat exchange subsystem, first heat exchange subsystem heat exchange connection battery heat exchange subsystem and first heat exchange subsystem, first heat exchange subsystem is provided with first heat exchanger, and first heat exchanger is with battery heat exchange subsystem heat exchange connection.

[0006] According to the vehicle's thermal management system of the utility model first aspect, through setting first heat exchanger, can make battery heat exchange subsystem and first heat exchange subsystem high -efficient heat exchange, through setting first heat exchange subsystem, can make motor heat exchange subsystem and battery heat exchange, on the one hand, the motor heat exchange subsystem of setting first heat exchange spare can improve the cooling efficiency in the process of battery charging, thereby improve the charging efficiency and safety of battery, on the other hand, in low temperature environment, the heat of motor can heat battery, thereby can improve the low temperature working efficiency of battery.

[0007] According to some embodiments of the utility model, the first heat exchange subsystem is a refrigerant heat exchange system.

[0008] According to some embodiments of the utility model, the battery heat exchange subsystem is connected in parallel with the motor heat exchange subsystem.

[0009] According to some embodiments of the present application, the first heat exchange sub-system is further provided with a second heat exchanger, and the second heat exchanger is in heat exchange connection with the motor heat exchange sub-system.

[0010] According to some embodiments of the present application, the first heat exchange sub-system comprises a heat exchange flow path, and the first heat exchanger and the second heat exchanger are in heat exchange connection with the heat exchange flow path.

[0011] According to some embodiments of the present application, the first heat exchange sub-system further comprises a compressor and a first expansion valve, the first expansion valve is connected in series on the heat exchange flow path, and the compressor is adapted to be connected to the heat exchange flow path.

[0012] According to some embodiments of the present application, the heat exchange flow path comprises a first heat exchange flow path and a second heat exchange flow path, one end of the first heat exchange flow path and one end of the second heat exchange flow path are in communication, the other end of the first heat exchange flow path and the other end of the second heat exchange flow path are adapted to be communicated through the compressor, the first heat exchanger is in heat exchange connection with the first heat exchange flow path, the second heat exchanger is in heat exchange connection with the second heat exchange flow path, and the first expansion valve is connected in series on the first heat exchange flow path or the second heat exchange flow path.

[0013] According to some embodiments of the present application, the two ends of the first heat exchange flow path are a first end and a second end respectively, the two ends of the second heat exchange flow path are a third end and a fourth end respectively, the first end and the third end are switchably communicated with the gas inlet end or the gas outlet end of the compressor, one of the first end and the third end is communicated with the gas inlet end of the compressor, and the other is communicated with the gas outlet end of the compressor, and the second end and the fourth end are communicated.

[0014] According to some embodiments of the present application, the heat exchange flow path further comprises a first branch and a second branch, the first branch is adapted to be communicated between the first end and one of the gas inlet end and the gas outlet end of the compressor, and the second branch is adapted to be communicated between the first end and the other of the gas inlet end and the gas outlet end of the compressor.

[0015] According to some embodiments of the present application, the first branch is connected between the first end and one of the gas inlet end and the gas outlet end of the compressor, and a first electromagnetic valve is connected in series on the first branch; the second branch is connected between the first end and the other of the gas inlet end and the gas outlet end of the compressor, and a second electromagnetic valve is connected in series on the second branch.

[0016] According to some embodiments of the present application, the heat management system of the vehicle further comprises: a first three-way valve, the first three-way valve has a first interface, a second interface and a third interface, the first end is connected with the first interface, the first branch is connected between the second interface and one of the gas inlet end and the gas outlet end of the compressor, the second branch is connected between the third interface and the other of the gas inlet end and the gas outlet end of the compressor, and the first interface is adapted to communicate with the second interface or the third interface.

[0017] According to some embodiments of the present application, the heat exchange flow path further comprises: a third branch and a fourth branch, the third branch is adapted to be communicated between the third end and one of the gas inlet end and the gas outlet end of the compressor, and the fourth branch is adapted to be communicated between the third end and the other of the gas inlet end and the gas outlet end of the compressor.

[0018] According to some embodiments of the present application, the third branch is connected between the third end and one of the gas inlet end and the gas outlet end of the compressor, and a third electromagnetic valve is connected in series on the third branch; and the fourth branch is connected between the third end and the other of the gas inlet end and the gas outlet end of the compressor, and a fourth electromagnetic valve is connected in series on the fourth branch.

[0019] According to some embodiments of the present application, the heat management system of the vehicle further comprises: a second three-way valve, the second three-way valve has a fourth interface, a fifth interface and a sixth interface, the third end is connected with the fourth interface, the third branch is connected between the fifth interface and one of the gas inlet end and the gas outlet end of the compressor, the fourth branch is connected between the sixth interface and the other of the gas inlet end and the gas outlet end of the compressor, and the fourth interface is adapted to communicate with the fifth interface or the sixth interface.

[0020] According to some embodiments of the present application, the heat management system of the vehicle further comprises: a four-way valve, the four-way valve has a seventh interface, an eighth interface, a ninth interface and a tenth interface, the first end is connected with the seventh interface, the third end is connected with the eighth interface, the heat exchange flow path further comprises: a fifth branch and a sixth branch, the fifth branch is connected between the ninth interface and one of the gas inlet end and the gas outlet end of the compressor, the sixth branch is connected between the tenth interface and the other of the gas inlet end and the gas outlet end of the compressor, the seventh interface is adapted to communicate with one of the ninth interface and the tenth interface, and the eighth interface is adapted to communicate with the other of the ninth interface and the tenth interface.

[0021] According to some embodiments of the present application, the first heat exchange subsystem further comprises: a gas-liquid separator and a liquid accumulator, one end of the gas-liquid separator is connected with the compressor, the other end of the gas-liquid separator is connected with the heat exchange flow path, and the liquid accumulator is connected in series with the heat exchange flow path.

[0022] According to some embodiments of the present application, the first heat exchange subsystem further comprises: a second expansion valve, the second expansion valve is connected in series with the heat exchange flow path, the first expansion valve and the second expansion valve are respectively arranged on two sides of the liquid accumulator, and the first expansion valve and the second expansion valve are arranged on the same side of the first heat exchanger.

[0023] According to some embodiments of the present application, the first heat exchange subsystem further comprises: an evaporation flow path, an evaporator and a third expansion valve, the evaporator is arranged in a vehicle air conditioning air duct, one end of the evaporation flow path is communicated with the compressor, the other end of the evaporation flow path is communicated with the heat exchange flow path, and the evaporator and the third expansion valve are connected in series with the evaporation flow path.

[0024] According to some embodiments of the present application, the first heat exchange subsystem further comprises: a condensation flow path, a condenser, a fourth expansion valve and a fifth electromagnetic valve, the condenser is arranged in a vehicle air conditioning air duct, one end of the condensation flow path is communicated with the compressor, the other end of the condensation flow path is communicated with the heat exchange flow path, the condenser, the fourth expansion valve and the fifth electromagnetic valve are connected in series with the condensation flow path, and the fourth expansion valve and the fifth electromagnetic valve are respectively arranged on two sides of the condenser.

[0025] According to some embodiments of the present application, the first heat exchange subsystem further comprises: a third heat exchanger, the third heat exchanger is connected in series with the first heat exchanger and is adapted to exchange heat with an environment outside the vehicle.

[0026] According to some embodiments of the present application, the motor heat exchange subsystem comprises: a first motor flow path and a second motor flow path, the first motor flow path and the second motor flow path are connected in parallel, the first motor flow path is adapted to be communicated with the second motor flow path, the first heat exchange subsystem is in heat exchange connection with the first motor flow path, and the first heat exchange member is connected in series with the second motor flow path.

[0027] According to some embodiments of the present application, the motor heat exchange subsystem further comprises: an electrical flow path, a motor and an electrical control are connected in series on the electrical flow path, the first motor flow path, the second motor flow path and the electrical flow path are connected in parallel, and the first motor flow path and the electrical flow path are communicated.

[0028] According to some embodiments of the present invention, the battery heat exchange subsystem further includes: a battery flow path, the battery flow path being connected to the battery heat exchanger, and the battery flow path being connected to the first heat exchanger for heat exchange.

[0029] According to some embodiments of the present invention, the battery heat exchange subsystem further includes: a second heat exchange element, which is connected in series in the battery flow path and is heat-exchangingly connected to the battery.

[0030] The vehicle according to the second aspect of the present invention includes: the thermal management system of the vehicle according to the first aspect of the present invention.

[0031] According to the second aspect of the present invention, by setting the thermal management system of the vehicle according to the first aspect of the present invention, the efficiency and safety of the battery charging process can be improved, and the low-temperature operating efficiency of the vehicle can be improved.

[0032] 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

[0033] Figure 1 This is a schematic diagram of a vehicle thermal management system according to the first embodiment of the present utility model;

[0034] Figure 2 yes Figure 1 The diagram shows the flow of heat exchange in the first heat exchange subsystem of the vehicle's thermal management system for cooling the battery.

[0035] Figure 3 yes Figure 1 The diagram shows the flow of heat exchange in the first heat exchange subsystem of the vehicle's thermal management system, which heats the battery separately.

[0036] Figure 4 yes Figure 1 The diagram shows the flow of the first heat exchange subsystem of the vehicle's thermal management system, which is simultaneously in battery cooling and air conditioning cooling modes.

[0037] Figure 5 yes Figure 1 The diagram shows the flow of the first heat exchange subsystem of the vehicle's thermal management system simultaneously operating in battery heating and air conditioning heating modes.

[0038] Figure 6 This is a schematic diagram of a vehicle thermal management system according to the second embodiment of the present utility model;

[0039] Figure 7 This is a schematic diagram of a vehicle thermal management system according to the third embodiment of the present utility model;

[0040] Figure 8 is a schematic view of a thermal management system of a vehicle according to a fourth embodiment of the present application;

[0041] Figure 9 is a schematic view of a thermal management system of a vehicle according to a fifth embodiment of the present application.

[0042] Reference signs:

[0043] 100, a thermal management system of a vehicle;

[0044] 10, a battery heat exchange subsystem; 11, a second heat exchange component; 12, a battery flow path; 121, a main loop; 122, a heat exchange branch; 13, a first water pump; 14, a battery water tank; 15, a heating plate;

[0045] 20, a motor heat exchange subsystem; 21, a first motor flow path; 22, a first heat exchange component; 23, a second motor flow path; 24, an electrical flow path; 241, a first electrical flow path; 242, a second electrical flow path; 243, a motor; 244, an electrical control; 25, a second water pump; 26, a third water pump; 27, a fourth water pump;

[0046] 30, a heat exchange flow path; 31, a first heat exchanger; 32, a second heat exchanger; 33, a compressor; 34, a first expansion valve; 35, a first heat exchange flow path; 351, a first end; 352, a second end; 353, a first branch; 3531, a first solenoid valve; 354, a second branch; 3541, a second solenoid valve; 355, a first three-way valve; 36, a second heat exchange flow path; 361, a third end; 362, a fourth end; 363, a third branch; 3631, a third solenoid valve; 364, a fourth branch; 3641, a fourth solenoid valve; 365, a second three-way valve; 37, a four-way valve; 371, a fifth branch; 372, a sixth branch; 38, a second expansion valve;

[0047] 40, a third heat exchanger;

[0048] 50, a gas-liquid separator;

[0049] 60, a liquid accumulator;

[0050] 70, an evaporation flow path; 71, an evaporator; 72, a third expansion valve;

[0051] 80, a condensation flow path; 81, a condenser; 82, a fourth expansion valve; 83, a fifth solenoid valve; 84, an air conditioning heating component. DETAILED DESCRIPTION

[0052] The embodiments of the present application are described below in detail, examples of which are shown in the drawings, wherein the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by reference to the drawings are exemplary and are intended to explain the present application, and cannot be understood as a limitation of the present application.

[0053] The embodiments of the present application are described below in detail, examples of which are shown in the drawings, wherein the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by reference to the drawings are exemplary and are intended to explain the present application, and cannot be understood as a limitation of the present application. Figures 1-9 A thermal management system 100 of a vehicle according to the first aspect of the present application is described below.

[0054] As shown in Figure 1 and Figure 7 The thermal management system 100 of the vehicle according to the first aspect of the present application includes a battery heat exchange subsystem 10, a motor heat exchange subsystem 20, and a first heat exchange subsystem.

[0055] Specifically, the battery heat exchange subsystem 10 is used for heat exchange with a battery, the motor heat exchange subsystem 20 includes a first heat exchange member 22, the first heat exchange member 22 is used for heat exchange with a motor 243, the first heat exchange subsystem is heat exchange connected with the battery heat exchange subsystem 10 and the motor heat exchange subsystem 20, and the first heat exchange subsystem is provided with a first heat exchanger 31, and the first heat exchanger 31 is heat exchange connected with the battery heat exchange subsystem 10.

[0056] The battery heat exchange subsystem 10 realizes heat exchange with the battery by the flow of a battery heat exchange medium therein, and can cool and heat the battery, the first heat exchange member 22 realizes heat exchange with the motor 243 by the flow of a motor 243 heat exchange medium therein, and the first heat exchanger only exchanges heat with the battery heat exchange subsystem 10 without producing mass exchange.

[0057] As can be understood by those skilled in the art, an excessively high temperature of the battery will affect the safety of the battery, and in the process of charging the battery, the greater the charging power of the battery, the more heat will be generated, therefore, in the process of charging the battery, when the cooling efficiency of the battery is insufficient, the temperature of the battery will quickly reach a safety threshold, reducing the safety of the battery, and the vehicle will limit the charging power of the battery, affecting the charging efficiency of the battery.

[0058] In the process of charging the battery, the battery heat exchange subsystem 10 cools the battery, and the motor 243 is in an idle state, by providing the first heat exchange subsystem, when the cooling efficiency of the battery heat exchange subsystem 10 is insufficient, the battery heat exchange subsystem 10 exchanges heat with the motor heat exchange subsystem 20 through the first heat exchange subsystem, so that the motor heat exchange subsystem 20 participates in the cooling of the battery, thereby improving the cooling efficiency in the process of charging the battery, and further improving the efficiency and safety in the process of charging the battery.

[0059] When the vehicle works in a low-temperature environment, the battery heat exchange subsystem 10 can heat the battery, and it can be understood that the temperature of the motor 243 will be higher than that of the battery, and during the working of the vehicle, the temperature of the motor 243 will be higher than that of the battery, at this time, the battery heat exchange subsystem 10 exchanges heat with the motor heat exchange subsystem 20 through the first heat exchange subsystem, so that the heat generated by the motor 243 can heat the battery through the first heat exchange subsystem, so as to quickly heat the battery in a low-temperature environment and improve the low-temperature working efficiency of the battery.

[0060] The first heat exchanger 31 has high heat exchange efficiency, so that the battery heat exchange subsystem 10 and the first heat exchange subsystem can be efficiently heat exchanged, and the first heat exchange member 22 has high heat exchange efficiency and participates in the cooling of the battery, so that the motor heat exchange subsystem 20 can efficiently cool the battery.

[0061] According to the thermal management system 100 of the vehicle of the first aspect of the present application, by arranging the first heat exchanger 31, the battery heat exchange subsystem 10 and the first heat exchange subsystem can be efficiently heat exchanged, and by arranging the first heat exchange subsystem, the motor heat exchange subsystem 20 and the battery can be heat exchanged, on the one hand, the motor heat exchange subsystem 20 provided with the first heat exchange member 22 can improve the cooling efficiency during the charging of the battery, thereby improving the charging efficiency and safety of the battery, on the other hand, in a low-temperature environment, the heat of the motor 243 can heat the battery, thereby improving the low-temperature working efficiency of the battery.

[0062] In some embodiments of the present application, the first heat exchange subsystem is a refrigerant heat exchange system. That is, the first heat exchange subsystem exchanges heat with the battery heat exchange subsystem 10 and the motor heat exchange subsystem 20 through refrigerant as a heat exchange medium, and the refrigerant has high heat exchange efficiency, which can further improve the heat exchange efficiency of the battery heat exchange subsystem 10 on the battery.

[0063] In some embodiments of the present application, as shown in Figure 1 and Figure 7 , the battery heat exchange subsystem 10 and the motor heat exchange subsystem 20 are connected in parallel. Therefore, the interference between the battery heat exchange subsystem 10 and the motor heat exchange subsystem 20 is less, and in the process of product design, the modification of the existing battery heat exchange subsystem 10 and the battery heat exchange subsystem 10 can be reduced, thereby reducing the design difficulty.

[0064] In some embodiments of the present application, as shown in Figure 1 and Figure 7As shown in the drawings, the first heat exchange subsystem is further provided with a second heat exchanger 32, and the second heat exchanger 32 is in heat exchange connection with the motor heat exchange subsystem 20. The second heat exchanger 32 only exchanges heat with the motor heat exchange subsystem 20 without material exchange. By arranging the second heat exchanger 32, the heat exchange efficiency of the first heat exchange subsystem and the motor heat exchange subsystem 20 can be improved, so that the heating efficiency and the cooling efficiency of the motor heat exchange subsystem 20 on the battery are further improved.

[0065] In some embodiments of the utility model, as shown in the drawings, Figure 1 and Figure 7 As shown in the drawings, the first heat exchange subsystem comprises a heat exchange flow path 30, and the first heat exchanger 31 and the second heat exchanger 32 are in heat exchange connection with the heat exchange flow path 30. Therefore, the structure of the first heat exchange subsystem can be further simplified, and the heat exchange flow path 30 is arranged with low difficulty.

[0066] In some embodiments of the utility model, the first heat exchanger 31 and the second heat exchanger 32 are plate heat exchangers. The plate heat exchanger has high heat exchange efficiency and small size, and has low difficulty in product design and production.

[0067] The first heat exchange member 22 is a water radiator. The water radiator has high heat dissipation efficiency and low noise.

[0068] In some embodiments of the utility model, as shown in the drawings, Figure 1 and Figure 7 As shown in the drawings, the first heat exchange subsystem further comprises a compressor 33 and a first expansion valve 34, the first expansion valve 34 is connected in series on the heat exchange flow path 30, and the compressor 33 is adapted to be connected with the heat exchange flow path 30.

[0069] That is, the first heat exchange subsystem is a refrigerant heat exchange system. For those skilled in the art, it can be understood that the refrigerant in a low-temperature and low-pressure state is in a high-temperature and high-pressure state after being compressed by the compressor 33, and the refrigerant in a high-temperature and high-pressure state is cooled and decompressed after being acted on by the first expansion valve 34, thereby being converted into a low-temperature and low-pressure state.

[0070] During the operation of the first heat exchange subsystem, the compressor 33 compresses the refrigerant and drives the refrigerant to flow in the heat exchange flow path 30. The compressed refrigerant is in a high-temperature and high-pressure state. After the refrigerant flows through the first expansion valve 34, the first expansion valve 34 reduces the pressure and temperature of the refrigerant. The low-temperature and low-pressure refrigerant flows along the heat exchange flow path 30, enters the compressor 33, and then enters the next working cycle.

[0071] The refrigerant in the high-temperature and high-pressure state flows through the heat exchange flow path 30 in the first heat exchanger 31, and the battery heat exchange medium in the battery flow path 12 can be heated, and the refrigerant in the low-temperature and low-pressure state flows through the heat exchange flow path 30 in the first heat exchanger 31, and the battery heat exchange medium in the battery flow path 12 can be cooled, so that, by reasonably designing the positions of the heat exchange flow path 30 and the first expansion valve 34, the active heat exchange of the first heat exchange sub-system to the battery can be realized, and the heat exchange efficiency of the vehicle to the battery is further improved.

[0072] In some embodiments of the utility model, as shown in Figures 1-5 The heat exchange flow path 30 includes: a first heat exchange flow path 35 and a second heat exchange flow path 36, one end of the first heat exchange flow path 35 and one end of the second heat exchange flow path 36 are communicated, the other end of the first heat exchange flow path 35 and the other end of the second heat exchange flow path 36 are adapted to be communicated through the compressor 33, the first heat exchanger 31 is in heat exchange connection with the first heat exchange flow path 35, the second heat exchanger 32 is in heat exchange connection with the second heat exchange flow path 36, and the first expansion valve 34 is connected in series on the first heat exchange flow path 35 or the second heat exchange flow path 36.

[0073] The third heat exchanger 40 is sleeved on the first heat exchange flow path 35 or the second heat exchange flow path 36.

[0074] Therefore, when the compressor communicates one end of the first heat exchange flow path and the second heat exchange flow path, the first heat exchange flow path and the second heat exchange flow path can constitute a loop, and the compressor, the first heat exchange flow path, the second heat exchange flow path and the first expansion valve can constitute a heat pump system, so that the first heat exchange sub-system can actively act on the battery heat exchange sub-system and the motor heat exchange sub-system, thereby optimizing the working process of the vehicle.

[0075] The refrigerant flows through the third heat exchanger 40 in the loop formed by the first heat exchange flow path 35 and the second heat exchange flow path 36, and can exchange heat with the environment outside the vehicle, thereby further improving the heat exchange efficiency of the vehicle to the battery.

[0076] In some embodiments of the utility model, the two ends of the first heat exchange flow path 35 are a first end 351 and a second end 352 respectively, the two ends of the second heat exchange flow path 36 are a third end 361 and a fourth end 362 respectively, the first end 351 and the third end 361 are switchably communicated with the gas inlet end or the gas outlet end of the compressor 33, one of the first end 351 and the third end 361 is communicated with the gas inlet end of the compressor 33, and the other is communicated with the gas outlet end of the compressor 33, and the second end 352 and the fourth end 362 are communicated.

[0077] That is, when one end of the first heat exchange flow path 35 is connected to the gas inlet end of the compressor 33, the other end of the second heat exchange flow path 36 is connected to the gas outlet end of the compressor 33; when one end of the first heat exchange flow path 35 is connected to the gas outlet end of the compressor 33, the other end of the second heat exchange flow path 36 is connected to the gas inlet end of the compressor 33.

[0078] When the first heat exchange flow path 35 and the second heat exchange flow path 36 are connected to the compressor 33, the first heat exchange flow path 35 and the second heat exchange flow path 36 can form a loop, and during the operation of the thermal management system 100 of the vehicle, by switching the connection positions of the first heat exchange flow path 35 and the second heat exchange flow path 36 on the compressor 33, the flow direction of the refrigerant in the loop formed by the first heat exchange flow path 35 and the second heat exchange flow path 36 can be changed, so that the order of the refrigerant flowing through the heat exchange flow path 30 in the first heat exchanger 31 and the first expansion valve 34 can be switched, that is, the state of the refrigerant passing through the first heat exchanger 31 can be switched.

[0079] When the high-temperature and high-pressure refrigerant compressed by the compressor 33 first passes through the heat exchange flow path 30 in the first heat exchanger 31, the heat exchange flow path 30 can heat the battery heat exchange medium in the battery flow path 12, that is, heat the battery, and after the high-temperature and high-pressure refrigerant is acted on by the first expansion valve 34, the low-temperature and low-pressure refrigerant flowing through the heat exchange flow path 30 in the first heat exchanger 31 can cool the battery heat exchange medium in the battery flow path 12, that is, cool the battery, thereby realizing the heating and cooling of the battery by the first heat exchange subsystem, and further improving the heat exchange efficiency of the vehicle on the battery.

[0080] In some embodiments of the present application, as shown in Figure 1 and Figure 8 The heat exchange flow path 30 further comprises: a first branch 353 and a second branch 354, the first branch 353 is adapted to be connected between the first end 351 and one of the gas inlet end and the gas outlet end of the compressor 33, and the second branch 354 is adapted to be connected between the first end 351 and the other of the gas inlet end and the gas outlet end of the compressor 33.

[0081] Therefore, during the operation of the first heat exchange subsystem, by changing the on-off state of the connection of the first branch 353 and the second branch 354 with the compressor 33, the switching of the connection of the first end 351 with the gas inlet end and the gas outlet end of the compressor 33 can be realized.

[0082] In some embodiments of the present application, as shown in Figures 1-5As shown, the first branch 353 is connected between the first end 351 and one of the gas inlet end and the gas outlet end of the compressor 33, and a first electromagnetic valve 3531 is connected in series on the first branch 353; the second branch 354 is connected between the first end 351 and the other of the gas inlet end and the gas outlet end of the compressor 33, and a second electromagnetic valve 3541 is connected in series on the second branch 354.

[0083] In this way, when one of the first electromagnetic valve 3531 and the second electromagnetic valve 3541 is in an open state, the other of the first electromagnetic valve 3531 and the second electromagnetic valve 3541 is in a closed state.

[0084] By arranging the first electromagnetic valve 3531 and the second electromagnetic valve 3541, the switching of the connection state of the first branch 353 and the second branch 354 with the gas inlet end and the gas outlet end of the compressor 33 can be realized, and the structure of the heat exchange flow path 30 is relatively simple, and the design difficulty and production difficulty of the heat exchange flow path 30 are relatively low.

[0085] In some embodiments of the utility model, as shown in Figure 8 As shown, the thermal management system 100 of the vehicle further comprises: a first three-way valve 355, the first three-way valve 355 has a first interface, a second interface and a third interface, the first end 351 is connected with the first interface, the first branch 353 is connected between the second interface and one of the gas inlet end and the gas outlet end of the compressor 33, the second branch 354 is connected between the third interface and the other of the gas inlet end and the gas outlet end of the compressor 33, and the first interface is adapted to be communicated with the second interface or the third interface.

[0086] In this way, when the first interface is communicated with the second interface, the first branch 353 makes the first end 351 communicated with one of the gas inlet end and the gas outlet end of the compressor 33, and when the first interface is communicated with the third interface, the first branch 353 makes the first end 351 communicated with the other of the gas inlet end and the gas outlet end of the compressor 33, and the number of components on the heat exchange flow path 30 is relatively small, and the design difficulty and production cost can be reduced.

[0087] In some embodiments of the utility model, as shown in Figure 1 And Figure 8 As shown, the heat exchange flow path 30 further comprises: a third branch 363 and a fourth branch 364, the third branch 363 is adapted to be communicated between the third end 361 and one of the gas inlet end and the gas outlet end of the compressor 33, and the fourth branch 364 is adapted to be communicated between the third end 361 and the other of the gas inlet end and the gas outlet end of the compressor 33.

[0088] In this way, during the working of the first heat exchange subsystem, by changing the on-off state of the connection of the third branch 363 and the fourth branch 364 with the compressor 33, the switching of the connection of the third end 361 with the gas inlet end and the gas outlet end of the compressor 33 can be realized.

[0089] In some embodiments of the utility model, as shown in Figures 1-5 The third branch 363 is connected between the third end 361 and one of the gas inlet end and the gas outlet end of the compressor 33, and a third electromagnetic valve 3631 is connected in series on the third branch 363. The fourth branch 364 is connected between the third end 361 and the other of the gas inlet end and the gas outlet end of the compressor 33, and a fourth electromagnetic valve 3641 is connected in series on the fourth branch 364.

[0090] When one of the third electromagnetic valve 3631 and the fourth electromagnetic valve 3641 is in an open state, the other of the third electromagnetic valve 3631 and the fourth electromagnetic valve 3641 is in a closed state.

[0091] By arranging the third electromagnetic valve 3631 and the fourth electromagnetic valve 3641, the connection state of the third branch 363 and the fourth branch 364 with the gas inlet end and the gas outlet end of the compressor 33 can be switched, and the structure of the heat exchange flow path 30 is relatively simple, and the design difficulty and production difficulty of the heat exchange flow path 30 are relatively low.

[0092] In some embodiments of the utility model, as shown in Figure 8 The heat management system 100 of the vehicle further includes a second three-way valve 365. The second three-way valve 365 has a fourth interface, a fifth interface, and a sixth interface. The third end 361 is connected to the fourth interface. The third branch 363 is connected between the fifth interface and one of the gas inlet end and the gas outlet end of the compressor 33. The fourth branch 364 is connected between the sixth interface and the other of the gas inlet end and the gas outlet end of the compressor 33. The fourth interface is adapted to be in communication with the fifth interface or the sixth interface.

[0093] Therefore, when the fourth interface is in communication with the fifth interface, the third branch 363 connects the third end 361 to one of the gas inlet end and the gas outlet end of the compressor 33. When the fourth interface is in communication with the sixth interface, the fourth branch 364 connects the third end 361 to the other of the gas inlet end and the gas outlet end of the compressor 33. In addition, the number of components on the heat exchange flow path 30 is relatively small, which can reduce the design difficulty and production cost.

[0094] In some embodiments of the utility model, as shown in Figure 9As shown, the thermal management system 100 of the vehicle further comprises a four-way valve 37 having a seventh interface, an eighth interface, a ninth interface and a tenth interface, the first end 351 is connected with the seventh interface, the third end 361 is connected with the eighth interface, the heat exchange flow path 30 further comprises a fifth branch 371 and a sixth branch 372, the fifth branch 371 is connected between the ninth interface and one of the gas inlet end and the gas outlet end of the compressor 33, the sixth branch 372 is connected between the tenth interface and the other of the gas inlet end and the gas outlet end of the compressor 33, the seventh interface is adapted to communicate with one of the ninth interface and the tenth interface, and the eighth interface is adapted to communicate with the other of the ninth interface and the tenth interface.

[0095] Therefore, by switching the connection relationship between the seventh interface and the eighth interface and the ninth interface and the tenth interface, the connection relationship between the first end 351 and the third end 361 and the gas inlet end and the gas outlet end of the compressor 33 can be switched, and the structure of the heat exchange flow path 30 can be simplified, and the design difficulty and production difficulty of the heat exchange flow path 30 can be reduced.

[0096] In some embodiments of the utility model, as shown in Figures 1-5 As shown, the first heat exchange subsystem further comprises a gas-liquid separator 50, a liquid accumulator 60 and a second expansion valve 38.

[0097] Among them, one end of the gas-liquid separator 50 is connected with the compressor 33, the other end of the gas-liquid separator 50 is connected with the heat exchange flow path 30, the liquid accumulator 60 is connected in series on the heat exchange flow path 30, the second expansion valve 38 is connected in series on the heat exchange flow path 30, the first expansion valve 34 and the second expansion valve 38 are respectively arranged on two sides of the liquid accumulator 60, and the first expansion valve 34 and the second expansion valve 38 are arranged on the same side of the first heat exchanger 31.

[0098] It should be noted that the first expansion valve 34 and the second expansion valve 38 are arranged on the same side of the first heat exchanger 31, which means that the first expansion valve 34 and the second expansion valve 38 are arranged on the same side of the refrigerant flow direction of the first heat exchanger 31 in the heat exchange flow path 30.

[0099] Specifically, the first expansion valve 34 is connected in series on the first heat exchange flow path 35 between the first heat exchanger 31 and the second end 352, and the third heat exchanger 40 is arranged between an end of the first heat exchanger 31 towards the second end 352 and an end of the second heat exchanger 32 towards the fourth end 362. The outlet end of the gas-liquid separator 50 is connected to the gas inlet end of the compressor 33, and the first end 351 and the third end 361 are adapted to be connected to the inlet end of the gas-liquid separator 50. The liquid storage chamber is defined in the liquid storage reservoir 60, and the second end 352 and the fourth end 362 are both in communication with the liquid storage chamber. The second expansion valve 38 is connected in series on the second heat exchange flow path 36 between the second heat exchanger 32 and the liquid storage reservoir 60 and is located between the third heat exchanger 40 and the liquid storage reservoir 60. The third heat exchanger 40 is sleeved on the second heat exchange flow path 36 between the second heat exchanger 32 and the liquid storage reservoir 60. The first expansion valve 34 is connected in series on the first heat exchange flow path 35 between the first heat exchanger 31 and the liquid storage reservoir 60.

[0100] During the operation of the thermal management system 100 of the vehicle, when the first heat exchange sub-system cools the battery, the gas outlet end of the compressor 33 is in communication with the third end 361, and the gas inlet end of the compressor 33 is in communication with the first end 351. The high-temperature and high-pressure refrigerant compressed by the compressor 33 flows along the second heat exchange flow path 36, exchanges heat with the first heat exchange member 22 through the second heat exchanger 32, exchanges heat with the environment outside the vehicle through the third heat exchanger 40, is subjected to the first temperature and pressure reduction by the second expansion valve 38, and is converted into a low-temperature and low-pressure state. Then, the low-temperature and low-pressure refrigerant flows through the liquid storage reservoir 60 and the first expansion valve 34, is subjected to the second temperature and pressure reduction by the first expansion valve 34, and flows along the first heat exchange flow path 35 and exchanges heat with the battery heat exchange medium in the battery flow path 12 through the first heat exchanger 31, thereby achieving heat exchange with the battery. Thus, the cooling of the battery by the first heat exchange sub-system is achieved. The low-temperature and low-pressure refrigerant flows through the first heat exchanger 31 and then enters the compressor 33 through the gas-liquid separator 50 to enter the next working cycle.

[0101] When the first heat exchange sub-system heats the battery, the gas outlet end of the compressor 33 is in communication with the first end 351, and the gas inlet end of the compressor 33 is in communication with the third end 361. The high-temperature and high-pressure refrigerant compressed by the compressor 33 flows along the first heat exchange flow path 35, exchanges heat with the battery heat exchange medium in the battery flow path 12 through the first heat exchanger 31, thereby achieving heating of the battery. The refrigerant flows through the first heat exchanger 31, is subjected to the first temperature and pressure reduction by the first expansion valve 34, and is converted into a low-temperature and low-pressure state. Then, the low-temperature and low-pressure refrigerant flows through the liquid storage reservoir 60 and the second expansion valve 38, is subjected to the second temperature and pressure reduction by the second expansion valve 38, and then flows through the third heat exchanger 40 and exchanges heat with the environment outside the vehicle. Subsequently, the refrigerant flows along the second heat exchange flow path 36, exchanges heat with the first heat exchange member 22 through the second heat exchanger 32, and then enters the compressor 33 through the gas-liquid separator 50 to enter the next working cycle.

[0102] The first heat exchanger 31 and the second heat exchanger 32 separate the third heat exchanger 40, the first expansion valve 34 and the second expansion valve 38 from the compressor 33, in the mode of heating the battery, the high-temperature and high-pressure refrigerant is first exchanged with the battery heat medium, which can improve the heating efficiency of the battery, and in the mode of cooling the battery, the high-temperature and high-pressure refrigerant is first exchanged with the motor heat medium, which can reduce the energy consumption of the first expansion valve 34 and the second expansion valve 38.

[0103] The gas-liquid separator 50 can filter water and impurities in the refrigerant, and improve the reliability of the compressor 33 in the working process. The liquid accumulator 60 can adjust the flow pressure in the heat exchange flow path 30, so that the flow pressure in the heat exchange flow path 30 is maintained stable.

[0104] In some embodiments of the utility model, as shown in Figures 1-5 The first heat exchange subsystem further comprises an evaporation flow path 70, an evaporator 71 and a third expansion valve 72, the evaporator 71 is arranged in the air duct of the vehicle air conditioner, one end of the evaporation flow path 70 is communicated with the gas inlet end of the compressor 33, the other end of the evaporation flow path 70 is communicated with the heat exchange flow path 30, and the evaporator 71 and the third expansion valve 72 are connected in series on the evaporation flow path 70.

[0105] Specifically, the other end of the evaporation flow path 70 is communicated with the second end 352 and the fourth end 362, and the third expansion valve 72 is located on the side of the evaporator 71 facing the second end 352.

[0106] That is, the first heat exchange subsystem is the air conditioning system of the vehicle, so that the components on the vehicle can be reasonably utilized, so that the components on the vehicle are more compact, and the production difficulty and production cost can be reduced. When the first heat exchange subsystem acts on the battery alone, the third expansion valve 72 is in a closed state, so that the refrigerant can be prevented from flowing into the evaporator 71.

[0107] In the process of working of the vehicle, when the battery is cooled, the air conditioner of the vehicle can also be in a refrigeration mode, in this process, the third end 361 is communicated with the gas outlet end of the compressor 33, the first end 351 is communicated with the inlet end of the gas-liquid separator 50, and one end of the evaporation flow path 70 is communicated with the inlet end of the gas-liquid separator 50.

[0108] The flow path of the refrigerant in the above process is described as follows:

[0109] As Figure 4As shown, the compressor 33 first compresses the refrigerant, the high-temperature and high-pressure refrigerant first exchanges heat with the motor heat exchange medium through the second heat exchanger 32, and then exchanges heat with the external environment through the external heat exchanger, and then is converted into a low-temperature and low-pressure state through the action of the second expansion valve 38, and then the low-temperature and low-pressure refrigerant passes through the gas-liquid separator 50, part of the low-temperature and low-pressure refrigerant enters the evaporation flow path 70, and then enters the evaporator 71 after the action of the third expansion valve 72, and the air flow temperature in the air conditioning air duct is reduced in the evaporator 71 to realize the refrigeration mode of the air conditioner, and the other part of the refrigerant flows into the first heat exchange flow path 35, exchanges heat with the battery heat exchange medium after the action of the first expansion valve 34, thereby realizing the cooling of the battery, and then the refrigerant in the first heat exchange flow path 35 and the evaporation flow path 70 flows into the gas-liquid separator, and then the refrigerant in the gas-liquid separator 50 enters the compressor 33 to enter the next cycle.

[0110] In some embodiments of the utility model, as shown in Figures 1-5 As shown, the first heat exchange subsystem further comprises a condensation flow path 80, a condenser 81, a fourth expansion valve 82 and a fifth electromagnetic valve 83, the condenser 81 is arranged in the vehicle air conditioning air duct, one end of the condensation flow path 80 is communicated with the gas outlet end of the compressor 33, the other end of the condensation flow path 80 is communicated with the heat exchange flow path 30, the condenser 81, the fourth expansion valve 82 and the fifth electromagnetic valve 83 are connected in series on the condensation flow path 80, and the fourth expansion valve 82 and the fifth electromagnetic valve 83 are respectively located on the two sides of the condenser 81.

[0111] Specifically, the other end of the condensation flow path 80 is communicated with the second end 352 and the fourth end 362, and the fourth expansion valve 82 is located on the side of the condenser 81 facing the second end 352.

[0112] Wherein, when the first heat exchange subsystem acts on the battery alone, the fourth expansion valve 82 and the fifth electromagnetic valve 83 are in a closed state on the two sides of the condenser 81, so that the refrigerant can be prevented from entering the condenser 81 in the non-heating mode of the vehicle.

[0113] In the process of heating the battery, the air conditioner can also be in the heating mode, in this process, the first end 351 is communicated with the gas outlet end of the compressor 33, the third end 361 is communicated with the inlet end of the gas-liquid separator 50, and the other end of the condensation flow path 80 extends into the liquid storage cavity.

[0114] The flow path of the refrigerant in the above process is described as follows:

[0115] As shown in Figure 5 The compressor 33 first compresses the refrigerant, part of the high-temperature and high-pressure refrigerant flows into the first heat exchange flow path 35, exchanges heat with the battery heat exchange medium in the first heat exchanger 31, thereby realizing the heating of the battery, and the refrigerant flows through the first heat exchanger 31 and then flows through the first expansion valve 34.

[0116] Another part of the high-temperature and high-pressure refrigerant flows into the condensing flow path 80, passes through the fifth electromagnetic valve 83 into the condenser 81, is condensed in the condenser 81 to increase the temperature of the airflow in the air conditioning duct, thereby realizing the heating mode of the air conditioner, the refrigerant flowing out of the condenser 81 flows through the fourth expansion valve 82, and then the low-temperature and low-pressure refrigerant after the actions of the first expansion valve 34 and the fourth expansion valve 82 flows through the liquid accumulator 60, and then the refrigerant flows into the second heat exchange flow path 36, is subjected to the action of the second expansion valve 38, and then flows through the third heat exchanger 40 and the second heat exchanger 32, and then the refrigerant enters the gas-liquid separator 50, and then the refrigerant in the gas-liquid separator 50 enters the compressor 33 to enter the next cycle.

[0117] In some embodiments of the utility model, as shown in Figures 1-5 The first heat exchange subsystem further comprises: an air conditioner heating element 84, which is arranged in the air conditioning duct, and when the heating capacity of the condenser 81 is insufficient when the air conditioner is in the heating mode, the power supply of the air conditioner heating element 84 can be turned on, thereby increasing the heating capacity of the air conditioner.

[0118] In some embodiments of the utility model, as shown in Figure 1 And Figure 7 The thermal management system 100 of the vehicle further comprises: a third heat exchanger 40, which is connected in series with the first heat exchanger 31 and is adapted to exchange heat with the environment outside the vehicle.

[0119] The third heat exchanger 40 is sleeved on the heat exchange flow path 30,

[0120] In this way, during the charging of the battery, the heat exchange flow path 30 can exchange heat with the environment outside the vehicle through the third heat exchanger 40, thereby further improving the cooling efficiency of the battery.

[0121] In some embodiments of the utility model, as shown in Figure 1 The motor heat exchange subsystem 20 further comprises: a first motor flow path 21 and a second motor flow path 23, the first motor flow path 21 and the second motor flow path 23 are connected in parallel, the first motor flow path 21 is adapted to communicate with the second motor flow path 23, the first heat exchange subsystem is in heat exchange connection with the first motor flow path 21, and the first heat exchange element 22 is connected in series on the second motor flow path 23.

[0122] The first heat exchange subsystem is in heat exchange connection with the first motor flow path 21 through the second heat exchanger 32, the second heat exchanger 32 is in heat exchange connection with the heat exchange flow path 30, and only heat exchange occurs between the heat exchange flow path 30 and the first motor flow path 21 in the second heat exchanger 32, and no material exchange occurs.

[0123] During the working of the vehicle, by changing the communication state of the second motor flow path 23 and the first motor flow path 21, the first heat exchange member 22 can participate in and exit the cooling of the battery, and it can be understood that the arrangement difficulty of the second motor flow path 23 and the first motor flow path 21 is low, and in the design process of the thermal management system 100 of the vehicle, the arrangement of the second motor flow path 23 and the first motor flow path 21 can be realized according to the arrangement space on the vehicle, so that the design difficulty of the vehicle can be reduced.

[0124] In some embodiments of the utility model, as shown in Figure 1 and Figure 6 , the motor heat exchange subsystem 20 further comprises: an electrical flow path 24, the motor 243 and the electrical control 244 are connected in series on the electrical flow path 24, the first motor flow path 21, the second motor flow path 23 and the electrical flow path 24 are connected in parallel, and the first motor flow path 21 and the electrical flow path 24 are communicated.

[0125] For those skilled in the art, it can be understood that the activity of the battery is low when the temperature is low, and when the vehicle works in a low-temperature environment, the heating speed of the motor 243 and the electrical control 244 is fast, and the motor heat exchange medium flows in the first motor flow path 21 and the electrical flow path 24, so that the heat on the motor 243 and the electrical control is transferred to the first motor flow path 21, the first motor flow path 21 exchanges heat with the heat exchange flow path 30 through the second heat exchanger 32, and the heat exchange flow path 30 exchanges heat with the battery flow path 12 through the first heat exchanger 31, so that the heat generated by the motor 243 and the electrical control 244 can be transferred to the battery heat exchange medium in the battery flow path 12, the battery heat exchange medium flows in the second heat exchange member 11 and transfers heat to the battery, so that the heat generated by the motor 243 and the electrical control 244 during the working process can be used to heat the battery, so that the heating efficiency of the battery in a low-temperature environment can be improved, and the output efficiency of the battery can be improved.

[0126] As shown in Figure 1 , the electrical flow path 24 can be a single flow path, the motor 243 and the electrical control 244 are connected in series on the single electrical flow path 24, and the second water pump 25 is connected in series on the electrical flow path 24.

[0127] As shown in Figure 6 , the electrical flow path 24 can also include a first electrical flow path 241 and a second electrical flow path 242 connected in parallel, the motor 243 and the electrical control 244 are connected in series on the first electrical flow path 241 and the second electrical flow path 242 respectively, and the third water pump 26 and the fourth water pump 27 are connected in series on the first electrical flow path 241 and the second electrical flow path 242 respectively, and the first electrical flow path 241 and the second electrical flow path 242 are connected in parallel with the first motor flow path 21 and the second motor flow path 23.

[0128] In some embodiments of the utility model, battery heat exchange subsystem 10 still includes: battery flow path 12, battery flow path 12 and battery heat exchange connection, and battery flow path 12 and first heat exchanger 31 heat exchange connection.

[0129] Battery flow path 12 can heat exchange with battery directly, and battery flow path 12 can also heat exchange with battery through other heat exchange parts.

[0130] In the process that vehicle's heat management system 100 works, battery heat exchange medium flows in battery flow path 12, when battery heat exchange medium flows through battery, battery heat exchange medium can heat exchange with battery, and at the same time, battery heat exchange medium can heat exchange with refrigerant in heat exchange flow path 30, thereby, battery and first heat exchange subsystem heat exchange can be realized.

[0131] Among them, the arrangement difficulty of battery flow path 12 is lower, in the process that vehicle's heat management system 100 designs, the arrangement of battery flow path 12 can be realized according to the arrangement space on the vehicle, thereby, the design difficulty of vehicle can be reduced.

[0132] In some embodiments of the utility model, battery heat exchange subsystem 10 still includes: second heat exchange part 11, second heat exchange part 11 is connected in series on battery flow path 12, and second heat exchange part 11 is connected with battery heat exchange.

[0133] It can be understood that the heat exchange efficiency of second heat exchange part 11 and battery is higher, thereby, the heat exchange efficiency of battery heat exchange subsystem 10 and battery can be improved, so as to further improve the cooling efficiency in the process that battery charges and improve the heating efficiency of motor to battery.

[0134] In some embodiments of the utility model, as shown in Figure 1 And Figure 6 Second heat exchange part 11 is heat exchange plate, and battery heat exchange subsystem 10 further includes: heating plate 15, first water pump 13 and battery water tank 14.

[0135] Among them, as shown in Figure 1 When heat exchange plate is one, battery flow path 12 is a loop, and heat exchange plate, heating plate 15, first water pump 13 and battery water tank 14 are connected in series on battery flow path 12, first water pump 13 drives the flow of battery heat exchange medium in battery water tank 14, and the flow of battery heat exchange medium in heat exchange plate can realize heat exchange with battery, when heating battery, the power supply on heating part is connected, and heating part heats battery heat exchange medium in heating plate 15, so that heating plate 15 can heat battery.

[0136] As shown in Figure 6As shown, when the heat exchange plates are multiple, the battery flow path 12 comprises a main loop 121 and multiple heat exchange branches 122, the heating plate 15, the first water pump 13 and the battery water tank 14 are all connected in series on the main loop 121, each heat exchange branch 122 is connected in series with a heat exchange plate, the multiple heat exchange branches 122 are connected in parallel, and then the parallel connected heat exchange branches 122 are connected in series to the main loop.

[0137] The vehicle according to the second aspect of the present application comprises the thermal management system 100 of the vehicle according to the first aspect of the present application.

[0138] The vehicle according to the second aspect of the present application, by arranging the thermal management system 100 of the vehicle according to the first aspect of the present application, can improve the efficiency and safety during battery charging, and can improve the low-temperature working efficiency of the vehicle.

[0139] In the description of the present application, it should be understood that the orientations or positional relationships indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements indicated must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0140] In addition, the terms "first" and "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise specifically limited.

[0141] In the present application, unless otherwise specifically defined and limited, the terms "mounting", "connection", "connection", "fixing" and the like should be understood in a broad sense, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected, or it can be communicated; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication or interaction relationship between two elements. For ordinary skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0142] In the description of the present specification, the description referring to the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. Furthermore, the person skilled in the art can combine and combine the different embodiments or examples described in the present specification and the features of the different embodiments or examples, without mutual contradiction.

[0143] Although the embodiments of the present application have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, replacements and variations can be made to these embodiments without departing from the principles and spirits of the present application, and the scope of the present application is defined by the claims and their equivalents.

Claims

1. A thermal management system (100) for a vehicle, characterized in that, include: A battery heat exchange subsystem (10) is used for heat exchange with the battery; The motor heat exchange subsystem (20) includes a first heat exchange element (22) for exchanging heat with the motor (243); The first heat exchange subsystem is heat-exchange connected to the battery heat exchange subsystem and the motor heat exchange subsystem. The first heat exchange subsystem is provided with a first heat exchanger (31), which is heat-exchange connected to the battery heat exchange subsystem (10).

2. The vehicle thermal management system (100) according to claim 1, characterized in that, The first heat exchange subsystem is a refrigerant heat exchange system.

3. The vehicle thermal management system (100) according to claim 1, characterized in that, The battery heat exchange subsystem (10) is connected in parallel with the motor heat exchange subsystem (20).

4. The vehicle thermal management system (100) according to claim 1, characterized in that, The first heat exchange subsystem is also provided with a second heat exchanger (32), which is heat exchanged with the motor heat exchange subsystem (20).

5. The vehicle thermal management system (100) according to claim 4, characterized in that, The first heat exchange subsystem includes a heat exchange flow path (30), and the first heat exchanger and the second heat exchanger (32) are both heat exchanged with the heat exchange flow path (30).

6. The vehicle thermal management system (100) according to claim 5, characterized in that, The first heat exchange subsystem further includes a compressor (33) and a first expansion valve (34), the first expansion valve (34) being connected in series on the heat exchange flow path (30), and the compressor (33) being adapted to turn on the heat exchange flow path (30).

7. The vehicle thermal management system (100) according to claim 6, characterized in that, The heat exchange flow path (30) includes: a first heat exchange flow path (35) and a second heat exchange flow path (36), one end of the first heat exchange flow path (35) and one end of the second heat exchange flow path (36) are connected, the other end of the first heat exchange flow path (35) and the other end of the second heat exchange flow path (36) are adapted to be connected through the compressor, the first heat exchanger (31) is heat exchanged with the first heat exchange flow path (35), the second heat exchanger (32) is heat exchanged with the second heat exchange flow path (36), and the first expansion valve (34) is connected in series on the first heat exchange flow path (35) or the second heat exchange flow path (36).

8. The vehicle thermal management system (100) according to claim 7, characterized in that, The first heat exchange flow path (35) has a first end (351) and a second end (352) at its two ends, and the second heat exchange flow path (36) has a third end (361) and a fourth end (362) at its two ends, respectively. The first end (351) and the third end (361) can be switched to be connected to the air inlet or air outlet of the compressor (33), and one of the first end (351) and the third end (361) is connected to the air inlet of the compressor (33), and the other is connected to the air outlet of the compressor (33). The second end (352) and the fourth end (362) are connected.

9. The vehicle thermal management system (100) according to claim 8, characterized in that, The heat exchange path (30) also includes: A first branch (353) and a second branch (354), wherein the first branch (353) is adapted to connect between the first end (351) and one of the air inlet and air outlet of the compressor (33), and the second branch (354) is adapted to connect between the first end (351) and the other of the air inlet and air outlet of the compressor (33).

10. The vehicle thermal management system (100) according to claim 9, characterized in that, The first branch (353) is connected between the first end (351) and one of the air inlet and air outlet ends of the compressor (33), and a first solenoid valve (3531) is connected in series on the first branch (353). The second branch (354) is connected between the first end (351) and the other of the air inlet and air outlet ends of the compressor (33), and a second solenoid valve (3541) is connected in series on the second branch (354).

11. The vehicle thermal management system (100) according to claim 9, characterized in that, Also includes: A first three-way valve (355) has a first interface, a second interface and a third interface. The first end (351) is connected to the first interface. The first branch (353) is connected between the second interface and one of the air inlet and air outlet of the compressor (33). The second branch (354) is connected between the third interface and the other of the air inlet and air outlet of the compressor (33). The first interface is adapted to communicate with the second interface or the third interface.

12. The vehicle thermal management system (100) according to claim 8, characterized in that, The heat exchange path (30) also includes: The third branch (363) and the fourth branch (364) are adapted to connect between the third end (361) and one of the air inlet and air outlet of the compressor (33), and the fourth branch (364) is adapted to connect between the third end (361) and the other of the air inlet and air outlet of the compressor (33).

13. The vehicle thermal management system (100) according to claim 12, characterized in that, The third branch (363) is connected between the third end (361) and one of the air inlet and air outlet of the compressor (33), and a third solenoid valve (3631) is connected in series on the third branch (363); The fourth branch (364) is connected between the third end (361) and the other of the air inlet and air outlet ends of the compressor (33), and a fourth solenoid valve (3641) is connected in series on the fourth branch (364).

14. The vehicle thermal management system (100) according to claim 12, characterized in that, Also includes: The second three-way valve (365) has a fourth port, a fifth port and a sixth port. The third end (361) is connected to the fourth port. The third branch (363) is connected between the fifth port and one of the air inlet and air outlet of the compressor (33). The fourth branch (364) is connected between the sixth port and the other of the air inlet and air outlet of the compressor (33). The fourth port is adapted to communicate with the fifth port or the sixth port.

15. The vehicle thermal management system (100) according to claim 8, characterized in that, Also includes: A four-way valve (37) having a seventh port, an eighth port, a ninth port, and a tenth port, wherein the first end (351) is connected to the seventh port, and the third end (361) is connected to the eighth port. The heat exchange flow path (30) further includes: a fifth branch (371) and a sixth branch (372), wherein the fifth branch (371) is connected between the ninth interface and one of the air inlet and air outlet of the compressor (33), the sixth branch (372) is connected between the tenth interface and the other of the air inlet and air outlet of the compressor (33), the seventh interface is adapted to communicate with one of the ninth interface and the tenth interface, and the eighth interface is adapted to communicate with the other of the ninth interface and the tenth interface.

16. The vehicle thermal management system (100) according to claim 6, characterized in that, The first heat exchange subsystem also includes: A gas-liquid separator (50) and a liquid receiver (60) are provided. One end of the gas-liquid separator (50) is connected to the compressor (33), and the other end of the gas-liquid separator (50) is connected to the heat exchange flow path (30). The liquid receiver (60) is connected in series with the heat exchange flow path (30).

17. The vehicle thermal management system (100) according to claim 16, characterized in that, The first heat exchange subsystem also includes: The second expansion valve (38) is connected in series on the heat exchange flow path (30). The first expansion valve (34) and the second expansion valve (38) are respectively located on both sides of the liquid reservoir (60), and the first expansion valve (34) and the second expansion valve (38) are located on the same side of the first heat exchanger (31).

18. The vehicle thermal management system (100) according to claim 6, characterized in that, The first heat exchange subsystem further includes: an evaporation flow path (70), an evaporator (71), and a third expansion valve (72), wherein the evaporator (71) is located in the vehicle's air conditioning duct. One end of the evaporation flow path (70) is connected to the compressor (33), and the other end of the evaporation flow path (70) is connected to the heat exchange flow path (30). The evaporator (71) and the third expansion valve (72) are connected in series on the evaporation flow path (70).

19. The vehicle thermal management system (100) according to claim 6, characterized in that, The first heat exchange subsystem further includes: a condenser flow path (80), a condenser (81), a fourth expansion valve (82), and a fifth solenoid valve (83), wherein the condenser (81) is located in the vehicle's air conditioning duct. One end of the condensing flow path (80) is connected to the compressor (33), and the other end of the condensing flow path (80) is connected to the heat exchange flow path (30). The condenser (81), the fourth expansion valve (82) and the fifth solenoid valve (83) are connected in series on the condensing flow path (80). The fourth expansion valve (82) and the fifth solenoid valve (83) are located on both sides of the condenser (81).

20. The vehicle thermal management system (100) according to any one of claims 1-19, characterized in that, The first heat exchange subsystem further includes a third heat exchanger (40), which is connected in series with the first heat exchanger (31) and is adapted to exchange heat with the external environment.

21. The vehicle thermal management system (100) according to any one of claims 1-19, characterized in that, The motor heat exchange subsystem (20) includes: a first motor flow path (21) and a second motor flow path (23), the first motor flow path (21) and the second motor flow path (23) are connected in parallel, and the first motor flow path (21) is adapted to communicate with the second motor flow path (23). The first heat exchange subsystem is heat exchanged with the first motor flow path (21), and the first heat exchange element (22) is connected in series on the second motor flow path (23).

22. The vehicle thermal management system (100) according to claim 21, characterized in that, The motor heat exchange subsystem (20) further includes an electrical flow path (24), on which a motor (243) and an electrical control (244) are connected in series. The first motor flow path (21), the second motor flow path (23) and the electrical flow path (24) are connected in parallel, and the first motor flow path (21) and the electrical flow path (24) are connected.

23. The vehicle thermal management system (100) according to any one of claims 1-19, characterized in that, The battery heat exchange subsystem (10) further includes a battery flow path (12), which is connected to the battery heat exchanger and is also connected to the first heat exchanger (31) for heat exchange.

24. The vehicle thermal management system (100) according to claim 23, characterized in that, The battery heat exchange subsystem (10) further includes a second heat exchanger (11), which is connected in series on the battery flow path (12) and is heat exchanged with the battery.

25. A vehicle, characterized in that, include: The thermal management system (100) of the vehicle according to any one of claims 1-24.

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