Thermal management system and vehicle

Abstract

The utility model discloses a thermal management system and a vehicle. Belongs to the technical field of vehicles, the thermal management system comprises a battery loop and a warm air loop, a battery pack and a first heat exchanger are arranged on the battery loop, the warm air loop comprises a warm air main circuit, a first warm air branch circuit, a control assembly, a second warm air branch circuit and an engine, an electric heater is arranged on the warm air main circuit, and a second heat exchanger is arranged on the first warm air branch circuit. The second heat exchanger is in heat conduction connection with the first heat exchanger, the second warm air branch and the engine are connected to the two ends of the warm air main path in parallel through the control assembly, and the control assembly enables one of the second warm air branch and the engine to communicate with the warm air main path. According to the thermal management system provided by the embodiment of the utility model, the battery pack on the battery loop can be heated by waste heat of the engine so as to reduce the energy consumption of the thermal management system, and in addition, when the engine is in cold start, the electric heater can heat together with the engine so as to quickly increase the temperature of the battery pack and reduce the cold start time of the engine.

Description

Technical Field

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

[0002] During use, hybrid vehicles can regulate the temperature of components such as the engine and battery pack through a thermal management system to ensure that all components of the vehicle operate at a suitable temperature.

[0003] In related technologies, the heat generated when the engine is working causes the engine cooling medium to heat up. In low-temperature environments, the heat from the engine cooling medium can be used to heat the battery pack. However, the amount of heat generated when the engine is cold-started is small, resulting in a slow heating rate of the engine cooling medium, which cannot raise the temperature of the battery pack in time. Utility Model Content

[0004] This invention aims to at least partially solve one of the aforementioned technical problems in the prior art. To this end, this invention proposes a thermal management system that can rapidly increase the temperature of a battery pack.

[0005] This utility model also proposes a vehicle having the above-mentioned thermal management system.

[0006] A thermal management system according to an embodiment of the present invention includes: a battery circuit and a heating circuit. The battery circuit is provided with a battery pack and a first heat exchanger. The heating circuit includes: a main heating circuit with an electric heater; a first heating branch with a second heat exchanger connected to the first heat exchanger; a control component selectively connecting the first heating branch to the main heating circuit; a second heating branch and an engine connected in parallel to the main heating circuit via the control component, wherein the control component connects one of the second heating branch and the engine to the main heating circuit.

[0007] According to the thermal management system of this utility model embodiment, an electric heater is provided on the main heating circuit, and a second heat exchanger is provided on the first heating branch circuit that is thermally connected to the first heat exchanger on the battery circuit. The first heating branch circuit is selectively connected to the main heating circuit through a control component. The control component enables one of the second heating branch circuit and the engine to be connected to the main heating circuit, thereby utilizing the waste heat of the engine to heat the battery pack on the battery circuit, thereby reducing the energy consumption of the thermal management system. Furthermore, during engine cold start, the electric heater can heat together with the engine to quickly increase the temperature of the battery pack and reduce the engine cold start time.

[0008] According to some embodiments of the present invention, the control component includes: a first three-way valve, wherein the first heating branch is selectively connected to the main heating branch through the first three-way valve; a second three-way valve, wherein one end of the engine, one end of the second heating branch, and one end of the main heating branch are respectively connected to the three valve ports of the second three-way valve; and a third three-way valve, wherein the other end of the engine, the other end of the second heating branch, and the other end of the main heating branch are respectively connected to the three valve ports of the third three-way valve.

[0009] According to some embodiments of the present invention, the thermal management system further includes: a crew cabin air duct, and a third heat exchanger is provided on the main heating air duct, the third heat exchanger being located inside the crew cabin air duct.

[0010] According to some embodiments of the present invention, the thermal management system further includes: a refrigeration circuit, wherein a first evaporator is provided on the refrigeration circuit, and the first evaporator is located in the crew cabin air duct.

[0011] According to some embodiments of the present invention, the refrigeration circuit includes: a main refrigeration circuit, on which a condenser and a compressor are provided; a first refrigeration branch and a second refrigeration branch, wherein the first refrigeration branch and the second refrigeration branch are connected in parallel at both ends of the main refrigeration circuit, wherein a first evaporator is provided on the first refrigeration branch and a second evaporator is provided on the second refrigeration branch; and a fourth heat exchanger is provided on the battery circuit, wherein the fourth heat exchanger is thermally connected to the second evaporator.

[0012] According to some embodiments of the present invention, the first refrigeration branch is provided with a first control valve upstream of the first evaporator, and the first control valve is used to control the refrigerant flow rate of the first refrigeration branch; the second refrigeration branch is provided with a second control valve upstream of the second evaporator, and the second control valve is used to control the refrigerant flow rate of the second refrigeration branch.

[0013] According to some embodiments of the present invention, the thermal management system further includes: an integrated radiator having a first heat dissipation cavity and a second heat dissipation cavity; a transmission circuit communicating with the first heat dissipation cavity and having a transmission circuit; and a motor circuit communicating with the second heat dissipation cavity and having at least one drive motor.

[0014] According to some embodiments of the present invention, the thermal management system further includes: an integrated kettle, the integrated kettle including: a kettle body having a first medium cavity and a second medium cavity, the motor circuit being connected to the first medium cavity, and the battery circuit being connected to the second medium cavity; a first medium pump being installed in the kettle body and connected to the first medium cavity; and a second medium pump being installed in the kettle body and connected to the second medium cavity.

[0015] According to some embodiments of the present invention, the thermal management system further includes: multiple temperature sensors, with at least one of the temperature sensors provided on the transmission circuit, the motor circuit, the battery circuit, and the heating circuit.

[0016] A vehicle according to another embodiment of the present invention includes the thermal management system described above.

[0017] According to the vehicle of this utility model embodiment, an electric heater is provided on the main heating circuit, and a second heat exchanger is provided on the first heating branch circuit, which is thermally connected to the first heat exchanger on the battery circuit. The first heating branch circuit is selectively connected to the main heating circuit through a control component. The control component connects one of the second heating branch circuit and the engine to the main heating circuit, thereby utilizing the waste heat of the engine to heat the battery pack on the battery circuit, thereby reducing the energy consumption of the thermal management system. Furthermore, during engine cold start, the electric heater can heat together with the engine to quickly increase the temperature of the battery pack and reduce the engine cold start time, which is beneficial to improving the vehicle's range and service life.

[0018] 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

[0019] Figure 1 This is a schematic diagram of the battery circuit, intercooler, and part of the heating circuit according to an embodiment of the present utility model;

[0020] Figure 2 This is a schematic diagram of the heating circuit according to an embodiment of the present utility model;

[0021] Figure 3 This is a schematic diagram of a refrigeration circuit according to an embodiment of the present utility model;

[0022] Figure 4 This is a schematic diagram of an integrated heat sink, a transmission circuit, a motor circuit, a battery circuit, and an integrated tank according to an embodiment of the present utility model;

[0023] Figure 5 This is a schematic diagram of a thermal management system according to an embodiment of the present utility model.

[0024] Figure label:

[0025] Integrated heat sink 1; first heat sink core 11; first heat sink cavity 111; second heat sink core 12; second heat sink cavity 121; first cooling fan 13;

[0026] Transmission circuit 2; Transmission 21;

[0027] Motor circuit 3; drive motor 31; P1 motor 31a; P3 motor 31b; CDU32; MCU33;

[0028] Integrated kettle 4; kettle body 41; first medium chamber 411; second medium chamber 412; first medium pump 42; second medium pump 43;

[0029] Battery circuit 5; battery pack 51; first heat exchanger 52; fourth heat exchanger 53;

[0030] Heating circuit 6; Engine 611; First three-way valve 612; Main heating circuit 613; Electric heater 6131; Heating water pump 6132; Third heat exchanger 6133; Second heating branch circuit 614; Second three-way valve 6151; Third three-way valve 6152; First heating branch circuit 62; Second heat exchanger 621; Radiator branch circuit 63; Engine radiator 631; Engine radiator core 6311; Second radiator fan 6312; Thermostat 632; Engine water pump 633; ​​Engine water supply branch circuit 65; Heating water supply branch circuit 66; Radiator degassing branch circuit 67; Engine degassing branch circuit 68; Heating degassing branch circuit 69.

[0031] 71. Blower; 72. Intercooler; 73. Temperature sensor; 74. Temperature and pressure sensor; 75. Three-way valve;

[0032] Refrigeration circuit 8; main refrigeration circuit 81; condenser 811; condenser core 8111; third cooling fan 8112; compressor 812; three-state pressure switch 813; first refrigeration branch 82; first evaporator 821; first control valve 822; shut-off valve 8221; thermostatic expansion valve 8222; second refrigeration branch 83; second evaporator 831; second control valve 832; electronic expansion valve 832a;

[0033] Thermal management system 10. Detailed Implementation

[0034] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0035] In the description of this utility model, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0036] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; 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 according to the specific circumstances.

[0037] The thermal management system 10 and the vehicle according to embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0038] Reference Figure 1 As shown, the thermal management system 10 according to an embodiment of the present invention includes: a battery circuit 5 and a heating circuit 6. The battery circuit 5 is provided with a battery pack 51 and a first heat exchanger 52. The heating circuit 6 includes: a main heating circuit 613, a first heating branch circuit 62, a control component, a second heating branch circuit 614, and an engine 611. The main heating circuit 613 is provided with an electric heater 6131. ​​The first heating branch circuit 62 is provided with a second heat exchanger 621. The second heat exchanger 621 is thermally connected to the first heat exchanger 52. The first heating branch circuit 62 is selectively connected to the main heating circuit 613 through the control component. The second heating branch circuit 614 and the engine 611 are connected in parallel to the two ends of the main heating circuit 613 through the control component, and the control component enables one of the second heating branch circuit 614 and the engine 611 to be connected to the main heating circuit 613.

[0039] The thermal management system 10 can be used in vehicles to regulate the temperature of components such as the battery pack 51 and the engine 611, so that they can operate stably and reliably within a suitable temperature range.

[0040] The battery circuit 5 is equipped with a battery pack 51 and a first heat exchanger 52. The first heat exchanger 52 can be used to regulate the temperature of the battery cooling medium in the battery circuit 5. When the battery cooling medium flows through the battery pack 51, it can regulate the temperature of the battery pack 51 so that the battery pack 51 can operate in a suitable temperature range.

[0041] The heating circuit 6 includes a main heating circuit 613, a first heating branch circuit 62, a control component, and an engine 611. The first heating branch circuit 62 is equipped with a second heat exchanger 621, which is thermally connected to the first heat exchanger 52. In other words, the first heat exchanger 52 and the second heat exchanger 621 can form a water-to-water plate heat exchanger. The battery cooling medium in the first heat exchanger 52 can exchange heat with the engine cooling medium in the second heat exchanger 621 to heat the battery cooling medium using the engine cooling medium, thereby heating the battery pack 51.

[0042] When the battery pack 51 is at a low temperature, it needs to be heated. The first heating branch 62 is connected to the main heating branch 613 through the control component, so that the engine cooling medium with a higher temperature in the main heating branch 613 can flow into the first heating branch 62. The heat of the engine cooling medium can be transferred to the battery cooling medium in the first heat exchanger 52 through the second heat exchanger 621 on the first heating branch 62, thereby increasing the temperature of the battery pack 51 and making the battery pack 51 work in a suitable temperature range.

[0043] When the battery pack 51 is at a normal or high temperature, there is no need to heat the battery pack 51. The control component can disconnect the first heating air branch 62 from the main heating air branch 613, so that the high-temperature engine cooling medium in the main heating air branch 613 no longer flows into the first heating air branch 62, thereby stopping the heating of the battery pack 51.

[0044] An electric heater 6131 is provided on the main heating circuit 613. The electric heater 6131 can be a WPTC (Water Positive Temperature Coefficient) heater. The electric heater 6131 can heat the engine cooling medium flowing through the main heating circuit 613. The control component connects one of the second heating branch circuit 614 and the engine 611 to the main heating circuit 613. Thus, when it is necessary to heat the battery pack 51, the temperature of the battery pack can be quickly increased and the energy consumption of the thermal management system 10 can be reduced.

[0045] Specifically, when the battery pack 51 needs to be heated and the engine 611 is working, the control component connects the engine 611 to the main heating circuit 613 and disconnects the second heating branch circuit 614 from the main heating circuit 613. The engine 611, the main heating circuit 613, and the first heating branch circuit 62 can form a loop. At this time, the engine cooling medium in the engine 611 is heated by the engine 611 and flows back to the engine 611 after passing through the main heating circuit 613 and the second heating branch circuit 614 in sequence. The heat of the engine cooling medium can be transferred to the battery cooling medium in the first heat exchanger 52 through the second heat exchanger 621, thereby increasing the temperature of the battery pack 51. Then, the waste heat of the engine 611 is used to heat the battery pack 51 to reduce the energy consumption of the thermal management system 10.

[0046] When heating of the battery pack 51 is required and the engine 611 is not operating, the control component disconnects the engine 611 from the main heating circuit 613 and connects the second heating branch circuit 614 to the main heating circuit 613. The second heating branch circuit 614, the main heating circuit 613, and the first heating branch circuit 62 can form a loop. The engine cooling medium in this loop can be heated by the electric heater 6131 on the main heating circuit 613. The heated engine cooling medium can flow into the first heating branch circuit 62, thereby using the second heat exchanger 621 on the first heating branch circuit 62 to heat the battery cooling medium in the first heat exchanger 52, and then heating the battery pack 51 through the battery cooling medium. At this time, the loop path formed by the second heating branch circuit 614, the main heating circuit 613, and the first heating branch circuit 62 is shorter and bypasses the non-operating engine 611. The flow resistance of the engine cooling medium in this loop is small and the heat loss is small, so as to reduce the energy consumption of the thermal management system 10.

[0047] It should be noted that when the battery pack 51 needs to be heated and the engine 611 is running, if the engine 611 is in a cold start state or the temperature of the engine cooling medium flowing out of the engine 611 is low, the electric heater 6131 can be activated to heat it. Thus, in the circuits of the engine 611, the main heating circuit 613, and the first heating branch circuit 62, both the engine 611 and the electric heater 6131 are heat sources for heating the engine cooling medium, thereby quickly raising the temperature of the engine cooling medium. This not only achieves rapid heating of the hot battery pack 51, but also allows the engine 611 to quickly reach its optimal operating temperature range, reducing vibration, noise, and wear during cold starts of the engine 611, and improving the fuel economy, reliability, and service life of the engine 611.

[0048] According to the thermal management system 10 of this utility model embodiment, an electric heater 6131 is provided on the main heating circuit 613, and a second heat exchanger 621 is provided on the first heating branch circuit 62, which is thermally connected to the first heat exchanger 52 on the battery circuit 5. The first heating branch circuit 62 is selectively connected to the main heating circuit 613 through a control component. The control component connects one of the second heating branch circuit 614 and the engine 611 to the main heating circuit 613, so that the waste heat of the engine 611 can be used to heat the battery pack 51 on the battery circuit 5, thereby reducing the energy consumption of the thermal management system 10. Furthermore, when the engine 611 is cold-started, the electric heater 6131 can be heated together with the engine 611 to quickly increase the temperature of the battery pack 51 and reduce the cold-start time of the engine 611.

[0049] In some embodiments of this utility model, reference is made to Figure 1As shown, the control assembly includes: a first three-way valve 612, a second three-way valve 6151, and a third three-way valve 6152. The first heating branch 62 is selectively connected to the main heating branch 613 through the first three-way valve 612. One end of the engine 611, one end of the second heating branch 614, and one end of the main heating branch 613 are respectively connected to the three valve ports of the second three-way valve 6151. The other end of the engine 611, the other end of the second heating branch 614, and the other end of the main heating branch 613 are respectively connected to the three valve ports of the third three-way valve 6152.

[0050] Specifically, the first three-way valve 612, the second three-way valve 6151, and the third three-way valve 6152 can all be electrically controlled valves. The first heating branch 62 is selectively connected to the main heating branch 613 through the first three-way valve 612. By adjusting the connection state of the first three-way valve 612, the connection between the first heating branch 62 and the main heating branch 613 can be controlled. One end of the engine 611, one end of the second heating branch 614, and one end of the main heating branch 613 are respectively connected to the three valve ports of the second three-way valve 6151. The other end of the engine 611, the other end of the second heating branch 614, and the other end of the main heating branch 613 are respectively connected to the three valve ports of the third three-way valve 6152. By adjusting the connection state of the second three-way valve 6151 and the third three-way valve 6152, the connection between the second heating branch 614 and the main heating branch 613 or the connection between the engine 611 and the main heating branch 613 can be controlled.

[0051] Alternatively, the control component can be an integrated multi-way valve, for example, the control component is constructed as a nine-way valve to adjust the connection status between the main heating circuit 613 and the first heating branch circuit 62, the second heating branch circuit 614, and the engine 611.

[0052] In some embodiments of this utility model, reference is made to Figure 1 and Figure 2 As shown, a heater pump 6132 is provided on the main heater circuit 613. The heater pump 6132 can be used to adjust the flow rate of the engine cooling medium flowing through the main heater circuit 613 to control the time when the engine cooling medium is heated by the electric heater 6131 and the time when the engine cooling medium flows through the second heat exchanger 621, thereby controlling the amount of heat exchanged by the second heat exchanger 621 to the first heat exchanger 52, and thus controlling the temperature of the battery cooling medium.

[0053] In some embodiments of this utility model, reference is made to Figure 1 and Figure 2 As shown, the thermal management system also includes: a crew cabin air duct, and a third heat exchanger 6133 is provided on the main heating air duct, the third heat exchanger 6133 being located inside the crew cabin air duct.

[0054] The passenger compartment air duct is connected to the passenger compartment of the vehicle. A third heat exchanger 6133 is located within the passenger compartment air duct. The engine cooling medium flowing through the third heat exchanger 6133 can heat the air within the passenger compartment air duct, thereby achieving the heating function of the passenger compartment. A blower 71 may be installed within the passenger compartment air duct, which can be used to adjust the airflow of hot air blown from the passenger compartment air duct into the passenger compartment.

[0055] It should be noted that when the engine 611 is working, the heat generated by the engine 611 can heat the engine cooling medium flowing through the main heating air circuit 613, so as to use the waste heat of the engine 611 to heat the third heat exchanger 6133, thereby reducing the energy consumption of the thermal management system 10 when the passenger compartment is heated. When the engine 611 is not working, the engine cooling medium flowing through the main heating air circuit 613 can be heated by the electric heater 6131 to improve the comfort of the heated passenger compartment.

[0056] In the above embodiment, a third heat exchanger 6133 is also provided on the main heating air circuit 613. The third heat exchanger 6133 is located in the passenger compartment air duct and can realize the heating function of the passenger compartment through the third heat exchanger 6133 to improve the comfort of the passenger compartment.

[0057] It should be noted that when the electric heater 6131 on the main heating circuit 613 is working, the heated engine cooling medium can heat both the third heat exchanger 6133 and the second heat exchanger 621. In other words, the electric heater 6131 can heat both the passenger compartment and the battery pack 51, which helps to reduce the number of electric heaters 6131 in the thermal management system 10 and reduce the cost of the thermal management system 10.

[0058] In some embodiments of this utility model, reference is made to Figure 2 As shown, the heating circuit 6 also includes a radiator branch 63, which is connected to the engine 611. The radiator branch 63 is equipped with an engine radiator 631, a thermostat 632, and an engine water pump 633. The thermostat 632 controls the circulation of the engine cooling medium according to the temperature of the engine 611. The engine radiator 631 cools the engine cooling medium by exchanging heat with the external environment. The engine water pump 633 regulates the flow rate of the engine cooling medium through the radiator branch 63. The engine radiator 631 includes an engine radiator core 6311 and a second cooling fan 6312. The second cooling fan 6312 blows air onto the engine radiator core 6311 to cool the engine cooling medium flowing through it.

[0059] In some embodiments of this utility model, reference is made to Figure 2As shown, the heating circuit 6 also includes: an engine expansion tank 64, an engine water supply branch 65, and a heater water supply branch 66. The engine expansion tank 64 stores engine cooling medium. The engine expansion tank 64 is selectively connected to the radiator branch 63 through the engine water supply branch 65 to replenish the engine cooling medium to the radiator branch 63. The engine expansion tank 64 is selectively connected to the second heater branch 614 through the heater water supply branch 66 to replenish the engine cooling medium to the second heater branch 614. A three-way valve 75 can be installed at the connection between the engine water supply branch 65 and the radiator branch 63, and at the connection between the heater water supply branch 66 and the second heater branch 614, to control whether the engine water supply branch 65 and the radiator branch 63 are connected, and whether the heater water supply branch 66 and the second heater branch 614 are connected.

[0060] In some embodiments of this utility model, reference is made to Figure 2 As shown, the heating circuit 6 also includes: a radiator degassing branch 67, an engine degassing branch 68, and a heater degassing branch 69. The engine radiator 631 is connected to the engine expansion tank 64 through the radiator degassing branch 67. The gas in the engine radiator 631 can be discharged into the engine expansion tank 64 through the radiator degassing branch 67. The engine 611 is connected to the engine expansion tank 64 through the engine degassing branch 68. The gas in the engine 611 can be discharged into the engine expansion tank 64 through the engine degassing branch 68. The heater main circuit 613 is connected to the engine expansion tank 64 through the heater degassing branch 69. The gas in the heater main circuit 613 can be discharged into the engine expansion tank 64 through the radiator degassing branch 67, thereby realizing the degassing function of the radiator, engine 611, and heater main circuit 613.

[0061] In some embodiments of this utility model, reference is made to Figure 1 As shown, the thermal management system 10 also includes an intercooler 72, which can be installed between the turbocharger and the intake manifold of the engine 611 to reduce the temperature of the turbocharged air, reduce the thermal load of the engine 611, increase the intake air volume, and thus increase the power of the engine 611.

[0062] In some embodiments of this utility model, reference is made to Figure 3 As shown, the thermal management system 10 also includes a refrigeration circuit 8, on which a first evaporator 821 is provided, and the first evaporator 821 is located in the crew cabin air duct.

[0063] The refrigeration circuit 8 includes a first evaporator 821 located within the passenger compartment air duct. The refrigerant in the refrigeration circuit 8 flows through the first evaporator 821, which absorbs heat from the surrounding environment through refrigerant evaporation, thereby lowering the air temperature within the passenger compartment air duct and achieving the refrigeration function of the passenger compartment. A blower 71 within the passenger compartment air duct can be used to regulate the airflow of cold air from the passenger compartment air duct into the passenger compartment.

[0064] In the above embodiment, a first evaporator 821 is provided on the refrigeration circuit 8. The first evaporator 821 is located in the passenger compartment air duct. The refrigeration function of the passenger compartment can be realized through the first evaporator 821 to improve the comfort of the passenger compartment.

[0065] In some embodiments of this utility model, reference is made to Figures 3-5 As shown, the refrigeration circuit 8 includes: a main refrigeration circuit 81, a first refrigeration branch circuit 82 and a second refrigeration branch circuit 83. The main refrigeration circuit 81 is equipped with a condenser 811 and a compressor 812. The first refrigeration branch circuit 82 and the second refrigeration branch circuit 83 are connected in parallel at both ends of the main refrigeration circuit 81. The first refrigeration branch circuit 82 is equipped with a first evaporator 821, and the second refrigeration branch circuit 83 is equipped with a second evaporator 831. The battery circuit 5 is equipped with a fourth heat exchanger 53, which is thermally connected to the second evaporator 831.

[0066] The main refrigeration circuit 81 is equipped with a condenser 811 and a compressor 812. The compressor (ESC) 812 can compress gaseous refrigerant. The gaseous refrigerant can be condensed into liquid by the condenser 811 and release heat. The liquid refrigerant can flow into the first refrigeration branch 82 and the second refrigeration branch 83. The refrigerant circulates between the condenser 811, the compressor 812, the first evaporator 821 and the second evaporator 831 to regulate the temperature of the passenger compartment and the battery pack 51.

[0067] The second refrigeration branch 83 is equipped with a second evaporator 831, and the battery circuit 5 is equipped with a fourth heat exchanger 53. The fourth heat exchanger 53 is thermally connected to the second evaporator 831. The refrigerant in the second evaporator 831 can exchange heat with the battery cooling medium in the fourth heat exchanger 53. When the battery pack 51 temperature is high, it is necessary to cool the battery pack 51. The second refrigeration branch 83 can be connected to the main refrigeration branch 81. The second evaporator 831 absorbs heat from the fourth heat exchanger 53 through refrigerant evaporation to reduce the temperature of the battery cooling medium in the fourth heat exchanger 53. Thus, the second evaporator 831 on the second refrigeration branch 83 cools the battery cooling medium in the fourth heat exchanger 53, and then the battery pack 51 is cooled by the battery cooling medium.

[0068] In the above embodiment, the first refrigeration branch 82 and the second refrigeration branch 83 share the same condenser 811 and compressor 812 to improve the integration of the thermal management system 10. The first evaporator 821 on the first refrigeration branch 82 can absorb heat in the passenger compartment air duct to reduce the temperature of the passenger compartment. The second evaporator 831 on the second refrigeration branch 83 can absorb heat from the battery cooling medium in the fourth heat exchanger 53 to reduce the temperature of the battery pack 51. The first refrigeration branch 82 and the second refrigeration branch 83 are connected in parallel at both ends of the main refrigeration circuit 81. The refrigeration circuit 8 can independently control the temperature of the battery pack 51 and the passenger compartment to meet different usage requirements.

[0069] In some embodiments of this utility model, reference is made to Figure 3 As shown, the condenser 811 includes a condenser core 8111 and a third cooling fan 8112. The third cooling fan 8112 can blow air onto the condenser core 8111 to cool the refrigerant flowing through the condenser core 8111.

[0070] In some embodiments of this utility model, reference is made to Figure 3 As shown, a three-state pressure switch 813 is provided on the main cooling circuit 81. The three-state pressure switch 813 is divided into a low-pressure switch, a medium-pressure switch and a high-pressure switch. The three-state pressure switch 813 can monitor and control the pressure of the cooling circuit 8 to ensure the normal operation of each component in the cooling circuit 8, so as to realize the cooling function of the crew compartment and the battery pack 51.

[0071] In some embodiments of this utility model, reference is made to Figure 3 and Figure 5 As shown, the first refrigeration branch 82 is provided with a first control valve 822 upstream of the first evaporator 821. The first control valve 822 is used to control the refrigerant flow of the first refrigeration branch 82. The second refrigeration branch 83 is provided with a second control valve 832 upstream of the second evaporator 831. The second control valve 832 is used to control the refrigerant flow of the second refrigeration branch 83.

[0072] The first refrigeration branch 82 is equipped with a first control valve 822 upstream of the first evaporator 821. The first control valve 822 is used to control the refrigerant flow rate of the first refrigeration branch 82. When the passenger compartment temperature is high, it is necessary to cool the passenger compartment. By adjusting the opening of the first control valve 822 upstream of the first evaporator 821, the flow rate of refrigerant flowing into the first refrigeration branch 82 can be controlled, thereby controlling the amount of refrigerant evaporation in the first evaporator 821, and thus controlling the heat absorption of the first evaporator 821 into the passenger compartment air duct, so as to control the temperature of the passenger compartment. When the passenger compartment temperature is normal or low, it is not necessary to cool the passenger compartment. The first refrigeration branch 82 can be disconnected from the main refrigeration branch 81 through the first control valve 822, and the first evaporator 821 will not absorb heat from the passenger compartment air duct, so as to avoid the passenger compartment temperature from being too low.

[0073] The second refrigeration branch 83 is equipped with a second control valve 832 upstream of the second evaporator 831. The second control valve 832 is used to control the refrigerant flow rate of the second refrigeration branch 83. When the battery pack 51 temperature is high, it is necessary to cool the battery pack 51. By adjusting the opening of the second control valve 832 upstream of the second evaporator 831, the refrigerant flow rate into the second refrigeration branch 83 can be controlled, thereby controlling the amount of refrigerant evaporation in the second evaporator 831. This, in turn, controls the amount of heat absorbed by the second evaporator 831 from the cooling medium of the battery pack 51 in the fourth heat exchanger 53, thus controlling the temperature of the battery pack 51. When the temperature of the battery pack 51 is normal or low, it is not necessary to cool the battery pack 51. The second refrigeration branch 83 can be disconnected from the main refrigeration branch 81 through the second control valve 832. The second evaporator 831 will not absorb heat from the cooling medium of the battery pack 51 in the fourth heat exchanger 53, thus avoiding the battery pack 51 temperature from becoming too low.

[0074] In the above embodiment, the first refrigeration branch 82 can be connected to the main refrigeration branch 81 by adjusting the connection of the first control valve 822, and the second refrigeration branch 83 can be connected to the main refrigeration branch 81 by adjusting the connection of the second control valve 832, so that the refrigeration circuit 8 can independently control the temperature of the battery pack 51 and the passenger compartment. At the same time, by adjusting the opening degree of the first control valve 822 and the second control valve 832, the refrigerant flow rate of the corresponding first refrigeration branch 82 and the second refrigeration branch 83 is controlled, thereby controlling the cooling rate of the passenger compartment and the battery pack 51.

[0075] In some embodiments of this utility model, the first control valve 822 and the second control valve 832 may be electronic expansion valves (EXV) 823a, and the connection between the first refrigeration branch 82 and the second refrigeration branch 83 and the main refrigeration branch 81 can be controlled by adjusting the switch of the electronic expansion valve 832a.

[0076] In other embodiments of this utility model, reference is made to Figure 3 As shown, the first control valve 822 includes a shut-off valve 8221 and a thermostatic expansion valve (TXV) 8222 connected in series. The shut-off valve 8221 is located upstream of the thermostatic expansion valve 8222. The shut-off valve 8221 can control whether the first refrigeration branch 82 is connected to the main refrigeration branch 81. The thermostatic expansion valve 8222 can reduce the pressure of the liquid refrigerant condensed in the condenser 811 into a gas-liquid mixture that is easily evaporated by the first evaporator 821. At the same time, the thermostatic expansion valve 8222 can be used to control the refrigerant flow rate of the first refrigeration branch 82. The shut-off valve 8221 and the thermostatic expansion valve 8222 have low cost. The second control valve 832 can be an electronic expansion valve 832a, which has the advantages of fast response speed and high adjustment accuracy.

[0077] In some embodiments of this utility model, reference is made to Figure 4 As shown, the thermal management system also includes: an integrated radiator 1, a transmission circuit 2, and a motor circuit 3. The integrated radiator 1 has a first heat dissipation cavity 111 and a second heat dissipation cavity 121. The transmission circuit 2 is connected to the first heat dissipation cavity 111 and is equipped with a transmission 21. The motor circuit 3 is connected to the second heat dissipation cavity 121 and is equipped with at least one drive motor 31.

[0078] The integrated heat sink 1 may include a first heat sink 11 and a second heat sink 12. The first heat sink 11 forms a first heat sink cavity 111, and the second heat sink 12 forms a second heat sink cavity 121. The first heat sink cavity 111 and the second heat sink cavity 121 are independent chambers. The first heat sink 11 and the second heat sink 12 can exchange heat with the outside air, so that the first heat sink cavity 111 and the second heat sink cavity 121 can be used to cool different cooling media, thereby improving the integration of the integrated heat sink 1.

[0079] The transmission circuit 2 is equipped with a transmission 21. The transmission circuit 2 is connected to the first heat dissipation cavity 111. The cooling medium of the transmission 21 in the transmission circuit 2 can flow through the transmission 21 and the first heat dissipation cavity 111. The cooling medium of the transmission 21 can carry away the heat generated by the transmission 21 when it is working, and dissipate heat through the integrated heat sink 1 when it flows through the first heat dissipation cavity 111, so as to achieve cooling of the transmission 21.

[0080] At least one drive motor 31 is provided on the motor circuit 3. The motor circuit 3 is connected to the second heat dissipation cavity 121. The motor cooling medium in the motor circuit 3 can flow through the drive motor 31 and the second heat dissipation cavity 121. The motor cooling medium can carry away the heat generated by the drive motor 31 when it is working, and dissipate heat through the integrated heat sink 1 when it flows through the second heat dissipation cavity 121, so as to achieve cooling of the drive motor 31.

[0081] It should be noted that the drive motor 31 on the motor circuit 3 can be at least one of P1 motor 31a and P3 motor 31b. P1 motor 31a can be connected to the crankshaft drive of engine 611. P1 motor 31a can be used to start engine 611, generate electricity and provide auxiliary drive. P3 motor 31b can be connected in parallel with the output terminal of transmission 21. P3 motor 31b can directly drive the wheels or drive the wheels together with transmission 21. In addition, the motor circuit 3 can also be provided with components for power distribution and control of drive motor 31, such as CDU (distribution box) 32 and MCU (control unit) 33, so as to cool and regulate the temperature of CDU 32 and MCU 33 through the motor cooling medium in the motor circuit 3.

[0082] It is understandable that the transmission 21 and the drive motor 31 are close together in the vehicle. The integrated radiator 1 can be connected to the transmission 21 and the drive motor 31 through short connecting pipes to form a transmission circuit 2 and a motor circuit 3 with a shorter flow path. The thermal management system 10 has a compact structure and occupies little space.

[0083] In the above embodiments, the integrated heat sink 1 has a first heat dissipation cavity 111 and a second heat dissipation cavity 121. The transmission circuit 2 is connected to the first heat dissipation cavity 111, and the motor circuit 3 is connected to the second heat dissipation cavity 121. The transmission circuit 2 and the motor circuit 3 can share the same integrated heat sink 1 for heat dissipation, so as to reduce the space occupied by the thermal management system 10 and improve the integration of the thermal management system 10.

[0084] In some embodiments of this utility model, the integrated radiator 1 can be installed in the front engine compartment of the vehicle, and the first heat dissipation core 11 and the second heat dissipation core 12 of the integrated radiator 1 can utilize the air flowing into the front engine compartment when the vehicle is in motion for heat dissipation.

[0085] In some embodiments of this utility model, the integrated heat sink 1 further includes a first cooling fan 13, which can blow air onto the first heat sink 11 and the second heat sink 12 for heat dissipation.

[0086] In some embodiments of this utility model, reference is made to Figure 4 As shown, the thermal management system 10 also includes an integrated kettle 4, which includes a kettle body 41, a first medium pump 42, and a second medium pump 43. The kettle body 41 has a first medium cavity 411 and a second medium cavity 412. The motor circuit 3 is connected to the first medium cavity 411, and the battery circuit 5 is connected to the second medium cavity 412. The first medium pump 42 is installed on the kettle body 41 and connected to the first medium cavity 411, and the second medium pump 43 is installed on the kettle body 41 and connected to the second medium cavity 412.

[0087] The integrated kettle 4 may have a partition inside the kettle body 41, which divides the space inside the kettle body 41 into a first medium cavity 411 and a second medium cavity 412. The first medium cavity 411 and the second medium cavity 412 are independent chambers. The first medium cavity 411 can be used to store the motor cooling medium for regulating the temperature of the motor, and the second medium cavity 412 can be used to store the battery cooling medium for regulating the temperature of the battery pack 51.

[0088] The motor circuit 3 is connected to the first medium chamber 411. The first medium pump 42 of the integrated pot 4 is installed on the pot body 41 and connected to the first medium chamber 411. The first medium pump 42 can pump the motor cooling medium in the first medium chamber 411 to the motor circuit 3 to control the speed of the motor cooling medium circulating between the motor circuit 3 and the first medium chamber 411, thereby adjusting the temperature of the drive motor 31. The bubbles generated in the motor circuit 3 can be discharged at the first medium chamber 411. At the same time, the first medium chamber 411 can replenish the motor cooling medium in the motor circuit 3.

[0089] The battery circuit 5 is equipped with a battery pack 51, which is a power battery that supplies power to the drive motor 31. The battery circuit 5 is connected to the second medium cavity 412. The second medium pump 43 of the integrated pot 4 is installed on the pot body 41 and is connected to the second medium cavity 412. The second medium pump 43 can pump the battery cooling medium in the second medium cavity 412 to the battery circuit 5 to control the speed of the battery cooling medium circulating between the battery circuit 5 and the second medium cavity 412, thereby regulating the temperature of the battery pack 51. The air bubbles generated in the battery circuit 5 can be discharged at the second medium cavity 412. At the same time, the second medium cavity 412 can replenish the battery cooling medium in the battery circuit 5.

[0090] In the above embodiments, the battery circuit 5 and the motor circuit 3 can share the same integrated tank 4 to improve the integration of the thermal management system 10. At the same time, the first medium pump 42 and the second medium pump 43 are both installed in the tank body 41, which eliminates the need for brackets to fix the first medium pump 42 and the second medium pump 43 in the vehicle, thereby further improving the integration of the thermal management system 10 and reducing the space occupied by the thermal management system 10 and the manufacturing and assembly costs.

[0091] In some embodiments of this utility model, reference is made to Figures 2-5 As shown, the thermal management system also includes multiple temperature sensors 73, with at least one temperature sensor 73 installed on each of the transmission circuit 2, motor circuit 3, battery circuit 5, and heater circuit 6.

[0092] Specifically, the temperature sensor 73 can be used to detect the temperature of the cooling medium or refrigerant in its circuit. For example, the battery circuit 5 is equipped with a temperature sensor 73. The optimal operating temperature of the battery pack 51 is 25℃-35℃. The temperature sensor 73 can detect whether the temperature of the cooling medium in the battery circuit 5 is at the optimal operating temperature. If the temperature of the cooling medium in the battery circuit 5 is lower than 25℃, the first heating air branch 62 is connected to the main heating air branch 613, and the second heat exchanger 621 heats the battery cooling medium in the first heat exchanger 52, thereby heating the battery pack 51 through the battery cooling medium. If the temperature of the cooling medium in the battery circuit 5 is higher than 35℃, the second refrigeration branch 83 is connected to the main refrigeration branch 81, and the second evaporator 831 absorbs the heat from the cooling medium of the battery pack 51 in the fourth heat exchanger 53, thereby cooling the battery pack 51 through the battery cooling medium.

[0093] A temperature sensor 73 may be installed on the main heating circuit 613. The temperature sensor 73 can detect the temperature of the engine cooling medium on the main heating circuit 613. If the temperature of the engine cooling medium is low, the engine cooling medium in the main heating circuit 613 can be heated by the electric heater 6131 to bring the engine cooling medium to a certain temperature so as to heat the passenger compartment and the battery pack 51.

[0094] A temperature sensor 73 may be provided on the radiator branch 63 to adjust the speed of the second cooling fan 6312 of the engine radiator 631 according to the temperature of the engine cooling medium in the radiator branch 63, so that the engine water pump 633 can adjust the flow rate of the engine cooling medium flowing through the radiator branch 63.

[0095] In some embodiments of this utility model, a temperature and pressure sensor 74 may be provided on the refrigeration circuit 8. The temperature and pressure sensor 74 can detect the temperature and pressure of the refrigerant in the refrigeration circuit 8, thereby controlling the start and stop of the compressor 812, so as to ensure the efficient and safe circulation operation of each component of the refrigeration circuit 8.

[0096] Reference Figures 1-5 As shown, a vehicle according to another embodiment of the present invention includes the thermal management system 10 of the above embodiment.

[0097] According to the vehicle of this utility model embodiment, an electric heater 6131 is provided on the main heating circuit 613, and a second heat exchanger 621 is provided on the first heating branch circuit 62, which is thermally connected to the first heat exchanger 52 on the battery circuit 5. The first heating branch circuit 62 is selectively connected to the main heating circuit 613 through a control component. The control component connects one of the second heating branch circuit 614 and the engine 611 to the main heating circuit 613, so that the waste heat of the engine 611 can be used to heat the battery pack 51 on the battery circuit 5, thereby reducing the energy consumption of the thermal management system 10. Furthermore, when the engine 611 is cold-started, the electric heater 6131 can be heated together with the engine 611 to quickly increase the temperature of the battery pack 51 and reduce the cold-start time of the engine 611, which is beneficial to improving the vehicle's range and service life.

[0098] In some embodiments of this utility model, the vehicle is a hybrid vehicle. Traditional vehicles have fewer circuits in their thermal management system 10, while the thermal management system 10 of this utility model is applicable to hybrid vehicles. The thermal management system 10 incorporates an integrated radiator 1, a transmission circuit 2, a motor circuit 3, an integrated heater 4, a heater circuit 6, and a cooling circuit 8, thereby increasing the integration of the thermal management system 10 and facilitating its placement within the vehicle. When the engine 611 is operating, the thermal management system 10 can utilize the waste heat from the engine 611 to heat the battery pack 51 and the passenger compartment, improving the energy efficiency of the thermal management system 10. When the vehicle is operating in pure electric mode, and the engine 611 is not operating but the battery pack 51 and passenger compartment require heating, an electric heater (WPTC) 6131 can be used to electrically heat the engine cooling medium, saving fuel in the engine 611.

[0099] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0100] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A thermal management system, characterized in that, include: A battery circuit (5) and a heating circuit (6), wherein the battery circuit (5) is provided with a battery pack (51) and a first heat exchanger (52), and the heating circuit (6) includes: A main heating air circuit (613) is provided, and an electric heater (6131) is provided on the main heating air circuit (613); The first heating air branch (62) is provided with a second heat exchanger (621), and the second heat exchanger (621) is thermally connected to the first heat exchanger (52). The control component allows the first heating air branch (62) to be selectively connected to the main heating air branch (613) via the control component; The second heating air branch (614) and the engine (611) are connected in parallel to both ends of the main heating air branch (613) through the control component, and the control component enables one of the second heating air branch (614) and the engine (611) to be connected to the main heating air branch (613).

2. The thermal management system according to claim 1, characterized in that, The control component includes: The first three-way valve (612) is used to selectively connect the first heating air branch (62) to the heating air main line (613). The second three-way valve (6151) is connected to the three valve ports of the second three-way valve (6151) at one end of the engine (611), one end of the second heating branch (614) and one end of the heating main line (613). The third three-way valve (6152) is connected to the three valve ports of the engine (611), the second heating branch (614) and the main heating branch (613) respectively.

3. The thermal management system according to claim 1, characterized in that, The thermal management system further includes: a crew cabin air duct, and a third heat exchanger (6133) is provided on the main heating air duct (613), the third heat exchanger (6133) being located inside the crew cabin air duct.

4. The thermal management system according to claim 3, characterized in that, The thermal management system further includes a refrigeration circuit (8), on which a first evaporator (821) is provided, and the first evaporator (821) is located in the crew cabin air duct.

5. The thermal management system according to claim 4, characterized in that, The refrigeration circuit (8) includes: A refrigeration main circuit (81) is provided, on which a condenser (811) and a compressor (812) are provided; The first refrigeration branch (82) and the second refrigeration branch (83) are connected in parallel at both ends of the main refrigeration line (81). The first refrigeration branch (82) is provided with the first evaporator (821), and the second refrigeration branch (83) is provided with the second evaporator (831). The battery circuit (5) is provided with a fourth heat exchanger (53), which is thermally connected to the second evaporator (831).

6. The thermal management system according to claim 5, characterized in that, The first refrigeration branch (82) is provided with a first control valve (822) upstream of the first evaporator (821), and the first control valve (822) is used to control the refrigerant flow of the first refrigeration branch (82); The second refrigeration branch (83) is provided with a second control valve (832) upstream of the second evaporator (831). The second control valve (832) is used to control the refrigerant flow of the second refrigeration branch (83).

7. The thermal management system according to any one of claims 1-6, characterized in that, The thermal management system also includes: An integrated heat sink (1) has a first heat dissipation cavity (111) and a second heat dissipation cavity (121); A transmission circuit (2) is connected to the first heat dissipation cavity (111), and a transmission (21) is provided on the transmission circuit (2); The motor circuit (3) is connected to the second heat dissipation cavity (121), and at least one drive motor (31) is provided on the motor circuit (3).

8. The thermal management system according to claim 7, characterized in that, The thermal management system further includes: an integrated kettle (4), the integrated kettle (4) comprising: The kettle body (41) has a first medium cavity (411) and a second medium cavity (412), the motor circuit (3) is connected to the first medium cavity (411), and the battery circuit (5) is connected to the second medium cavity (412); A first medium pump (42) is installed in the vessel body (41) and communicates with the first medium chamber (411); The second medium pump (43) is installed in the vessel body (41) and communicates with the second medium chamber (412).

9. The thermal management system according to claim 7, characterized in that, The thermal management system further includes multiple temperature sensors (73), and at least one of the temperature sensors (73) is provided on the transmission circuit (2), the motor circuit (3), the battery circuit (5) and the heater circuit (6).

10. A vehicle, characterized in that, Includes a thermal management system according to any one of claims 1-9.

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