Thermal management system and vehicle

Abstract

This utility model discloses a thermal management system and a vehicle. The thermal management system includes: a condenser on a first flow path, a heat exchanger on a first refrigerant branch, and the first flow path being connected to one of a second flow path, a first refrigerant branch, and a third refrigerant branch; an engine radiator and a heater core on a first circuit, and a heat exchange device on a second circuit; a first heat exchange channel connected in series on the second flow path, and a second heat exchange channel connected in series on the first circuit, with at least one of the first and second heat exchange channels exchanging heat with the engine's exhaust pipe; and a second heat exchange assembly, which includes a third heat exchange channel and a fourth heat exchange channel, the third heat exchange channel being connected in series on the refrigerant circuit, and the fourth heat exchange channel being connected in series on the second circuit. According to this utility model's thermal management system, while meeting the heating needs of the passenger compartment, it can reduce engine warm-up time during cold starts, reduce cold start fuel consumption, effectively save energy and reduce costs, and achieve integrated design.

Description

Technical Field

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

[0002] In some related technologies, when the vehicle is in a low-temperature environment, the coolant temperature is insufficient during engine cold start, the heat exchange efficiency of the heater core in the passenger compartment is low, resulting in low utilization of engine waste heat and poor heating effect in the passenger compartment. The coolant temperature cannot meet the heating needs of the passenger compartment. While solving the above problems by increasing the engine cold start running time and load, reducing engine thermal efficiency by shifting the ignition angle, and adding heaters for auxiliary heating, costs are increased and energy efficiency is reduced.

[0003] In some related technologies, vehicles are equipped with heat pumps to meet the heating needs of the passenger compartment. However, heat pumps cannot absorb heat from air sources below -10°C and require heaters for heating, which increases costs and reduces energy efficiency. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. Therefore, one objective of this invention is to provide a thermal management system that, while meeting the heating needs of the passenger compartment, reduces engine warm-up time during cold starts, lowers cold-start fuel consumption, effectively saves energy and reduces costs, and achieves integrated design.

[0005] Another objective of this invention is to provide a vehicle having the aforementioned thermal management system.

[0006] A thermal management system according to an embodiment of the present invention includes: a refrigerant circuit, the refrigerant circuit including a first flow path, a second flow path, a first refrigerant branch, and a third refrigerant branch, wherein a condenser is provided on the first flow path, a heat exchanger is provided on the first refrigerant branch, and the first flow path is adapted to communicate with one of the second flow path, the first refrigerant branch, and the third refrigerant branch; a coolant circuit, the coolant circuit including a first circuit and a second circuit, wherein an engine radiator and a heater core are provided on the first circuit, and a heat exchanger is provided on the second circuit; a first heat exchange assembly, the first heat exchange assembly including a first heat exchange channel and a second heat exchange channel, the first heat exchange channel being connected in series on the second flow path, the second heat exchange channel being connected in series on the first circuit, and at least one of the first heat exchange channel and the second heat exchange channel exchanging heat with the exhaust pipe of the engine; and a second heat exchange assembly, the second heat exchange assembly including a third heat exchange channel and a fourth heat exchange channel, the third heat exchange channel being connected in series on the refrigerant circuit, and the fourth heat exchange channel being connected in series on the second circuit.

[0007] According to the thermal management system of this utility model embodiment, a condenser is provided in the first flow path of the refrigerant circuit, and a heat exchanger is provided in the first refrigerant branch. The first flow path is adapted to be connected to one of the second flow path, the first refrigerant branch, and the third refrigerant branch. An engine radiator and a heater core are provided in the first circuit of the coolant circuit. A heat exchange device is provided in the first circuit of the coolant circuit. A third heat exchange channel is connected in series in the refrigerant circuit, and a fourth heat exchange channel is connected in series in the second circuit. A first heat exchange channel is connected in series in the second flow path, and a second heat exchange channel is connected in series in the first circuit. The first heat exchange channel and the second heat exchange channel are connected in series. At least one of the heat pumps in the circuit exchanges heat with the engine's exhaust pipe, enabling the use of engine exhaust waste heat to meet the heating needs of the condenser and / or heater core for the passenger compartment. This reduces engine warm-up time during cold starts, lowers fuel consumption during cold starts, effectively improves the comfort of the air conditioning during cold starts, and expands the applicability of the heat pump in environments below -10°C. This effectively achieves energy saving and cost reduction. Furthermore, the circuit structure is simple, avoiding the structural complexity caused by adding separate circuits, which reduces costs. It also enables an integrated design, facilitating flexible adjustment of the connection status between different circuits according to needs, making the control flexible and reliable.

[0008] In addition, the thermal management system according to the above embodiments of the present invention may also have the following additional technical features:

[0009] According to some embodiments of the thermal management system of this utility model, the second heat exchange channel exchanges heat with the exhaust pipe of the engine, and the first heat exchange channel exchanges heat with the second heat exchange channel. This enables heat exchange between the coolant in the second heat exchange channel and the refrigerant in the first heat exchange channel, meaning the refrigerant can absorb exhaust heat and residual heat from the engine, thus meeting the heating needs of the passenger compartment and improving its heating efficiency.

[0010] According to some embodiments of this utility model, a compressor is provided in the first flow path. The compressor has an intake port and an exhaust port. One end of the condenser is connected to the exhaust port, and the other end is connected to the intake port. The first heat exchange channel is located between the condenser and the intake port. The compressor can drive the refrigerant, that is, the compressor drives the refrigerant flowing out of the first heat exchange channel to flow to the condenser, thereby achieving heating of the passenger compartment and meeting the user's needs.

[0011] According to some embodiments of this utility model, one end of the first refrigerant branch is connected between the condenser and the first heat exchange channel, and the other end of the first refrigerant branch is connected between the first heat exchange channel and the air intake. This achieves the heat exchange requirements of the passenger compartment, meets the necessary usage requirements, and the thermal management system has a simple flow path, thus reducing production costs.

[0012] According to some embodiments of this utility model, a first expansion valve is provided between one end of the first refrigerant branch and the first heat exchange channel. By controlling the valve opening of the first expansion valve, the flow rate of the refrigerant flowing through it can be adjusted, and the connection or disconnection of the circuit can be realized to achieve the required control requirements; and / or, a second expansion valve is provided on the first refrigerant branch. The second expansion valve is located between the condenser and the heat exchange element. By controlling the valve opening of the second expansion valve, the flow rate of the refrigerant flowing through it can be adjusted, and the connection or disconnection of the first refrigerant branch can be realized to achieve the required control requirements.

[0013] According to some embodiments of this utility model, a first switching valve is provided between the first heat exchange channel and the air intake. The refrigerant circuit further includes a second refrigerant branch, one end of which is connected between the first switching valve and the air intake, and the other end of which is connected between the first heat exchange channel and the first switching valve. An evaporator is provided on the second refrigerant branch, and the first flow path is adapted to communicate with the first and second refrigerant branches. The evaporator enables heat exchange between the refrigerant and the passenger compartment, and the heat exchange components enable heat exchange between the refrigerant and the external environment, meeting the required refrigerant heat exchange needs. Furthermore, the flow path of the thermal management system is simple, reducing production costs.

[0014] According to some embodiments of this utility model, the second circuit includes a first passage, a second passage, and a third passage. The heat exchange device includes an electric drive assembly and a battery. The electric drive assembly is provided on the first passage, and the battery is provided on the second passage. A portion of the third passage is connected in series with the first circuit. The thermal management system further includes a first control valve, which includes multiple valve ports, at least two of which are interconnected. The two ends of the first passage, the second passage, and the third passage are respectively connected to the multiple valve ports, so that several sub-circuits are formed inside the coolant circuit. The fourth heat exchange channel is connected in series with the third passage. This allows for flexible adjustment of the connection state between different passages in the coolant circuit according to requirements, making control flexible and reliable, facilitating the heat distribution of the coolant, and enabling the fulfillment of various heat exchange needs. Simultaneously, the structure is simple, reducing production costs.

[0015] According to some embodiments of this utility model, the two ends of the third refrigerant branch are connected to the two ends of the condenser, and a second switching valve is provided on the third refrigerant branch. The third heat exchange channel is located between the condenser and the second switching valve. The third refrigerant branch can accommodate different flow paths of the refrigerant, and the second switching valve can control the opening or closing of the third refrigerant branch, thereby controlling the refrigerant flow path and meeting the required control needs.

[0016] According to some embodiments of this utility model, a second control valve is provided on the first circuit. The second control valve includes a first valve port, a second valve port, and a third valve port. The first valve port is connected to one end of the heater core, the second valve port is connected to the third passage, and the third valve port is connected to the first heat exchange passage. The first valve port can be selectively connected to at least one of the second valve port and the third valve port. By controlling the second control valve, different connection requirements within the coolant circuit can be met, allowing the coolant circuit to form several sub-circuits, making the control flexible and reliable. For example, the second control valve is an electronic proportional valve.

[0017] According to some embodiments of this utility model, a first driving member is provided on the first circuit, and the first driving member is located between the heater core and the connection between the third passage and the first circuit. The first driving member facilitates the flow of coolant in the first flow path, meets the required driving requirements, realizes the circulation of coolant in the heater core, and has a simple structure, which can reduce production costs.

[0018] According to some embodiments of the present invention, a second driving member is provided on the first passage, which facilitates the flow of coolant in the first passage to meet the required driving demand and realize the circulation of coolant in the electric drive assembly; and / or, a third driving member is provided on the second passage, which facilitates the flow of coolant in the second passage to meet the required driving demand and realize the circulation of coolant in the battery.

[0019] According to some embodiments of the present invention, the coolant circuit includes: a fourth passage, one end of which is connected to the first passage and the other end of which is connected to the valve port. A motor radiator is provided on the fourth passage, and the coolant in the motor radiator can exchange heat with the external environment. By the coolant flowing through the fourth passage and the first passage, the coolant can exchange heat with the electric drive assembly to meet the required heat exchange needs and ensure the normal operation of the electric drive assembly.

[0020] According to some embodiments of this utility model, a heater is provided on the first circuit. The heater is located between the liquid outlet of the second heat exchange channel and the heating core. The heater can further heat the coolant flowing out of the liquid outlet, ensuring that the heating core reliably heats the passenger compartment. This can avoid problems such as the heating core not working properly due to abnormalities in the first circuit when the ambient temperature is low, and can meet different usage needs.

[0021] According to some embodiments of the present invention, a fourth driving member is provided between the engine radiator and the second heat exchange channel. The fourth driving member facilitates the flow of coolant in the second flow path, meets the required driving requirements, and realizes the circulation of coolant in the engine radiator.

[0022] The vehicle according to an embodiment of the present invention includes a thermal management system according to an embodiment of the present invention.

[0023] According to an embodiment of the present invention, a vehicle has a condenser installed in the first flow path of the refrigerant circuit, and a heat exchanger installed in the first refrigerant branch. The first flow path is adapted to connect with one of the second flow path, the first refrigerant branch, and the third refrigerant branch. An engine radiator and a heater core are installed in the first circuit of the coolant circuit. A heat exchange device is installed in the first circuit of the coolant circuit. A third heat exchange channel is connected in series in the refrigerant circuit, and a fourth heat exchange channel is connected in series in the second circuit. A first heat exchange channel is connected in series in the second flow path, and a second heat exchange channel is connected in series in the first circuit. The first and second heat exchange channels... At least one of them exchanges heat with the engine exhaust pipe, so that the exhaust waste heat of the engine can be used to meet the heating needs of the condenser and / or the heater core to supply heat to the passenger compartment. This can reduce the engine warm-up time during cold starts, reduce cold start fuel consumption, effectively improve the comfort of the air conditioning during cold starts, and expand the applicability of the heat pump in environments below -10°C. This can effectively achieve energy saving and cost reduction. Moreover, the circuit structure is simple, avoiding the structural complexity caused by adding a separate circuit, which can reduce costs. At the same time, it can achieve integrated design, which makes it easy to flexibly adjust the connection status between different channels according to needs, making the control flexible and reliable.

[0024] 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

[0025] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0026] Figure 1 This is a schematic diagram of the structure of the thermal management system according to an embodiment of the present utility model, wherein the thermal management system is in heat pump heating mode, and the refrigerant energy comes from the waste heat of the engine and the waste heat of the exhaust.

[0027] Figure 2 This is a schematic diagram of the structure of the exhaust pipe, the first water jacket, and the second water jacket according to an embodiment of the present utility model;

[0028] Figure 3 This is a schematic diagram of the structure of a thermal management system according to an embodiment of the present utility model, wherein the thermal management system is in engine cooling mode;

[0029] Figure 4 This is a schematic diagram of the structure of the thermal management system according to an embodiment of the present utility model, wherein the thermal management system is in the crew compartment heating mode, and the coolant energy comes from the waste heat of the engine and the waste heat of the exhaust.

[0030] Figure 5 This is a schematic diagram of the structure of a thermal management system according to an embodiment of the present utility model, wherein the thermal management system is in heat pump heating mode and the refrigerant energy comes from the air;

[0031] Figure 6 This is a schematic diagram of the structure of a thermal management system according to an embodiment of the present utility model, wherein the thermal management system is in heat pump cooling mode;

[0032] Figure 7 This is a schematic diagram of the structure of the thermal management system according to an embodiment of the present utility model, wherein the thermal management system is in battery heating mode and the coolant energy comes from the waste heat of the motor;

[0033] Figure 8 This is a schematic diagram of the structure of the thermal management system according to an embodiment of the present utility model, wherein the thermal management system is in battery temperature equalization mode;

[0034] Figure 9 This is a schematic diagram of the structure of a thermal management system according to an embodiment of the present utility model, wherein the thermal management system is in an electric drive cycle mode;

[0035] Figure 10 This is a schematic diagram of the structure of a thermal management system according to an embodiment of the present utility model, wherein the thermal management system is in motor heat pump heating mode;

[0036] Figure 11 This is a schematic diagram of the structure of a thermal management system according to an embodiment of the present utility model, wherein the thermal management system is in battery cooling mode;

[0037] Figure 12 This is a schematic diagram of the structure of the thermal management system according to an embodiment of the present utility model, wherein the thermal management system is in battery heating mode, and the coolant energy comes from the waste heat of the engine and the waste heat of the exhaust.

[0038] Figure 13 This is a schematic diagram of the structure of a thermal management system according to an embodiment of the present utility model, wherein the thermal management system is in battery heating mode and the coolant energy is derived from the heater;

[0039] Figure 14 This is a schematic diagram of the structure of the thermal management system according to an embodiment of the present utility model, wherein the thermal management system is in the crew cabin heating mode, and the coolant energy comes from the heater;

[0040] Figure 15 This is a schematic diagram of the structure of the thermal management system according to an embodiment of the present utility model, wherein the thermal management system is in the electric drive component cooling mode.

[0041] Figure label:

[0042] 100. Thermal management system; 200. Engine; 300. Exhaust pipe;

[0043] 10. Refrigerant circuit; 11. First flow path; 12. First refrigerant branch; 13. Second refrigerant branch; 14. Third refrigerant branch; 15. Second flow path; 111. Condenser; 112. Compressor; 113. First check valve; 114. Second check valve; 121. Heat exchanger; 131. Evaporator;

[0044] 20. Coolant circuit; 21. First circuit; 22. First passage; 23. Second passage; 24. Third passage; 25. Fourth passage; 26. Second circuit; 211. Engine radiator; 212. Heater core; 213. Heater; 214. First drive unit; 215. Fourth drive unit; 221. Electric drive assembly; 222. Second drive unit; 223. First port; 224. Second port; 231. Battery; 232. Third drive unit; 233. Third port; 234. Fourth port; 241. Fifth port; 242. Sixth port; 251. Motor radiator; 252. Seventh port;

[0045] 31. First heat exchange component; 32. Second heat exchange component; 311. First heat exchange channel; 312. Second heat exchange channel; 313. Liquid outlet; 314. Liquid inlet; 315. Outlet; 316. Inlet; 321. Third heat exchange channel; 322. Fourth heat exchange channel;

[0046] 41. Intake port; 42. Exhaust port;

[0047] 51. First expansion valve; 52. Second expansion valve; 53. Third expansion valve; 54. Fourth expansion valve;

[0048] 61. First switching valve; 62. Second switching valve; 63. Third switching valve;

[0049] 71. First control valve; 72. Second control valve; 711. Valve port; 721. First valve port; 722. Second valve port; 723. Third valve port;

[0050] 81. Power supply system; 82. Inverter; 83. Motor; 84. Oil cooler;

[0051] 91. First water jacket; 92. Second water jacket. Detailed Implementation

[0052] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0053] In the description of this utility model, it should be understood that 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", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0054] In the description of this utility model, "first feature" and "second feature" may include one or more of the features, "multiple" means two or more, "first feature above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them, and "first feature above", "above" and "over" the second feature may include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0055] The thermal management system 100 according to an embodiment of the present invention is described below with reference to the accompanying drawings.

[0056] Reference Figures 1-15 As shown, the thermal management system 100 according to an embodiment of the present invention may include: a coolant circuit 20 and a refrigerant circuit 10.

[0057] Specifically, the refrigerant circuit 10 includes a first flow path 11 and a second flow path 15. A condenser 111 is provided on the first flow path 11. The first flow path 11 can be connected to the second flow path 15. By the refrigerant flowing through the first flow path 11 and the second flow path 15, the condenser 111 can exchange heat with the passenger compartment, such as heating the passenger compartment, which is beneficial to improving the comfort of the passengers.

[0058] like Figure 5As shown, the refrigerant circuit 10 also includes a first refrigerant branch 12, on which a heat exchanger 121 is provided, and the first flow path 11 can be connected to the first refrigerant branch 12. When the refrigerant flows through the heat exchanger 121, heat exchange can be achieved between the refrigerant and the external environment. The refrigerant energy comes from the external ambient temperature. After heat exchange, the refrigerant can enter the condenser 111 to meet the heat exchange requirements of the passenger compartment, such as heating the passenger compartment, to meet the required usage needs. Moreover, the flow path of the thermal management system 100 is simple, which can reduce production costs.

[0059] The coolant circuit 20 includes a first circuit 21, on which a heater core 212 is provided. Coolant flows through the first circuit 21 and can also flow through the heater core 212. The heater core 212 exchanges heat with the passenger compartment, such as providing heat to the passenger compartment, which can meet the different heat exchange needs of the passenger compartment. When the heater core 212 and the condenser 111 work at the same time, it is beneficial to improve the heat exchange efficiency of the passenger compartment.

[0060] At the same time, such as Figure 1 , Figures 3-15 As shown, the first circuit 21 is also equipped with an engine radiator 211. The coolant flows through the first circuit 21, which enables the engine radiator 211 to cool the engine 200, which helps to improve the service life of the engine 200. After the coolant flows through the engine radiator 211, it flows through the heater core 212, which can utilize the waste heat of the engine 200 to meet the heating needs of the passenger compartment, which helps to save energy costs.

[0061] In some related technologies, when the vehicle is in a low-temperature environment, the coolant temperature is insufficient during engine cold start, the heat exchange efficiency of the heater core in the passenger compartment is low, resulting in low utilization of engine waste heat and poor heating effect in the passenger compartment. The coolant temperature cannot meet the heating needs of the passenger compartment. While solving the above problems by increasing the engine cold start running time and load, reducing engine thermal efficiency by shifting the ignition angle, and adding heaters for auxiliary heating, costs are increased and energy efficiency is reduced.

[0062] In some related technologies, vehicles are equipped with heat pumps to meet the heating needs of the passenger compartment. However, heat pumps cannot absorb heat from air sources below -10°C and require heaters for heating, which increases costs and reduces energy efficiency.

[0063] Therefore, in this utility model, as Figures 1-15As shown, the thermal management system 100 also includes a first heat exchange component 31, which includes a first heat exchange channel 311 and a second heat exchange channel 312. The first heat exchange channel 311 is connected in series with the second flow path 15, and the second heat exchange channel 312 is connected in series with the first loop 21. At least one of the first heat exchange channel 311 and the second heat exchange channel 312 exchanges heat with the exhaust pipe 300 of the engine 200. That is, the first heat exchange channel 311 can exchange heat with the exhaust pipe 300 of the engine 200, or the second heat exchange channel 312 can exchange heat with the exhaust pipe 300 of the engine 200, or both the first heat exchange channel 311 and the second heat exchange channel 312 exchange heat with the exhaust pipe 300 of the engine 200.

[0064] Therefore, when the first heat exchange channel 311 exchanges heat with the exhaust pipe 300 of the engine 200, the refrigerant in the first heat exchange channel 311 and the medium in the exhaust pipe 300 can exchange heat. The refrigerant can cool the exhaust pipe 300, which helps to improve the service life of the exhaust pipe 300. Furthermore, the refrigerant after heat exchange can enter the condenser 111. When the coolant temperature is insufficient, the refrigerant can absorb heat from the exhaust pipe 300, allowing the condenser 111 to reach the required temperature. This effectively improves the heat exchange efficiency of the passenger compartment and the utilization rate of exhaust waste heat, while also utilizing the exhaust waste heat of the engine 200, effectively achieving energy saving and cost reduction. For example, the refrigerant can be R134a refrigerant.

[0065] When the second heat exchange channel 312 exchanges heat with the exhaust pipe 300 of the engine 200, the coolant in the second heat exchange channel 312 can exchange heat with the medium in the exhaust pipe 300. The coolant can cool the exhaust pipe 300, which is beneficial to improving the service life of the exhaust pipe 300. It also allows the coolant after heat exchange to enter the heater core 212, which can improve the heat exchange efficiency of the heater core 212, improve the heat exchange efficiency of the passenger compartment and the utilization rate of exhaust waste heat, and realize the utilization of exhaust waste heat of the engine 200, effectively achieving energy saving and cost reduction.

[0066] Therefore, by utilizing the exhaust waste heat of engine 200, the condenser 111 and / or the heater core 212 can meet the heating needs of the passenger compartment, thereby reducing the warm-up time of engine 200 during cold starts, lowering cold start fuel consumption, effectively improving the comfort of air conditioning during cold starts, and expanding the applicability of heat pumps in environments below -10℃. This solves the problems of long temperature rise time and high energy consumption in the passenger compartment during engine 200 cold starts, avoids the need to add heaters to achieve heating in related technologies, and effectively reduces costs.

[0067] Meanwhile, by connecting the second heat exchange channel 312 in series with the first circuit 21, that is, the second heat exchange channel 312 and the engine radiator 211 are located in the same circuit, it is possible to avoid adding a separate circuit and causing structural complexity, thereby saving the hardware such as water pumps, heat exchangers, and controllers required to add circuits, and reducing costs.

[0068] In addition, such as Figure 1 , Figures 2-15 As shown, the thermal management system 100 includes a second heat exchange component 32, which includes a third heat exchange channel 321 and a fourth heat exchange channel 322. The refrigerant circuit 10 includes a third refrigerant branch 14, and the coolant circuit 20 includes a second circuit 26. A heat exchange device is provided on the second circuit 26. The third heat exchange channel 321 is connected in series with the refrigerant circuit 10, and the fourth heat exchange channel 322 is connected in series with the second circuit 26. The first flow path 11 can be connected to the third refrigerant branch 14. Thus, when the coolant flows through the heat exchange device, it can carry away the heat generated by the heat exchange device, thereby cooling the heat exchange device. Furthermore, through the heat exchange via the third heat exchange channel 321 and the fourth heat exchange channel 322, when the refrigerant flows through the first flow path 11 and the third refrigerant branch 14, the refrigerant can absorb the heat from the fourth heat exchange channel 322 within the third heat exchange channel 321, enabling the condenser 111 to exchange heat with the passenger compartment.

[0069] Therefore, by connecting the first flow path 11 to one of the second flow path 15, the first refrigerant branch 12, and the third refrigerant branch 14, the integrated design of the thermal management system 100 can be realized, which makes it easy to flexibly adjust the connection status between different paths inside the thermal management system 100 according to the needs, so as to make the control flexible and reliable.

[0070] In some embodiments, such as Figure 1 , Figures 3-15 As shown, a fourth driving component 215 is provided between the engine radiator 211 and the second heat exchange channel 312. The fourth driving component 215 facilitates the flow of coolant in the second flow path 15, meets the required driving demand, and realizes the circulation of coolant in the engine radiator 211. It also has a simple structure, which can reduce production costs. For example, the fourth driving component 215 can be a water pump.

[0071] For example, in some embodiments, such as Figure 3 As shown, when the thermal management system 100 is in the engine 200 cooling mode, the fourth drive component 215 works, and the fourth drive component 215 drives the coolant to flow to the engine radiator 211. The engine radiator 211 can exchange heat with the engine 200. The coolant after heat exchange in the engine radiator 211 then flows to the fourth drive component 215, thus completing the cycle.

[0072] The specific modes of the thermal management system 100 are shown in Tables 1 and 2 below.

[0073] Table 1

[0074]

[0075]

[0076] Table 2

[0077]

[0078] In some embodiments, such as Figure 1 , Figures 3-15 As shown, a third switching valve 63 is provided between the engine radiator 211 and the fourth drive component 215. The passage between the water pump and the engine radiator 211 can be disconnected or connected through the third switching valve 63, thereby realizing the control of the coolant flow path and meeting the required control requirements.

[0079] According to the thermal management system 100 of this utility model embodiment, a condenser 111 is provided on the first flow path 11 of the refrigerant circuit 10, and a heat exchanger 121 is provided on the first refrigerant branch 12. The first flow path 11 is adapted to be connected to one of the second flow path 15, the first refrigerant branch 12, and the third refrigerant branch 14. An engine radiator 211 and a heater core 212 are provided on the first circuit 21 of the coolant circuit 20. A heat exchange device is provided on the first circuit 21 of the coolant circuit 20. A third heat exchange channel 321 is connected in series in the refrigerant circuit 10, a fourth heat exchange channel 322 is connected in series in the second circuit 26, and a first heat exchange channel 311 is connected in series in the second flow path 15, and a second heat exchange channel 312 is connected in series in the first circuit 26. At least one of the first heat exchange channel 311 and the second heat exchange channel 312 exchanges heat with the exhaust pipe 300 of the engine 200, so that the exhaust waste heat of the engine 200 can be used to meet the heating needs of the condenser 111 and / or the heater core 212 for the passenger compartment. This can reduce the warm-up time of the engine 200 during cold starts, reduce cold start fuel consumption, effectively improve the comfort of the air conditioning during cold starts, and expand the applicability of the heat pump in environments below -10℃. This can effectively achieve energy saving and cost reduction. The circuit structure is simple, avoiding the structural complexity caused by adding a separate circuit, which can reduce costs. At the same time, it can realize an integrated design, which makes it easy to flexibly adjust the connection status between different channels according to needs, making the control flexible and reliable.

[0080] In some embodiments of this utility model, such as Figure 2As shown, the second heat exchange channel 312 exchanges heat with the exhaust pipe 300 of the engine 200, enabling the coolant in the second heat exchange channel 312 to exchange heat with the medium in the exhaust pipe 300. The first heat exchange channel 311 exchanges heat with the second heat exchange channel 312, enabling the coolant in the second heat exchange channel 312 to exchange heat with the refrigerant in the first heat exchange channel 311. That is, the refrigerant can absorb the exhaust heat and residual heat of the engine 200, meeting the heating needs of the passenger compartment and improving the heating efficiency of the passenger compartment.

[0081] In some embodiments, such as Figure 2 As shown, a first water jacket 91 is fitted on the outer peripheral wall of the exhaust pipe 300, and a second water jacket 92 is fitted on the outer peripheral wall of the first water jacket 91. A second heat exchange channel 312 is located inside the first water jacket 91. The first water jacket 91 is provided with an inlet 314 and an outlet 313. Coolant enters the first water jacket 91 through the inlet 314 and flows out from the outlet 313. The first heat exchange channel 311 is located inside the second water jacket 92. The second water jacket 92 is provided with an inlet 316 and an outlet 315. Refrigerant enters the second water jacket 92 through the inlet 316 and flows out from the outlet 315. This design can meet the heat exchange requirements of coolant and refrigerant, and has a simple structure, which can reduce production costs.

[0082] According to some embodiments of this utility model, such as Figure 1 , Figures 3-15 As shown, a heater 213 is provided on the first circuit 21. The heater 213 is located between the liquid outlet 313 of the second heat exchange channel 312 and the heater core 212. The heater 213 can further heat the coolant flowing out of the liquid outlet 313, ensuring that the heater core 212 reliably heats the passenger compartment. This can avoid problems such as the heater core 212 failing to work properly due to abnormality of the first circuit 21 when the ambient temperature is low, and can meet different usage needs.

[0083] In some embodiments of this utility model, such as Figure 1 , Figures 3-15 As shown, a compressor 112 is provided on the first flow path 11. The compressor 112 has an air intake 41 and an air exhaust 42. One end of the condenser 111 is connected to the air exhaust 42, and the other end of the condenser 111 is connected to the air intake 41. The first heat exchange channel 311 is located between the condenser 111 and the air intake 41, which can meet the required communication requirements. The compressor 112 can drive the refrigerant, that is, the compressor 112 drives the refrigerant flowing out of the first heat exchange channel 311 to flow to the condenser 111 to achieve heating of the passenger compartment and meet the user's usage needs.

[0084] For example, in some embodiments, such as Figure 1As shown, when the thermal management system 100 is in heat pump heating mode, the compressor 112 operates. The compressor 112 drives the refrigerant flowing from the first heat exchange channel 311 to the condenser 111. The condenser 111 heats the passenger compartment. After heat exchange in the condenser 111, the refrigerant flows back to the first heat exchange channel 311, thus completing the cycle. The passenger compartment heating function is achieved through a heat pump, and the refrigerant energy comes from the waste heat of the engine 200 and / or exhaust waste heat.

[0085] In some embodiments, such as Figure 1 , Figures 3-15 As shown, a first one-way valve 113 is also provided on the first flow path 11. The first one-way valve 113 is located between the first heat exchange channel 311 and the suction port 41. The first one-way valve 113 is used to control the refrigerant to flow only from the first heat exchange channel 311 to the compressor 112, which can prevent the refrigerant from flowing in reverse and affecting the normal operation of the thermal management system 100.

[0086] According to some embodiments of this utility model, such as Figure 5 As shown, one end of the first refrigerant branch 12 is connected between the condenser 111 and the first heat exchange channel 311, and the other end of the first refrigerant branch 12 is connected between the first heat exchange channel 311 and the suction port 41. Thus, when the refrigerant flows through the heat exchanger 121, heat exchange occurs between the refrigerant and the external environment. The refrigerant's energy comes from the external ambient temperature. After heat exchange, the refrigerant can enter the condenser 111 to meet the heat exchange requirements of the passenger compartment, such as providing heating for the passenger compartment and satisfying the required usage needs. Furthermore, the flow path of the thermal management system 100 is simple, which can reduce production costs.

[0087] For example, in some embodiments, such as Figure 5 As shown, when the thermal management system 100 is in heat pump heating mode, the compressor 112 operates, driving the refrigerant to flow to the condenser 111. The condenser 111 heats the passenger compartment. After heat exchange in the condenser 111, the refrigerant flows to the first refrigerant branch 12, where it exchanges heat with the external environment through the heat exchanger 121. After heat exchange in the heat exchanger 121, the refrigerant flows back to the compressor 112, thus completing the cycle. The passenger compartment heating function is achieved through a heat pump, and the refrigerant energy is derived from the external environment.

[0088] In some embodiments, such as Figure 1 , Figures 2-15 As shown, a first expansion valve 51 is provided between one end of the first refrigerant branch 12 and the first heat exchange channel 311. By controlling the valve opening of the first expansion valve 51, the flow rate of the refrigerant can be adjusted, so that the refrigerant undergoes a phase change and the temperature decreases to meet the required requirements. It can also realize the connection or disconnection of the circuit to achieve the required control requirements.

[0089] In some embodiments, such as Figure 1 , Figures 2-15 As shown, a second expansion valve 52 is provided on the first refrigerant branch 12. The second expansion valve 52 is located between the condenser 111 and the heat exchanger 121. By controlling the valve opening of the second expansion valve 52, the flow rate of the refrigerant can be adjusted, so that the refrigerant undergoes a phase change and the temperature decreases to meet the requirements. It can also connect or disconnect the first refrigerant branch 12 to achieve the required control.

[0090] In some embodiments of this utility model, such as Figure 1 , Figures 2-15 As shown, a first switching valve 61 is provided between the first heat exchange channel 311 and the suction port 41. The first switching valve 61 can control the disconnection or connection between the first heat exchange channel 311 and the compressor 112, thereby realizing the control of the refrigerant flow path and meeting the required control requirements.

[0091] In addition, such as Figure 1 , Figures 2-15 As shown, the refrigerant circuit 10 also includes a second refrigerant branch 13. One end of the second refrigerant branch 13 is connected between the first switching valve 61 and the suction port 41, and the other end is connected between the first heat exchange channel 311 and the first switching valve 61. An evaporator 131 is provided on the second refrigerant branch 13. Thus, when the refrigerant flows through the evaporator 131, the first flow path 11 can communicate with the first refrigerant branch 12 and the second refrigerant branch 13. Therefore, the refrigerant can flow through the first flow path 11, the first refrigerant branch 12, and the second refrigerant branch 13. Through the evaporator 131, heat exchange between the refrigerant and the passenger compartment can be achieved, for example, to cool the passenger compartment. After heat exchange, the refrigerant can enter the heat exchange element 121, where heat exchange between the refrigerant and the external environment can be achieved, meeting the required refrigerant heat exchange needs. Furthermore, the flow path of the thermal management system 100 is simple, which can reduce production costs.

[0092] For example, in some embodiments, such as Figure 6 As shown, when the thermal management system 100 is in heat pump cooling mode, the condenser 111 is physically sealed, preventing heat exchange between the condenser 111 and the passenger compartment. The compressor 112 operates, driving refrigerant to flow between the condenser 111 and the heat exchanger 121. Heat exchange occurs between the refrigerant and the external environment through the heat exchanger 121. The refrigerant, after heat exchange in the heat exchanger 121, flows to the evaporator 131, which cools the passenger compartment. The refrigerant, after heat exchange in the evaporator 131, flows back to the compressor 112, thus completing the cycle. The passenger compartment cooling function is achieved through a heat pump.

[0093] In some embodiments, such as Figure 1 , Figures 2-15As shown, a fourth expansion valve 54 is provided on the second refrigerant branch 13. The fourth expansion valve 54 is located between the evaporator 131 and the first heat exchange channel 311. By controlling the valve opening of the fourth expansion valve 54, the flow rate of the refrigerant can be adjusted, so that the refrigerant undergoes a phase change and the temperature decreases to meet the requirements. It can also realize the connection or disconnection between the evaporator 131 and the first heat exchange channel 311 to achieve the required control requirements.

[0094] In some embodiments, such as Figure 1 , Figures 3-15 As shown, a second one-way valve 114 is also provided on the refrigerant circuit 10. The second one-way valve 114 is located between the evaporator 131 and the suction port 41. The second one-way valve 114 is used to control the refrigerant to flow only from the evaporator 131 to the compressor 112, which can prevent the refrigerant from flowing in reverse and affecting the normal operation of the thermal management system 100.

[0095] According to some embodiments of this utility model, such as Figure 1 , Figures 2-15 As shown, the second circuit 26 includes a first passage 22, a second passage 23, and a third passage 24. The heat exchange equipment includes an electric drive assembly 221 and a battery 231. The electric drive assembly 221 is installed on the first passage 22. The coolant flowing through the first passage 22 can cool the electric drive assembly 221 and ensure its normal operation. The battery 231 is installed on the second passage 23. The coolant flowing through the second passage 23 can enable the battery 231 to exchange heat with the battery, such as heating or cooling the battery 231, which is beneficial to improving the battery's service life. Part of the third passage 24 is connected in series with the first circuit 21, which can realize different circuit connection requirements.

[0096] In addition, such as Figure 1 , Figures 2-15 As shown, the thermal management system 100 also includes a first control valve 71, which includes multiple (at least two) valve ports 711, with at least two valve ports 711 interconnected. The two ends of the first passage 22, the second passage 23, and the third passage 24 are respectively connected to the multiple valve ports 711, forming several sub-circuits within the coolant circuit 20. The fourth heat exchange channel 322 is connected in series with the third passage 24, facilitating flexible adjustment of the connection status between different passages in the coolant circuit 20 according to requirements. This makes control flexible and reliable, and facilitates the distribution of heat in the coolant, enabling the fulfillment of various heat exchange needs. Furthermore, the structure is simple, reducing production costs. For example, the first control valve 71 can be a multi-way valve.

[0097] For example, in some embodiments, such as Figure 7As shown, when the thermal management system 100 is in battery heating mode, the first control valve 71 controls the first passage 22, the second passage 23, and the third passage 24 to connect with each other, allowing coolant to flow between the electric drive assembly 221 and the battery 231. The coolant can exchange heat with the electric drive assembly 221, achieving heat dissipation for the electric drive assembly 221. After exchanging heat with the electric drive assembly 221, the coolant flows to the battery 231, allowing for heat exchange between the coolant and the battery 231, thus achieving the heating function of the battery 231. The heating function of the battery 231 is achieved through the coolant, whose energy comes from the waste heat of the electric drive assembly 221.

[0098] For example, in some embodiments, such as Figure 11 As shown, a heat exchanger 121 is provided on the first refrigerant branch 12. When the thermal management system 100 is in battery cooling mode, the first control valve 71 controls the connection between the second passage 23 and the third passage 24, allowing the coolant to flow between the second heat exchange channel 312 and the battery 231. The compressor 112 operates, driving the refrigerant to flow to the condenser 111. The condenser 111 can be physically closed or opened as needed. When the condenser 111 is physically closed, the heat emitted by the condenser 111 does not exchange heat with the passenger compartment. The refrigerant after flowing through the condenser 111 flows to the first refrigerant branch 12, where it exchanges heat with the external environment through the heat exchanger 121. After heat exchange in the heat exchanger 121, the refrigerant flows to the third heat exchange channel 321, where it exchanges heat with the coolant in the fourth heat exchange channel 322. The refrigerant after heat exchange then flows back to the compressor 112, thus completing the cycle. Meanwhile, the coolant that has exchanged heat with the refrigerant in the third heat exchange channel 321 can flow to the battery 231, so that the coolant and the battery 231 can exchange heat and realize the cooling function of the battery 231.

[0099] According to some embodiments of this utility model, such as Figure 1 , Figures 2-15 As shown, the two ends of the third refrigerant branch 14 are connected to the two ends of the condenser 111. The third refrigerant branch 14 is equipped with a second switching valve 62. The third heat exchange channel 321 is located between the condenser 111 and the second switching valve 62. The third refrigerant branch 14 can meet the requirements of different flow paths of the refrigerant. The second switching valve 62 can control the disconnection or connection of the third refrigerant branch 14, thereby realizing the control of the refrigerant flow path and meeting the required control requirements.

[0100] For example, in some embodiments, such as Figure 10As shown, when the thermal management system 100 is in heat pump heating mode, the first control valve 71 controls the interconnection of the first passage 22, the second passage 23, and the third passage 24, allowing coolant to flow between the electric drive assembly 221 and the battery 231. The compressor 112 operates, driving refrigerant to flow to the condenser 111. Heat exchange occurs between the refrigerant and the passenger compartment through the condenser 111, providing heating for the passenger compartment. The refrigerant, after heat exchange in the condenser 111, enters the third heat exchange channel 321 through the third refrigerant branch 14. The refrigerant in the third heat exchange channel 321 exchanges heat with the coolant in the fourth heat exchange channel 322. The refrigerant, after heat exchange, flows back to the compressor 112, thus completing the cycle. The passenger compartment heating function is achieved through a heat pump, with the refrigerant energy derived from the electric drive assembly 221 and the battery 231.

[0101] In some embodiments, such as Figure 1 , Figures 2-15 As shown, a third expansion valve 53 is provided between the third refrigerant branch 14 and the third heat exchange channel 321. The third expansion valve 53 is located between the condenser 111 and the heat exchanger 121. By controlling the valve opening of the third expansion valve 53, the flow rate of the refrigerant can be adjusted, so that the refrigerant undergoes a phase change and the temperature decreases to meet the required requirements. It can also realize the connection or disconnection between the third refrigerant branch 14 and the third heat exchange channel 321 to achieve the required control requirements.

[0102] In some embodiments of this utility model, such as Figure 1 , Figures 2-15 As shown, a second control valve 72 is provided on the first circuit 21. The second control valve 72 includes a first valve port 721, a second valve port 722, and a third valve port 723. The first valve port 721 is connected to one end of the heater core 212, the second valve port 722 is connected to the third passage 24, and the third valve port 723 is connected to the first heat exchange passage 311. The first valve port 721 can be selectively connected to at least one of the second valve port 722 and the third valve port 723. Therefore, by controlling the second control valve 72, different connection requirements within the coolant circuit 20 can be met, allowing the coolant circuit 20 to form several sub-circuits, making the control flexible and reliable. For example, the second control valve 72 can be an electronic proportional valve.

[0103] In some embodiments, when the first valve port 721 and the second valve port 722 are connected, the flow rate between the first valve port 721 and the second valve port 722 is adjustable, that is, the connection opening between the first valve port 721 and the second valve port 722 can be controlled according to the actual situation.

[0104] In some embodiments, when the first valve port 721 and the third valve port 723 are connected, the flow rate between the first valve port 721 and the third valve port 723 is adjustable, that is, the connection opening between the first valve port 721 and the third valve port 723 can be controlled according to the actual situation.

[0105] In some embodiments, the first valve port 721 is connected to the second valve port 722 and the third valve port 723. The flow rate between the first valve port 721 and the second valve port 722 is adjustable, and the flow rate between the first valve port 721 and the third valve port 723 is also adjustable. That is, the connection opening between the first valve port 721 and the second valve port 722 can be controlled according to actual conditions, and the connection opening between the first valve port 721 and the third valve port 723 can be controlled according to actual conditions.

[0106] In some embodiments, the first valve port 721, the second valve port 722, and the third valve port 723 are all connected, and the flow rate through the first valve port 721, the second valve port 722, and the third valve port 723 is adjustable. That is, the opening degree of the first valve port 721 can be controlled according to the actual situation, the opening degree of the second valve port 722 can be controlled according to the actual situation, and the opening degree of the third valve port 723 can be controlled according to the actual situation, so as to realize different flow requirements.

[0107] According to some embodiments of this utility model, such as Figure 1 , Figures 2-15 As shown, a first driving component 214 is provided on the first circuit 21. The first driving component 214 is located between the heater core 212 and the connection between the third passage 24 and the first circuit 21. The first driving component 214 facilitates the flow of coolant in the first flow path 11, meets the required driving requirements, realizes the circulation of coolant in the heater core 212, and has a simple structure, which can reduce production costs. For example, the first driving component 214 can be a water pump.

[0108] For example, in some embodiments, such as Figure 4 As shown, when the thermal management system 100 is in the passenger compartment heating mode, the first drive unit 214 operates, driving the coolant to flow to the heater core 212. Heating of the passenger compartment is achieved through the heater core 212. After heat exchange in the heater core 212, the coolant flows through the first valve port 721 and the third valve port 723 to the engine radiator 211 and the second heat exchange channel 312. The coolant in the second heat exchange channel 312 can exchange heat with the medium in the exhaust pipe 300, cooling the exhaust pipe 300. The coolant after heat exchange in the second heat exchange channel 312 then flows back to the first drive unit 214, thus completing the cycle. The passenger compartment heating function is achieved through coolant, whose energy comes from the engine 200 and exhaust waste heat.

[0109] For example, in some embodiments, such as Figure 14 As shown, a heater 213 is installed on the first circuit 21. When the thermal management system 100 is in the crew cabin heating mode, the first drive unit 214 operates, driving the coolant to flow to the heater 213. The heater 213 heats the flowing coolant, which then flows to the heater core 212. The heater core 212 heats the crew cabin. After heat exchange in the heater core 212, the coolant flows back to the first drive unit 214 through the first valve port 721 and the second valve port 722, thus completing the cycle. The crew cabin heating function is achieved through the coolant, and the energy of the coolant comes from the heater 213.

[0110] For example, in some embodiments, such as Figure 13 As shown, a heater 213 is provided on the first circuit 21. When the thermal management system 100 is in battery heating mode, the first control valve 71 controls the connection between the second passage 23 and the third passage 24, and the first drive unit 214 operates. The first drive unit 214 drives the coolant to flow to the heater 213, which heats the flowing coolant. The heated coolant then flows to the heater core 212. The heater core 212 can be physically closed or opened as needed. When the heater core 212 is physically closed, the heat emitted by the heater core 212 does not exchange heat with the passenger compartment. The coolant flowing through the heater core 212 flows to the battery 231 through the first valve port 721 and the second valve port 722 via the third passage 24, thus heating the battery. After heat exchange in the battery 231, the coolant re-enters the first drive unit 214, completing the cycle. The battery heating function is achieved through the coolant, and the energy of the coolant comes from the heater 213.

[0111] For example, in some embodiments, such as Figure 12As shown, when the thermal management system 100 is in battery heating mode, the first drive unit 214 operates, driving the coolant to flow to the heater core 212. The heater core 212 can be physically closed or opened according to actual conditions. That is, when the heater core 212 is physically closed, the heat emitted by the heater core 212 does not exchange heat with the passenger compartment. A portion of the coolant flowing through the heater core 212 flows to the engine radiator 211 through the first valve port 721 and the third valve port 723. The coolant in the second heat exchange channel 312 can exchange heat with the medium in the exhaust pipe 300. After heat exchange in the second heat exchange channel 312, the coolant flows to the first drive unit 214. A portion of the coolant flowing through the heater core 212 flows to the battery 231 through the first valve port 721 and the second valve port 722, where it heats the battery. After heat exchange in the battery 231, the coolant re-enters the first drive unit 214, thus completing the cycle. The battery heating function is achieved through the coolant, whose energy comes from the engine 200 and exhaust waste heat.

[0112] In some embodiments, such as Figure 1 , Figures 2-15 As shown, a second driving component 222 is provided on the first passage 22. The second driving component 222 facilitates the flow of coolant in the first passage 22, meets the required driving demand, realizes the circulation of coolant in the electric drive assembly 221, and has a simple structure, which can reduce production costs. For example, the second driving component 222 can be a water pump.

[0113] In some embodiments, such as Figure 1 , Figures 2-15 As shown, a third driving component 232 is provided on the second passage 23. The third driving component 232 facilitates the flow of coolant in the second passage 23, meets the required driving demand, realizes the circulation of coolant in the battery 231, and has a simple structure, which can reduce production costs. For example, the third driving component 232 can be a water pump.

[0114] For example, in some embodiments, such as Figure 8 As shown, when the thermal management system 100 is in battery temperature equalization mode, the first control valve 71 controls the second passage 23 to connect, allowing coolant to flow within the battery 231. The coolant helps to equalize the temperature of multiple battery cells, preventing localized overheating and ensuring normal battery operation. The battery temperature equalization function is achieved through the coolant.

[0115] In some embodiments, such as Figure 1 , Figures 2-15As shown, the electric drive assembly 221 includes a power system 81, an inverter 82, an oil cooler 84, and a motor 83. The power system 81, inverter 82, and oil cooler 84 are all located on the first passage 22. The coolant flows in the second passage 23, which can meet the heat exchange requirements of the power system 81, inverter 82, and oil cooler 84, such as the cooling requirements of the power system 81, inverter 82, and oil cooler 84. The oil cooler 84 exchanges heat with the motor 83, which can meet the heat exchange requirements of the motor 83, ensuring the normal operation of the power system 81, inverter 82, and motor 83.

[0116] For example, in some embodiments, such as Figure 9 As shown, when the thermal management system 100 is in electric drive cycle mode, the first control valve 71 controls the first passage 22 to connect, allowing coolant to flow within the power system 81, inverter 82, and oil cooler 84. The coolant fulfills the heat exchange requirements of the power system 81, inverter 82, and oil cooler 84, ensuring the normal operation of the power system 81, inverter 82, and motor 83. The electric drive cycle function is achieved through the coolant.

[0117] In some embodiments of this utility model, such as Figure 1 , Figures 2-15 As shown, the second circuit 26 also includes a fourth passage 25. One end of the fourth passage 25 is connected to the first passage 22, and the other end of the fourth passage 25 is connected to the valve port 711. A motor radiator 251 is provided on the fourth passage 25. The coolant in the motor radiator 251 can exchange heat with the external environment. By the coolant flowing through the fourth passage 25 and the first passage 22, the coolant can exchange heat with the electric drive assembly 221 to meet the required heat exchange requirements and ensure the normal operation of the electric drive assembly 221.

[0118] For example, in some embodiments, such as Figure 15 As shown, when the thermal management system 100 is in the electric drive component cooling mode, the first control valve 71 controls the connection between the first passage 22 and the fourth passage 25, allowing coolant to flow within the electric drive component 221 and the motor radiator 251. The coolant can exchange heat with the external environment within the motor radiator 251, and the cooled coolant flows through the drive component, cooling it. The cooling function of the electric drive component 221 is achieved through the radiator.

[0119] In some embodiments, such as Figure 1 , Figures 2-15As shown, the two ends of the first passage 22 are formed as a first port 223 and a second port 224, the two ends of the second passage 23 are formed as a third port 233 and a fourth port 234, the two ends of the third passage 24 are formed as a fifth port 241 and a sixth port 242, and the other end of the fourth passage 25 is formed as a seventh port 252. The first control valve 71 includes a fourth valve port 711, a fifth valve port 711, a sixth valve port 711, a seventh valve port 711, an eighth valve port 711, and a ninth valve port 711. The fourth valve port 711 and the fifth valve port 711 are connected, the sixth valve port 711 and the ninth valve port 711 are connected, and the seventh valve port 711 and the eighth valve port 711 are connected. The first valve port 721 to the eighth valve port 711 can be selectively connected to one of the first port 223 to the seventh port 252 to form several sub-circuits inside the coolant circuit 20.

[0120] Therefore, by selectively connecting the first valve port 721 to the eighth valve port 711 with the first port 223 to the seventh port 252, different connections can be achieved between the first passage 22 to the fourth passage 25, thereby meeting different usage requirements of the thermal management system 100, adapting to different working modes, and achieving mode diversification.

[0121] It should be noted that "first valve port 721 to eighth valve port 711" refers to the first valve port 721, the second valve port 722, the third valve port 723, the fourth valve port 711, the fifth valve port 711, the sixth valve port 711, the seventh valve port 711, and the eighth valve port 711. "first port 223 to seventh port 252" refers to the first valve port 721, the second valve port 722, the third valve port 723, the fourth valve port 711, the fifth valve port 711, the sixth valve port 711, and the seventh valve port 711. "first passage 22 to fourth passage 25" refers to the first passage 22, the second passage 23, the third passage 24, and the fourth passage 25.

[0122] The vehicle according to an embodiment of the present invention includes a thermal management system 100 according to an embodiment of the present invention. Since the thermal management system 100 according to an embodiment of the present invention has the aforementioned beneficial technical effects, the vehicle according to an embodiment of the present invention has a condenser 111 provided on a first flow path 11 of the refrigerant circuit 10, a heat exchanger 121 provided on a first refrigerant branch 12, the first flow path 11 being adapted to communicate with one of a second flow path 15, a first refrigerant branch 12, and a third refrigerant branch 14; an engine radiator 211 and a heater core 212 provided on a first circuit 21 of the coolant circuit 20, a heat exchange device provided on the first circuit 21 of the coolant circuit 20, a third heat exchange channel 321 connected in series on the refrigerant circuit 10, a fourth heat exchange channel 322 connected in series on the second circuit 26, and a first heat exchange channel 311 connected in series on the second flow path 15. Two heat exchange channels 312 are connected in series in the first circuit 21. At least one of the first heat exchange channel 311 and the second heat exchange channel 312 exchanges heat with the exhaust pipe 300 of the engine 200, so that the exhaust waste heat of the engine 200 can meet the heating needs of the condenser 111 and / or the heater core 212 for the passenger compartment. This can reduce the warm-up time of the engine 200 during cold starts, reduce cold start fuel consumption, effectively improve the comfort of the air conditioning during cold starts, and expand the applicability of the heat pump in environments below -10℃. This can effectively achieve energy saving and cost reduction. The circuit structure is simple, avoiding the structural complexity caused by adding a separate circuit, which can reduce costs. At the same time, it can realize an integrated design, which makes it easy to flexibly adjust the connection status between different channels according to needs, making the control flexible and reliable.

[0123] In some embodiments, the vehicle can be a hybrid electric vehicle equipped with a high-efficiency dedicated engine 200. Through vehicle control strategies, the engine 200 is kept operating in the high-efficiency range to meet the required operating needs. By utilizing the exhaust waste heat of the engine 200, the condenser 111 and / or the heater core 212 can meet the heating needs of the passenger compartment. This reduces the warm-up time of the engine 200 during cold starts, lowers cold-start fuel consumption, effectively improves the comfort of the air conditioning during cold starts, expands the applicability of the heat pump in environments below -10°C, solves the problems of long temperature rise time and high energy consumption in the passenger compartment during engine 200 cold starts, avoids the need to add heaters to achieve heating in related technologies, and effectively reduces costs.

[0124] The thermal management system 100 and other components and operations of the vehicle according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0125] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0126] In the description of this specification, the references to terms such as "embodiment," "specific embodiment," and "example" 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.

[0127] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized by, include: A refrigerant circuit, comprising a first flow path, a second flow path, a first refrigerant branch, and a third refrigerant branch, wherein a condenser is provided on the first flow path, a heat exchanger is provided on the first refrigerant branch, and the first flow path is adapted to be connected to one of the second flow path, the first refrigerant branch, and the third refrigerant branch; The coolant circuit includes a first circuit and a second circuit. The first circuit is equipped with an engine radiator and a heater core, and the second circuit is equipped with a heat exchange device. The first heat exchange assembly includes a first heat exchange channel and a second heat exchange channel. The first heat exchange channel is connected in series in the second flow path, and the second heat exchange channel is connected in series in the first loop. At least one of the first heat exchange channel and the second heat exchange channel exchanges heat with the exhaust pipe of the engine. The second heat exchange assembly includes a third heat exchange channel and a fourth heat exchange channel. The third heat exchange channel is connected in series in the refrigerant circuit, and the fourth heat exchange channel is connected in series in the second circuit.

2. The thermal management system of claim 1, wherein, The second heat exchange channel exchanges heat with the exhaust pipe of the engine, and the first heat exchange channel exchanges heat with the second heat exchange channel.

3. The thermal management system of claim 1, wherein, A compressor is provided in the first flow path. The compressor has an air intake port and an air exhaust port. One end of the condenser is connected to the air exhaust port and the other end is connected to the air intake port. The first heat exchange channel is located between the condenser and the air intake port.

4. The thermal management system of claim 3, wherein, One end of the first refrigerant branch is connected between the condenser and the first heat exchange channel, and the other end of the first refrigerant branch is connected between the first heat exchange channel and the air intake.

5. The thermal management system of claim 4, wherein, A first expansion valve is provided between one end of the first refrigerant branch and the first heat exchange channel; And / or, a second expansion valve is provided on the first refrigerant branch, the second expansion valve being located between the condenser and the heat exchanger.

6. The thermal management system of claim 4, wherein, A first switching valve is provided between the first heat exchange channel and the air intake, and the refrigerant circuit further includes: The second refrigerant branch has one end connected between the first switching valve and the air intake, and the other end connected between the first heat exchange channel and the first switching valve. An evaporator is provided on the second refrigerant branch, and the first flow path is adapted to communicate with the first refrigerant branch and the second refrigerant branch.

7. The thermal management system of any one of claims 1-6, wherein, The second circuit includes a first path, a second path, and a third path. The heat exchange device includes an electric drive assembly and a battery. The electric drive assembly is installed in the first path, the battery is installed in the second path, and a portion of the third path is connected in series with the first circuit. The thermal management system further includes: The first control valve includes multiple valve ports, at least two of which are interconnected. The two ends of the first passage, the second passage, and the third passage are respectively connected to the multiple valve ports, so that the coolant circuit forms several sub-circuits inside. The fourth heat exchange channel is connected in series on the third passage.

8. The thermal management system according to claim 7, characterized in that, The two ends of the third refrigerant branch are connected to the two ends of the condenser. A second switching valve is provided on the third refrigerant branch. The third heat exchange channel is located between the condenser and the second switching valve.

9. The thermal management system according to claim 7, characterized in that, The first circuit is provided with a second control valve, which includes a first valve port, a second valve port and a third valve port. The first valve port is connected to one end of the heating core, the second valve port is connected to the third passage, and the third valve port is connected to the first heat exchange passage. The first valve port can be selectively connected to at least one of the second valve port and the third valve port.

10. The thermal management system according to claim 9, characterized in that, The first circuit is provided with a first driving component, which is located between the heating core and the connection between the third passage and the first circuit.

11. The thermal management system according to claim 7, characterized in that, A second driving element is provided on the first passage; And / or, a third drive element is provided on the second path.

12. The thermal management system according to claim 7, characterized in that, The coolant circuit includes: A fourth passage, one end of which is connected to the first passage and the other end of which is connected to the valve port, and a motor radiator is provided on the fourth passage.

13. The thermal management system according to claim 1 or 9, characterized in that, A heater is provided on the first circuit, and the heater is located between the liquid outlet of the second heat exchange channel and the warm air core.

14. The thermal management system according to claim 1, characterized in that, A fourth driving element is provided between the engine radiator and the second heat exchange channel.

15. A vehicle, characterized in that, Includes the thermal management system according to any one of claims 1-14.

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