Thermal management system and vehicle having the same

Abstract

The utility model discloses a kind of thermal management system and vehicle with it, thermal management system includes air conditioning subsystem and fluorine pump subsystem, air conditioning subsystem includes compressor and first heat exchanger, compressor has air inlet and exhaust port, first heat exchanger is connected with air inlet and exhaust port, fluorine pump subsystem includes condenser, condenser is connected with air inlet and exhaust port, condenser is suitable for parallel connection with first heat exchanger.The thermal management system of the utility model embodiment, by connecting condenser and first heat exchanger in parallel, when thermal management system faces larger cooling demand, ensure that thermal management system can control and parallel condenser and first heat exchanger cooperate common heat dissipation, so as to improve the refrigeration capacity of thermal management system, guarantee the working performance of thermal management system.

Description

Technical Field

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

[0002] Currently, in order to improve vehicle comfort and safety, a thermal management system is usually installed in the vehicle to heat or cool the passenger compartment and battery.

[0003] However, existing thermal management systems are insufficient in cooling capacity when faced with large cooling demands, which affects the performance of the thermal management system. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a thermal management system that can improve its own cooling capacity, ensure the working performance of the thermal management system, and improve vehicle comfort and safety, thus solving the technical problem of insufficient cooling capacity in existing thermal management systems when facing large cooling demands.

[0005] This invention also aims to provide a vehicle having the aforementioned thermal management system.

[0006] A thermal management system according to an embodiment of the present invention includes: an air conditioning subsystem, the air conditioning subsystem including a compressor and a first heat exchanger, the compressor having an inlet and an outlet, the first heat exchanger being connected to the inlet and the outlet; and a refrigerant pump subsystem, the refrigerant pump subsystem including a condenser, the condenser being connected to the inlet and the outlet, the condenser being adapted to be connected in parallel with the first heat exchanger.

[0007] According to the embodiment of the present invention, the thermal management system connects the condenser and the first heat exchanger in parallel. When the thermal management system faces a large cooling demand, it can ensure that the thermal management system can control the parallel condenser and the first heat exchanger to work together to dissipate heat, thereby improving the cooling capacity of the thermal management system and ensuring its working performance.

[0008] In some embodiments, the thermal management system further includes a control component for controlling at least one of the condenser and the first heat exchanger to communicate with the exhaust port.

[0009] In some embodiments, the control component includes a first control valve and a second control valve. The first control valve is located between the exhaust port and the first heat exchanger to control the connection between the exhaust port and the first heat exchanger. One end of the second control valve is connected to the condenser, and the other end of the second control valve is connected to the exhaust port. The second control valve is used to control the connection between the condenser and the exhaust port.

[0010] In some embodiments, the other end of the second control valve is connected between the first control valve and the first heat exchanger.

[0011] In some embodiments, the air conditioning subsystem further includes a first heat exchange branch for adjusting the temperature of the passenger compartment, a first end of the first heat exchanger being connected to the exhaust port, a second end of the first heat exchanger being connected to the first heat exchange branch, and a first end of the first heat exchange branch being connected to the air inlet; a first end of the condenser being connected to the first end of the first heat exchanger, and a second end of the condenser being connected between the second end of the first heat exchanger and the first heat exchange branch.

[0012] In some embodiments, the fluorine pump subsystem is used to dissipate heat from the electric drive module, battery, or components.

[0013] In some embodiments, the fluorine pump subsystem includes a fluorine pump and a second heat exchange branch, the second heat exchange branch being adapted to exchange heat with the electric drive module, and the fluorine pump, the second heat exchange branch, and the condenser being connected in series.

[0014] In some embodiments, the fluorine pump subsystem further includes a parallel branch, one end of which is connected to the condenser and the other end of which is connected to the second heat exchange branch, and the parallel branch is connected in parallel with the fluorine pump.

[0015] In some embodiments, the thermal management system has a first cooling mode and a second cooling mode. In the first cooling mode, the refrigerant pump is connected to the condenser and the second heat exchange branch. In the second cooling mode, the parallel branch is connected to the condenser and the second heat exchange branch.

[0016] In some embodiments, a storage tank is provided between the condenser and the inlet of the fluorine pump.

[0017] In some embodiments, the thermal management system further includes a third heat exchange branch adapted to exchange heat with the battery, the third heat exchange branch being connected to the air conditioning subsystem and the refrigerant pump subsystem.

[0018] In some embodiments, the refrigerant pump subsystem includes a second heat exchange branch adapted for heat exchange with the electric drive module; the air conditioning subsystem further includes a first heat exchange branch for adjusting the temperature of the passenger compartment, a first end of the first heat exchanger being connected to the exhaust port, and a first end of the first heat exchange branch being connected to the air inlet; the thermal management system further includes a connecting channel, a first end of the connecting channel being connected to a first end of the first heat exchanger, and a second end of the connecting channel being connected to a first end of the first heat exchange branch; the condenser, the second heat exchange branch, and the third heat exchange branch are respectively connected to the connecting channel; the connecting channel is connected in series with a second control valve to a fifth control valve, one end of the second control valve being connected to the condenser, and the other end of the second control valve being connected to a first end of the first heat exchanger, the second control valve being used to control the condenser. The third control valve is connected to the first end of the condenser at one end and to the first end of the second heat exchange branch at the other end. The third control valve is used to control the connection between the first end of the condenser and the first end of the second heat exchange branch. The fourth control valve is connected to the first end of the second heat exchange branch at one end and to the first end of the third heat exchange branch at the other end. The fourth control valve is used to control the connection between the first end of the second heat exchange branch and the first end of the third heat exchange branch. The fifth control valve is connected to the first end of the third heat exchange branch at one end and to the air inlet at the other end. The fifth control valve is used to control the connection between the first end of the third heat exchange branch and the air inlet.

[0019] In some embodiments, the thermal management system has a third cooling mode and a fourth cooling mode, wherein in the third cooling mode, the third heat exchange branch is connected to the refrigerant pump subsystem; and in the fourth cooling mode, the third heat exchange branch is connected to the air conditioning subsystem.

[0020] In some embodiments, the first heat exchange branch is provided with a second heat exchanger and a third heat exchanger connected in series.

[0021] The vehicle according to an embodiment of the present invention includes the aforementioned thermal management system.

[0022] The vehicle according to the present invention, by adopting the aforementioned thermal management system, can ensure vehicle comfort, extend vehicle service life, and improve vehicle safety.

[0023] Additional aspects and advantages of this invention will become apparent from the description which follows, or may be learned by practice of this invention. Attached Figure Description

[0024] 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:

[0025] Figure 1 This is a schematic diagram of a thermal management system according to some embodiments of the present invention.

[0026] Figure 2 This is a schematic diagram illustrating the activation of the passenger compartment cooling mode in the thermal management system of some embodiments of this utility model.

[0027] Figure 3 This is a schematic diagram illustrating the activation of the battery's first cooling mode in the thermal management system of some embodiments of this utility model.

[0028] Figure 4 This is a schematic diagram illustrating the activation of the second cooling mode of the battery in the thermal management system of some embodiments of this utility model.

[0029] Figure 5 This is a schematic diagram illustrating the activation of the electric drive module cooling mode in the thermal management system of some embodiments of the present invention.

[0030] Figure 6 This is a schematic diagram illustrating the activation of the first cooling mode for the battery and crew compartment in the thermal management system of some embodiments of the present invention.

[0031] Figure 7 This is a schematic diagram illustrating the activation of a second cooling mode for the battery and passenger compartment in the thermal management system of some embodiments of the present invention.

[0032] Figure 8 This is a schematic diagram showing the first cooling mode of the battery and electric drive module being activated in the thermal management system of some embodiments of the present invention.

[0033] Figure 9 This is a schematic diagram illustrating the second cooling mode of the battery and electric drive module in the thermal management system of some embodiments of the present invention.

[0034] Figure 10 This is a schematic diagram illustrating the activation of a third cooling mode for the battery and electric drive module in the thermal management system of some embodiments of the present invention.

[0035] Figure 11 This is a schematic diagram illustrating the activation of the first cooling mode of the thermal management system for the battery, crew compartment, and electric drive module in some embodiments of the present invention.

[0036] Figure 12 This is a schematic diagram illustrating the second cooling mode of the thermal management system for some embodiments of the present invention, which activates the battery, crew compartment, and electric drive module.

[0037] Figure 13This is a schematic diagram illustrating the activation of a third cooling mode for the battery, crew compartment, and electric drive module in the thermal management system of some embodiments of the present invention.

[0038] Figure 14 This is a schematic diagram illustrating the activation of the battery heating mode in the thermal management system of some embodiments of the present invention.

[0039] Figure 15 This is a schematic diagram illustrating the first mode of heating and dehumidifying the passenger compartment in the thermal management system of some embodiments of the present invention.

[0040] Figure 16 This is a schematic diagram illustrating the second mode of heating and dehumidifying the passenger compartment in the thermal management system of some embodiments of this utility model.

[0041] Figure 17 This is a schematic diagram illustrating the first mode of heating the battery and passenger compartment in the thermal management system of some embodiments of the present invention.

[0042] Figure 18 This is a schematic diagram illustrating the second mode of heating the battery and passenger compartment for the thermal management system of some embodiments of the present invention.

[0043] Figure 19 This is a schematic diagram illustrating the activation of crew cabin heating and battery cooling modes in the thermal management system of some embodiments of this utility model.

[0044] Figure label:

[0045] 1000. Thermal Management System;

[0046] 200. Heat exchange branch;

[0047] 300. Air conditioning subsystem;

[0048] 312. First heat exchanger;

[0049] 100. Compressor; 110. Exhaust port; 120. Inlet port;

[0050] 230. First heat exchange branch;

[0051] 310. Fluorine pump subsystem;

[0052] 311. Condenser;

[0053] 700, Fluorine Pump;

[0054] 210. Second heat exchange branch;

[0055] 220. Third heat exchange branch;

[0056] 400, Control assembly; 410, First control valve; 420, Second control valve;

[0057] 910. Connecting flow channels;

[0058] 430, Third control valve; 440, Fourth control valve; 470, Fifth control valve; 460, Sixth control valve;

[0059] 450. Seventh control valve; 480. Eighth control valve; 490. Ninth control valve;

[0060] 500. First heat exchanger;

[0061] 600. Parallel branch; 610. Check valve;

[0062] 800. Storage tank;

[0063] 900. Second heat exchanger;

[0064] 920. Second heat exchanger; 930. Third heat exchanger;

[0065] 940. PTC electric heater; 950. Gas-liquid separator;

[0066] 960, First throttle valve; 970, Second throttle valve; 980, Third throttle valve;

[0067] 990. Fourth throttle valve; 991. Fifth throttle valve;

[0068] 130. First flow path; 140. Second flow path. Detailed Implementation

[0069] 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.

[0070] 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.

[0071] The thermal management system 1000 of this utility model is described below with reference to the accompanying drawings.

[0072] like Figure 1 As shown, the thermal management system 1000 according to an embodiment of the present invention includes: an air conditioning subsystem 300 and a refrigerant pump subsystem 310.

[0073] Among them, such as Figure 1 As shown, the air conditioning subsystem 300 includes a compressor 100 and a first heat exchanger 312. The compressor 100 has an inlet 120 and an outlet 110, and the first heat exchanger 312 is connected to the inlet 120 and the outlet 110. This allows the refrigerant in the air conditioning subsystem 300 to circulate between the compressor 100 and the first heat exchanger 312. Simultaneously, the first heat exchanger 312 can exchange heat with the refrigerant flowing through it to ensure the heat exchange performance of the refrigerant.

[0074] like Figure 1 As shown, the refrigerant pump subsystem 310 includes a condenser 311, which is connected to the air inlet 120 and the exhaust port 110. The condenser 311 is adapted to be connected in parallel with the first heat exchanger 312. That is to say, the refrigerant in the air conditioning subsystem 300 can also circulate between the compressor 100 and the condenser 311. Since the condenser 311 is connected in parallel with the first heat exchanger 312, when the air conditioning subsystem 300 faces a large cooling demand, it can ensure that the air conditioning subsystem 300 can control the parallel condenser 311 and the first heat exchanger 312 to work together to dissipate heat, thereby improving the cooling capacity of the air conditioning subsystem 300 and ensuring the working performance of the thermal management system 1000.

[0075] Furthermore, by setting up a condenser 311 and a first heat exchanger 312 in parallel, the condenser 311 and the first heat exchanger 312 can operate separately or together for different cooling needs, which can reduce the energy consumption of the thermal management system 1000 to a certain extent and make the thermal management system 1000 have a strong cooling capacity.

[0076] In some embodiments, the condenser 311 can be understood as a radiator, and the first heat exchanger 312 can be understood as an external condenser. This application replaces the existing structure in which the radiator of the refrigerant pump subsystem 310 and the external condenser of the air conditioning subsystem 300 are in two separate loops by connecting the radiator and the external condenser in parallel. This achieves a "dual condenser" operation mode for the air conditioning subsystem 300. When the air conditioning subsystem 300 faces a large cooling demand, the limited heat dissipation capacity of a single condenser causes the air conditioning subsystem 300 to be unable to meet the cooling demand, thus limiting the cooling capacity of the air conditioning subsystem 300. At this time, the condenser 311 can be used as a second condenser for heat dissipation. The joint operation of the condenser 311 and the first heat exchanger 312 can improve the heat dissipation capacity of the air conditioning subsystem 300, thereby improving the cooling capacity of the air conditioning subsystem 300 and ensuring the working performance of the thermal management system 1000.

[0077] As can be seen from the above structure, the thermal management system 1000 of this utility model connects the condenser 311 of the refrigerant pump subsystem 310 and the first heat exchanger 312 of the air conditioning subsystem 300 in parallel, so that the thermal management system 1000 has a strong cooling capacity when facing a large cooling demand. In other words, it ensures that when the thermal management system 1000 faces a large cooling demand, the air conditioning subsystem 300 can also meet the cooling requirements, thereby improving the working performance of the thermal management system 1000.

[0078] Optionally, the refrigerant may be R134a (1,1,1,2-tetrafluoroethane, a hydrofluorocarbon), R1234yf (2,3,3,3-tetrafluoropropylene, a hydrofluorocarbon), or carbon dioxide, etc.

[0079] Meanwhile, the compressor 100 is configured to have an exhaust port 110 and an intake port 120. The exhaust port 110 is used to discharge the refrigerant inside the compressor 100, while the intake port 120 can introduce the refrigerant into the compressor 100, thereby realizing the circulation of the refrigerant, so as to use the refrigerant to regulate the temperature inside the passenger compartment, thereby improving the comfort of the vehicle.

[0080] It should be noted that the compressor 100 can draw in low-pressure, low-temperature gaseous refrigerant (such as R134a or R1234yf), and convert the low-pressure, low-temperature gaseous refrigerant into high-pressure, high-temperature gaseous refrigerant through mechanical compression (such as piston or scroll compression). It can also drive the refrigerant to circulate within the thermal management system 1000, thereby achieving heat transfer and transmission.

[0081] In some embodiments, such as Figure 1 As shown, the thermal management system 1000 also includes a heat exchange branch 200, which is adapted to exchange heat with at least the passenger compartment. The two ends of the heat exchange branch 200 are connected to an exhaust port 110 and an air inlet 120, respectively, to allow refrigerant to flow. In this way, the refrigerant in the compressor 100 can flow to the heat exchange branch 200 through the exhaust port 110. The heat exchange branch 200 then exchanges heat with the air in the passenger compartment through the refrigerant, achieving the purpose of regulating the temperature inside the passenger compartment using the heat exchange branch 200, thereby ensuring that the temperature inside the passenger compartment can be maintained within a suitable range, thus ensuring vehicle comfort.

[0082] It should be noted that the heat exchange branch 200 is suitable for heat exchange with at least the crew compartment, meaning that the heat exchange branch 200 can regulate the temperature of the crew compartment, and can also regulate the temperature of the crew compartment and other structures (such as batteries or electric drive modules).

[0083] In some embodiments, such as Figure 1As shown, the thermal management system 1000 also includes a control component 400, which controls at least one of the condenser 311 and the first heat exchanger 312 to connect to the exhaust port 110. That is, the thermal management system 1000 can control the condenser 311 to connect to the exhaust port 110 via the control component 400, or the thermal management system 1000 can control the first heat exchanger 312 to connect to the exhaust port 110 via the control component 400, or the thermal management system 1000 can also control both the condenser 311 and the first heat exchanger 312 to simultaneously connect to the exhaust port 110 via the control component 400. When the thermal management system 1000 controls both the condenser 311 and the first heat exchanger 312 to simultaneously connect to the exhaust port 110 via the control component 400, the refrigerant discharged from the compressor 100 can flow to the condenser 311 and the first heat exchanger 312 respectively, so that the condenser 311 and the first heat exchanger 312 can dissipate heat from the refrigerant respectively.

[0084] With the above settings, when the thermal management system 1000 faces a large cooling demand, the control component 400 can control the condenser 311 and the first heat exchanger 312 to connect to the exhaust port 110, so that the refrigerant flowing to the heat exchange branch 200 can be heat exchanged by the condenser 311 and the first heat exchanger 312 respectively, thereby reducing the temperature of the refrigerant, improving the cooling capacity of the thermal management system 1000, and ensuring the working performance of the thermal management system 1000.

[0085] In some embodiments, such as Figure 1 As shown, the control assembly 400 includes a first control valve 410 and a second control valve 420. The first control valve 410 is located between the exhaust port 110 and the first heat exchanger 312 to control the on / off connection between the exhaust port 110 and the first heat exchanger 312. One end of the second control valve 420 is connected to the condenser 311, and the other end is connected to the exhaust port 110. The second control valve 420 is used to control the on / off connection between the condenser 311 and the exhaust port 110. This allows the control assembly 400 to control at least one of the condenser 311 and the first heat exchanger 312 connected to the exhaust port 110, reducing the difficulty of controlling the connection between the condenser 311, the first heat exchanger 312, and the exhaust port 110.

[0086] With the above settings, when the thermal management system 1000 faces a small cooling demand, it can open the first control valve 410 and close the second control valve 420. This allows the first control valve 410 to connect the first heat exchanger 312 to the exhaust port 110 of the compressor 100, while the second control valve 420 disconnects the condenser 311 from the exhaust port 110 of the compressor 100. This achieves the purpose of using the control component 400 to control the connection between the first heat exchanger 312 and the exhaust port 110. At this time, the refrigerant discharged through the exhaust port 110 only flows to the first heat exchanger 312. When the thermal management system 1000 faces a large cooling demand, it can simultaneously open the first control valve 410 and close the second control valve 420. A control valve 410 and a second control valve 420 are used to connect the first heat exchanger 312 to the exhaust port 110 of the compressor 100 using the first control valve 410 and the condenser 311 to the exhaust port 110 of the compressor 100 using the second control valve 420. This achieves the purpose of using the control component 400 to connect both the condenser 311 and the first heat exchanger 312 to the exhaust port 110. At this time, the refrigerant discharged through the exhaust port 110 is diverted to the first heat exchanger 312 and the condenser 311, so that the first heat exchanger 312 and the condenser 311 work together to dissipate heat from the refrigerant, thereby improving the cooling capacity of the thermal management system 1000.

[0087] Optionally, both the first control valve 410 and the second control valve 420 are formed as solenoid valves. By opening or closing the solenoid valves, the switching of more than 1000 modes of the thermal management system can be realized, reducing the difficulty of mode switching of the thermal management system 1000.

[0088] In some embodiments, such as Figure 1 As shown, the other end of the second control valve 420 is connected between the first control valve 410 and the first heat exchanger 312. This allows the first control valve 410 to simultaneously control the on / off state of the exhaust port 110 and the first heat exchanger 312, as well as the on / off state of the exhaust port 110 and the condenser 311. Thus, when it is not necessary to use the first heat exchanger 312 and the condenser 311 to exchange heat with the refrigerant, the first control valve 410 can be directly controlled to close, thereby reducing the control difficulty of the first heat exchanger 312 and the condenser 311.

[0089] Meanwhile, when it is necessary to use the condenser 311 to exchange heat with the refrigerant, the first control valve 410 and the second control valve 420 are opened at the same time, so that the first heat exchanger 312 and the condenser 311 work together to dissipate heat from the refrigerant, thereby improving the cooling capacity of the thermal management system 1000.

[0090] In other words, the first control valve 410 can simultaneously control the on / off state of the exhaust port 110 and the first heat exchanger 312, as well as the on / off state of the exhaust port 110 and the condenser 311. The second control valve 420 is used to control the on / off state of the exhaust port 110 and the condenser 311 separately. When the first control valve 410 is open, the exhaust port 110 is connected to the first heat exchanger 312. When the first control valve 410 and the second control valve 420 are open at the same time, the exhaust port 110 is connected to the first heat exchanger 312 and the condenser 311 respectively, so that the first heat exchanger 312 is used to dissipate heat for the refrigerant. When the air conditioning subsystem 300 faces a large cooling demand, the condenser 311 can be used as a second heat exchanger for heat dissipation. The joint operation of the condenser 311 and the first heat exchanger 312 can improve the heat dissipation capacity of the air conditioning subsystem 300, thereby improving the cooling capacity of the air conditioning subsystem 300 and ensuring the working performance of the thermal management system 1000.

[0091] In some embodiments, such as Figure 1 As shown, the air conditioning subsystem 300 also includes a first heat exchange branch 230 for adjusting the temperature of the passenger compartment. A first end of the first heat exchanger 312 is connected to the exhaust port 110, a second end of the first heat exchanger 312 is connected to the first heat exchange branch 230, and a first end of the first heat exchange branch 230 is connected to the air inlet 120. This allows the compressor 100, the first heat exchanger 312, and the first heat exchange branch 230 to be connected in series, enabling the refrigerant within the air conditioning subsystem 300 to circulate among the compressor 100, the first heat exchanger 312, and the first heat exchange branch 230. This facilitates the first heat exchange branch 230 in adjusting the temperature of the passenger compartment, ensuring that the temperature is maintained within a suitable range.

[0092] In some embodiments, such as Figure 1 As shown, the first end of the condenser 311 is connected to the first end of the first heat exchanger 312, and the second end of the condenser 311 is connected between the second end of the first heat exchanger 312 and the first heat exchange branch 230. This parallel connection of the condenser 311 and the first heat exchanger 312 allows the air conditioning subsystem 300 to control the parallel condenser 311 and the first heat exchanger 312 to work together to dissipate heat when facing a large cooling demand, thereby improving the cooling capacity of the air conditioning subsystem 300 and ensuring the working performance of the thermal management system 1000.

[0093] In some embodiments, the fluorine pump subsystem 310 is used to dissipate heat from the electric drive module, battery, or components. This means that the fluorine pump subsystem 310 can dissipate heat from the electric drive module, the battery, and the components, thereby changing the temperature of the electric drive module, battery, or components and ensuring their operational performance.

[0094] In some embodiments, the fluorine pump subsystem 310 is used to dissipate heat from one of the electric drive module, battery, and components. The fluorine pump subsystem 310 can also be used to dissipate heat from two of the electric drive module, battery, and components. The fluorine pump subsystem 310 can also dissipate heat from the electric drive module, battery, and components simultaneously.

[0095] It should be noted that the electric drive module can be an electronic control module or a motor module; the components can be an intelligent driving module or a charging and power distribution module.

[0096] In other words, the fluorine pump subsystem 310 is used to dissipate heat from at least one of the electronic control module, motor module, battery, intelligent driving module, and charging and distribution module.

[0097] In the vehicle field (especially electric vehicles), the electronic control module (ECU) can be understood as the "nerve center" of the vehicle. It is responsible for converting the DC power output from the battery into AC power required by the motor, and precisely controlling the motor's speed, torque, and operating status. The ECU generally includes power electronic devices, control units, and sensor feedback systems. The motor module is mainly used to convert electrical energy into mechanical energy to directly drive the vehicle and is the actuator for power output. The intelligent driving module is the core system for realizing the vehicle's autonomous driving or driver assistance functions. It generally includes sensors and computing platforms. It mainly works in collaboration with sensors, algorithms, and control systems to replace or assist the driver in controlling the vehicle. The charging and distribution module, also known as the charging and distribution module, is mainly responsible for the input (charging), distribution (high voltage / low voltage conversion), and management of the vehicle's electrical energy to ensure the safe and efficient operation of the battery. It generally includes an on-board charger, a high-voltage distribution box, a DC-DC converter, and a battery management system.

[0098] In some embodiments, such as Figure 1 As shown, the refrigerant pump subsystem 310 includes a refrigerant pump 700 and a second heat exchange branch 210. The second heat exchange branch 210 is adapted to exchange heat with the electric drive module. The refrigerant pump 700, the second heat exchange branch 210, and the condenser 311 are connected in series. By configuring the second heat exchange branch 210 to exchange heat with the electric drive module, and because the refrigerant pump 700, the second heat exchange branch 210, and the condenser 311 are connected in series, the refrigerant pump 700 can control the circulation of refrigerant between the condenser 311 and the second heat exchange branch 210. This allows the refrigerant to dissipate heat from the electric drive module, thereby changing the temperature of the electric drive module and ensuring its operating performance.

[0099] Meanwhile, by using a refrigerant to dissipate heat from the electric drive module, compared to the use of coolant in the prior art, this application can provide sufficient cooling capacity to the electric drive module, thereby enhancing the cooling effect of the thermal management system 1000 on the electric drive module.

[0100] Furthermore, this application directly utilizes the second heat exchange branch 210 to dissipate heat from the electric drive module, which can reduce the need for plate heat exchangers, thereby simplifying the structure of the thermal management system 1000 and reducing its cost.

[0101] In some embodiments, when heat dissipation is required for components, a separate heat exchange branch can be implemented to exchange heat with the components, and the heat exchange branch of the refrigerant pump 700 to exchange heat with the components and the condenser 311 are connected in series; the second heat exchange branch 210 can also be configured to exchange heat with the electric drive module and the components simultaneously.

[0102] In some embodiments, such as Figure 1 As shown, the second heat exchange branch 210 is provided with a first heat exchange element 500, which is adapted to exchange heat with the electric drive module. This not only achieves the purpose of cooling the electric drive module using the second heat exchange branch 210, but also reduces the difficulty of cooling the electric drive module using the second heat exchange branch 210, and ensures the cooling effect of the electric drive module.

[0103] In the specific example, the first heat exchanger 500 is a heat exchange plate.

[0104] In some embodiments, such as Figure 1 As shown, the thermal management system 1000 also includes a first throttling valve 960, which is located in the second heat exchange branch 210 and between the first heat exchange element 500 and the refrigerant pump 700. The first throttling valve 960 can throttle and reduce the pressure of the refrigerant flowing through it, so as to accurately adjust the output of the refrigerant, thereby making the thermal management system 1000 more energy-efficient and with lower energy consumption, and ensuring the heat dissipation effect of the thermal management system 1000 on the electric drive module.

[0105] In some embodiments, the first throttle valve 960 is an electronic expansion valve, which enables the first throttle valve 960 to not only throttle and reduce the pressure of the refrigerant flowing through it, but also to control the on / off state of the second heat exchange branch 210.

[0106] In some embodiments, such as Figure 1 As shown, the refrigerant pump subsystem 310 also includes a parallel branch 600. One end of the parallel branch 600 is connected to the condenser 311, and the other end is connected to the second heat exchange branch 210. The parallel branch 600 is connected in parallel with the refrigerant pump 700. In other words, the condenser 311 and the second heat exchange branch 210 are provided with a parallel branch 600 and a refrigerant pump 700 connected in parallel, so that the condenser 311 and the second heat exchange branch 210 can be connected through the refrigerant pump 700 or through the parallel branch 600, so as to realize different operating modes of the thermal management system 1000.

[0107] In a specific example, when the condenser 311 and the second heat exchange branch 210 are connected by a refrigerant pump 700, the refrigerant pump 700 can be used to control the refrigerant to circulate between the condenser 311 and the second heat exchange branch 210. Since the energy consumption of the refrigerant pump 700 is significantly lower than that of the compressor 100, the energy consumption of the thermal management system 1000 is reduced. When the condenser 311 and the second heat exchange branch 210 are connected by a parallel branch 600, the compressor 100 can be used to control the refrigerant to circulate between the condenser 311 and the second heat exchange branch 210. It is also convenient to use the parallel condenser 311 and the first heat exchanger 312 to work together to dissipate heat, thereby improving the cooling capacity of the thermal management system 1000.

[0108] In a specific example, when the heat dissipation demand of the electric drive module is low, the refrigerant pump 700 can be controlled to connect the condenser 311 and the second heat exchange branch 210 to achieve heat dissipation of the electric drive module using the refrigerant pump 700 without starting the compressor 100, thereby reducing the energy consumption of the thermal management system 1000. When the heat dissipation demand of the electric drive module is high, the parallel branch 600 can be controlled to connect the condenser 311 and the second heat exchange branch 210 to achieve heat dissipation of the electric drive module using the compressor 100. It also facilitates the use of the parallel condenser 311 and the first heat exchanger 312 to work together to dissipate heat from the electric drive module, thereby improving the heat dissipation effect of the thermal management system 1000 on the electric drive module.

[0109] In particular, when the refrigerant pump 700 is used to dissipate heat from the electric drive module, the cooling effect of the refrigerant is better than that of the coolant in the prior art. Therefore, this application can also reduce the running time of the refrigerant pump 700 and further reduce the energy consumption of the thermal management system 1000.

[0110] It should be noted that the refrigerant pump 700 is mainly powered by electricity (usually driven by an electric motor). It applies pressure to the liquid refrigerant through structures such as impellers or plungers, thereby promoting the flow of the liquid refrigerant and reducing the dependence on the compressor 100 to a certain extent.

[0111] In some embodiments, the thermal management system 1000 has a first cooling mode and a second cooling mode. In the first cooling mode, the refrigerant pump 700 is connected to the condenser 311 and the second heat exchange branch 210. This allows the refrigerant pump 700 to dissipate heat from the electric drive module without starting the compressor 100, thereby reducing the energy consumption of the thermal management system 1000.

[0112] Optionally, in the second cooling mode, the parallel branch 600 connects the condenser 311 and the second heat exchange branch 210. This enables the compressor 100 to dissipate heat from the electric drive module, and facilitates the use of the parallel condenser 311 in conjunction with the first heat exchanger 312 to dissipate heat from the electric drive module, thereby improving the heat dissipation effect of the thermal management system 1000 on the electric drive module.

[0113] In a specific example, in the first cooling mode, the refrigerant pump 700, condenser 311, and second heat exchange branch 210 are connected in series to form a refrigerant circuit. In this mode, the refrigerant pump 700 drives the refrigerant to circulate between the refrigerant pump 700, condenser 311, and second heat exchange branch 210 to dissipate heat from the electric drive module. In the second cooling mode, the parallel branch 600 connects the second end of the condenser 311 and the second end of the second heat exchange branch 210. The first end of the condenser 311 is connected to the exhaust port 110 of the compressor 100. The first end of branch 210 is connected to the air inlet 120 of compressor 100. At this time, compressor 100 can drive refrigerant to circulate between compressor 100, condenser 311 and second heat exchange branch 210 to achieve heat dissipation of electric drive module by compressor 100. At the same time, part of the refrigerant discharged by compressor 100 can enter first heat exchanger 312 for heat dissipation. After heat dissipation, the refrigerant enters second heat exchange branch 210 to dissipate heat of electric drive module, so as to realize the use of parallel condenser 311 and first heat exchanger 312 to work together to dissipate heat of electric drive module.

[0114] In some embodiments, such as Figure 1 As shown, a receiver tank 800 is provided between the inlet of the condenser 311 and the refrigerant pump 700. In this way, when the refrigerant in the condenser 311 flows towards the refrigerant pump 700, the receiver tank 800 can be used to store the refrigerant that is not needed, which facilitates auxiliary pressure regulation and liquid compensation.

[0115] In some embodiments, such as Figure 1 As shown, a one-way valve 610 is provided on the parallel branch 600. The one-way valve 610 is used to control the unidirectional flow of refrigerant and to control the on / off state of the parallel branch 600, so that the refrigerant discharged from the condenser 311 can effectively flow to the second heat exchange branch 210, and to prevent the refrigerant in the second heat exchange branch 210 from flowing back to the condenser 311, thereby ensuring the heat exchange performance of the second heat exchange branch 210.

[0116] Optionally, the thermal management system 1000 is applied to a vehicle, which includes a battery that powers the vehicle to enable it to operate normally.

[0117] In some examples, the battery can serve as the operating power source for the vehicle, which may also include a controller and a motor. The controller controls the battery to power the motor, for example, to meet the power requirements for starting, navigating, and driving the vehicle.

[0118] In other examples, batteries can serve not only as the operating power source for a vehicle, but also as the driving power source, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle.

[0119] In some embodiments, such as Figure 1As shown, the thermal management system 1000 also includes a third heat exchange branch 220, which is adapted to exchange heat with the battery. The third heat exchange branch 220 is connected to the air conditioning subsystem 300 and the refrigerant pump subsystem 310. By exchanging heat with the battery through the third heat exchange branch 220, the battery temperature can be changed, thus ensuring the battery's operating performance.

[0120] Meanwhile, by setting the third heat exchange branch 220 to be connected to the air conditioning subsystem 300 and the refrigerant pump subsystem 310, the third heat exchange branch 220 can be connected not only to the air conditioning subsystem 300, but also to the refrigerant pump subsystem 310, making it convenient to change the battery temperature using the air conditioning subsystem 300 or the refrigerant pump subsystem 310.

[0121] In some embodiments, such as Figure 1 As shown, the third heat exchange branch 220 is provided with a second heat exchange element 900, which is used to exchange heat with the battery to realize the heat exchange between the third heat exchange branch 220 and the battery, thereby achieving the purpose of adjusting the battery temperature using the thermal management system 1000, improving the battery's safety, ensuring the battery's working performance, and extending the battery's service life.

[0122] Meanwhile, by using the second heat exchanger 900 to exchange heat with the battery, the refrigerant can be directly placed in the second heat exchanger 900 to exchange heat with the battery, without coolant as an intermediate heat exchange medium, thus achieving the purpose of cooling or heating the battery through direct cooling and direct heating, thereby improving the heat exchange effect.

[0123] In a specific example, the second heat exchanger 900 is formed as a plate-like structure, which contacts the battery to achieve heat exchange with the battery, thereby adjusting the battery temperature.

[0124] It should be noted that when the refrigerant temperature inside the second heat exchanger 900 is high, the second heat exchanger 900 is used to raise the temperature of the battery to achieve the purpose of heating the battery; when the refrigerant temperature inside the second heat exchanger 900 is low, the second heat exchanger 900 is used to lower the temperature of the battery to achieve the purpose of cooling the battery.

[0125] In some embodiments, such as Figure 1As shown, the thermal management system 1000 also includes a second throttling valve 970 and a third throttling valve 980. The second throttling valve 970 and the third throttling valve 980 are located on the third heat exchange branch 220, and the second heat exchange element 900 is located between the second throttling valve 970 and the third throttling valve 980. The second throttling valve 970 and the third throttling valve 980 can throttle and reduce the pressure of the refrigerant flowing through the battery 900, thereby achieving accurate adjustment of the refrigerant output to a certain extent. This makes the thermal management system 1000 more energy-efficient and lower in energy consumption, and also ensures the heat dissipation effect of the thermal management system 1000 on the battery.

[0126] Optionally, the second throttle valve 970 is a large-diameter valve. The large-diameter valve is used to ensure the flow rate of the refrigerant through the third heat exchange branch 220 and improve the heat exchange effect of the third heat exchange branch 220 on the battery.

[0127] Optionally, the third throttle valve 980 is an electronic expansion valve, which allows the second throttle valve 970 to not only throttle and reduce the pressure of the refrigerant flowing through it, but also to control the on / off state of the third heat exchange branch 220, so as to facilitate the switching of different operating modes of the thermal management system 1000.

[0128] In some embodiments, such as Figure 1 As shown, the parallel refrigerant pump 700 and parallel branch 600 are connected between the second end of the condenser 311 and the third heat exchange branch 220. This allows the third heat exchange branch 220 to be connected to the air conditioning subsystem 300 and the refrigerant pump subsystem 310, reducing the difficulty of connecting the third heat exchange branch 220 to the air conditioning subsystem 300 and the refrigerant pump subsystem 310.

[0129] Meanwhile, when the refrigerant pump 700 is connected to the second end of the condenser 311 and the third heat exchange branch 220, the third heat exchange branch 220 and the refrigerant pump subsystem 310 can be connected in coordination; when the parallel branch 600 is connected to the second end of the condenser 311 and the third heat exchange branch 220, the third heat exchange branch 220 and the air conditioning subsystem 300 can be connected in coordination.

[0130] When the refrigerant is circulated between the condenser 311 and the third heat exchange branch 220 using the refrigerant pump 700 to cool the battery, the energy consumption of the refrigerant pump 700 is significantly lower than that of the compressor 100, thereby reducing the energy consumption of the thermal management system 1000.

[0131] In other words, this application provides two cooling methods for the battery. When the battery's heat dissipation demand is low, the thermal management system 1000 can run the refrigerant pump 700 to cool the battery without needing to turn on the compressor 100 for cooling. Since the refrigerant pump 700 consumes far less energy than the compressor 100, this reduces the energy consumption of the thermal management system 1000, which is beneficial for extending the life of the compressor 100 and improving its safety performance. When the battery's heat dissipation demand is high, the compressor 100 can be used to dissipate heat from the battery, thereby improving the heat dissipation effect of the thermal management system 1000 on the battery.

[0132] In some embodiments, such as Figure 1 As shown, the refrigerant pump subsystem 310 includes a second heat exchange branch 210 adapted for heat exchange with the electric drive module; the air conditioning subsystem 300 also includes a first heat exchange branch 230 for adjusting the temperature of the passenger compartment, with the first end of the first heat exchanger 312 connected to the exhaust port 110 and the first end of the first heat exchange branch 230 connected to the air inlet 120; the thermal management system 1000 also includes a connecting channel 910, with the first end of the connecting channel 910 connected to the first end of the first heat exchanger 312 and the second end of the connecting channel 910 connected to the first end of the first heat exchange branch 230; the condenser 311, the second heat exchange branch 210, and the third heat exchange branch 220 are respectively connected to the connecting channel 910. This allows for electrical communication between the condenser 311 and the second heat exchange branch 210, between the second heat exchange branch 210 and the third heat exchange branch 220, and between the condenser 311 and the third heat exchange branch 220, thereby facilitating the use of the refrigerant pump subsystem 310 to dissipate heat from the electric drive module or battery.

[0133] In a specific example, when heat dissipation of the electric drive module is required and the refrigerant pump 700 is running, the connecting channel 910 can be used to connect the condenser 311 and the second heat exchange branch 210, allowing the refrigerant to circulate between the refrigerant pump 700, the second heat exchange branch 210, and the condenser 311, thereby achieving the purpose of heat dissipation of the electric drive module; when heat dissipation of the battery is required and the refrigerant pump 700 is running, the connecting channel 910 can be used to connect the condenser 311 and the third heat exchange branch 220, allowing the refrigerant to circulate between the refrigerant pump 700, the third heat exchange branch 220, and the condenser 311. The refrigerant circulates between the refrigerant pump 700 and the condenser 311 to dissipate heat from the battery. When it is necessary to dissipate heat from both the electric drive module and the battery at the same time and the refrigerant pump 700 is running, the thermal management system 1000 controls the connecting channel 910 to be open and simultaneously connects the first end of the condenser 311 to the second heat exchange branch 210 and the third heat exchange branch 220, so that the refrigerant can circulate between the refrigerant pump 700, the second heat exchange branch 210 and the condenser 311, as well as between the refrigerant pump 700, the third heat exchange branch 220 and the condenser 311, to dissipate heat from both the electric drive module and the battery at the same time.

[0134] In some embodiments, such as Figure 1As shown, the connecting channel 910 is connected in series with a second control valve 420 to a fifth control valve 470. One end of the second control valve 420 is connected to the condenser 311, and the other end is connected to the first end of the first heat exchanger 312. The second control valve 420 is used to control the on / off connection between the condenser 311 and the exhaust port 110. This facilitates control over whether the refrigerant discharged through the exhaust port 110 flows through the condenser 311, that is, it facilitates control over whether to use a parallel connection between the condenser 311 and the first heat exchanger 312 for cooling.

[0135] In some embodiments, such as Figure 1 As shown, one end of the third control valve 430 is connected to the first end of the condenser 311, and the other end of the third control valve 430 is connected to the first end of the second heat exchange branch 210. The third control valve 430 is used to control the on / off state of the first end of the condenser 311 and the first end of the second heat exchange branch 210. One end of the fourth control valve 440 is connected to the first end of the second heat exchange branch 210, and the other end of the fourth control valve 440 is connected to the first end of the third heat exchange branch 220. The fourth control valve 440 is used to control the on / off state of the first end of the second heat exchange branch 210 and the first end of the third heat exchange branch 220, thereby facilitating the cooling and heat dissipation of the electric drive module and / or battery using the refrigerant pump 700.

[0136] In a specific example, when the refrigerant pump 700 is not needed to cool the electric drive module and battery, both the third control valve 430 and the fourth control valve 440 are closed; when the refrigerant pump 700 is needed to cool the electric drive module, the third control valve 430 is open and the fourth control valve 440 is closed; when the refrigerant pump 700 is needed to cool the battery, both the third control valve 430 and the fourth control valve 440 are open, and the first throttle valve 960 on the second heat exchange branch 210 is closed; when the refrigerant pump 700 is needed to cool both the electric drive module and the battery simultaneously, both the third control valve 430 and the fourth control valve 440 are open.

[0137] In some embodiments, such as Figure 1 As shown, one end of the fifth control valve 470 is connected to the first end of the third heat exchange branch 220, and the other end of the fifth control valve 470 is connected between the first end of the first heat exchange branch 230 and the air inlet 120. The fifth control valve 470 is used to control the opening and closing of the first end of the third heat exchange branch 220 and the air inlet 120, thereby controlling the flow path of the refrigerant.

[0138] In some embodiments, the third control valve 430, the fourth control valve 440, and the fifth control valve 470 are all solenoid valves.

[0139] In some embodiments, such as Figure 1As shown, the second end of the second heat exchange branch 210 is connected to the second end of the third heat exchange branch 220 and / or the second end of the first heat exchange branch 230. That is, the first heat exchange branch 230 is connected to the second end of the second heat exchange branch 210, or the third heat exchange branch 220 is connected to the second end of the second heat exchange branch 210, or both the third heat exchange branch 220 and the first heat exchange branch 230 are connected to the second end of the second heat exchange branch 210. This facilitates the switching of different operating modes of the thermal management system 1000, and when the battery and / or passenger compartment need to be heated, the second heat exchange branch 210 can directly absorb the heat from the electric drive module to achieve waste heat recovery and reduce the overall vehicle energy consumption.

[0140] It should be noted that this application directly connects the second end of the second heat exchange branch 210 to the second end of the third heat exchange branch 220 and / or the second end of the first heat exchange branch 230 for waste heat recovery. Compared with the prior art of secondary heat exchange through plate heat exchangers for waste heat recovery, this can make better use of the waste heat of the electric drive module and effectively reduce the energy consumption of the whole vehicle.

[0141] In some embodiments, such as Figure 1 As shown, the thermal management system 1000 also includes a first flow path 130 and a second flow path 140. The first flow path 130 is connected to the exhaust port 110 and the first end of the third heat exchange branch 220 and the first end of the first heat exchange branch 230, respectively. The second flow path 140 is connected to the first end of the second heat exchange branch 210 and the air inlet 120, respectively. This facilitates heating of the battery and the passenger compartment and facilitates the recovery of heat from the electric drive module.

[0142] In some embodiments, such as Figure 1 As shown, a sixth control valve 460 is provided on the first flow path 130. The sixth control valve 460 can control the opening and closing of the first flow path 130, thereby realizing the opening and closing between the first end of the third heat exchange branch 220, the first end of the first heat exchange branch 230 and the compressor 100, thus realizing the control of the flow path of the refrigerant.

[0143] In some embodiments, such as Figure 1 As shown, a seventh control valve 450 is provided between the parallel branch 600 and the refrigerant pump 700 and the second heat exchange branch 210. The seventh control valve 450 can control the on / off state of the parallel branch 600 and the refrigerant pump 700 and the second heat exchange branch 210, thereby controlling the flow path of the refrigerant.

[0144] In some embodiments, such as Figure 1 As shown, an eighth control valve 480 is provided on the second flow path 140. This allows the eighth control valve 480 to control the on / off state of the first end of the second heat exchange branch 210 and the compressor 100, thereby controlling the flow path of the refrigerant.

[0145] In some embodiments, the sixth control valve 460, the seventh control valve 450, and the eighth control valve 480 are all solenoid valves.

[0146] In some embodiments, the thermal management system 1000 has a third cooling mode and a fourth cooling mode. In the third cooling mode, the third heat exchange branch 220 is connected to the refrigerant pump subsystem 310; in the fourth cooling mode, the third heat exchange branch 220 is connected to the air conditioning subsystem 300. This facilitates changing the battery temperature using either the air conditioning subsystem 300 or the refrigerant pump subsystem 310.

[0147] In some embodiments, such as Figure 1 As shown, a second heat exchanger 920 and a third heat exchanger 930 connected in series are provided on the first heat exchange branch 230. The third heat exchanger 930 and the second heat exchanger 920 are used to regulate the temperature inside the passenger compartment, thereby enabling the thermal management system 1000 of this application to adjust the temperature inside the passenger compartment, thereby improving the comfort of the vehicle.

[0148] In the specific example, the second heat exchanger 920 can be understood as an in-vehicle evaporator, and the third heat exchanger 930 can be understood as an in-vehicle condenser.

[0149] In some embodiments, such as Figure 1 As shown, the first heat exchange branch 230 is equipped with a fourth throttle valve 990 and a fifth throttle valve 991. Both the fourth throttle valve 990 and the fifth throttle valve 991 can throttle and reduce the pressure of the refrigerant flowing through the first heat exchange branch 230, so as to accurately adjust the output of the refrigerant, thereby making the thermal management system 1000 more energy-efficient and with lower energy consumption.

[0150] Optionally, the fourth throttle valve 990 is an electronic expansion valve, and the fifth throttle valve 991 is a broken-line valve, so that the fourth throttle valve 990 and the fifth throttle valve 991 can not only throttle and reduce the pressure of the refrigerant flowing through them, but also control the opening and closing of the first heat exchange branch 230.

[0151] Furthermore, by setting the fifth throttle valve 991 as a broken-line valve, compared to the electronic expansion valve, the fifth throttle valve 991 can not only throttle but also has a larger diameter, which facilitates improving the heat exchange effect of the first heat exchange branch 230.

[0152] In some embodiments, such as Figure 1 As shown, the thermal management system 1000 also includes a PTC (Positive Temperature Coefficient) electric heater 940, which is positioned opposite the third heat exchanger 930 to improve the heating effect of the first heat exchange branch 230 on the passenger compartment, thereby enhancing the heating performance of the thermal management system 1000 on the passenger compartment.

[0153] It should be noted that when the heating of the crew compartment by the third heat exchanger 930 is insufficient, the PTC electric heater 940 can be turned on for auxiliary heating.

[0154] In some embodiments, such as Figure 1 As shown, the thermal management system 1000 also includes a gas-liquid separator 950, which is connected to the air inlet 120 of the compressor 100. The gas-liquid separator 950 is mainly used to separate the refrigerant flowing through it into gas and liquid, so that the refrigerant entering the compressor 100 is formed into a gaseous state, avoiding the liquid refrigerant from impacting the compressor 100 and ensuring the working performance of the compressor 100.

[0155] In some embodiments, such as Figure 1 As shown, the thermal management system 1000 also includes a ninth control valve 490, which is located between the second flow path 140 and the first heat exchange branch 230 to control the on / off state of the second flow path 140 and the first heat exchange branch 230, thereby controlling the flow path of the refrigerant.

[0156] In some embodiments, the ninth control valve 490 is a solenoid valve.

[0157] In the description of this utility model, the features defined as "first", "second", "third", "fourth", "fifth", "sixth", "seventh", "eighth" and "ninth" may explicitly or implicitly include one or more of the features, used to distinguish the descriptive features, without any order or importance.

[0158] In some embodiments, the thermal management system 1000 further includes a temperature sensor and a temperature-pressure sensor, which can monitor both temperature and pressure, thereby ensuring the safety and performance of the thermal management system 1000.

[0159] In some embodiments, the thermal management system 1000 further includes a controller (not shown in the figure), which is electrically connected to throttling modules (first throttling valve 960, second throttling valve 970, third throttling valve 980, fourth throttling valve 990, and fifth throttling valve 991), control valves (first control valve 410, second control valve 420, third control valve 430, fourth control valve 440, fifth control valve 470, sixth control valve 460, seventh control valve 450, eighth control valve 480, and ninth control valve 490), check valve 610, and PTC electric heater 940, etc., for controlling the on / off state and opening degree of the throttling modules, controlling the on / off state of the control valves and check valve 610, and controlling the operation of the PTC electric heater 940, thereby enabling the thermal management system 1000 to switch between multiple modes, improving the user experience and ensuring the working performance of the battery and electric drive module.

[0160] In a specific example, the thermal management system 1000 of this application has at least the following modes: passenger compartment cooling mode, battery cooling mode, electric drive module cooling mode, battery and passenger compartment cooling mode, battery and electric drive module cooling mode, battery, passenger compartment and electric drive module cooling mode, battery heating mode, passenger compartment heating and dehumidification mode, battery and passenger compartment heating mode, and passenger compartment heating and battery cooling mode, etc.

[0161] The specific flow of refrigerant in the above mode is as follows.

[0162] It should be noted that, Figures 2-19 The solid arrows shown indicate the direction of refrigerant flow.

[0163] The following description, along with accompanying drawings, illustrates multiple modes of the thermal management system 1000 of this utility model.

[0164] Example 1

[0165] The thermal management system 1000 operates in a passenger cabin cooling mode, meaning it only activates when the passenger cabin temperature is high and cooling is required. Figure 1 and Figure 2 As shown, the first control valve 410, the fourth throttle valve 990, the fifth throttle valve 991 and the ninth control valve 490 are opened, while the remaining valves are closed.

[0166] At this time, the refrigerant path is: compressor 100 → first control valve 410 → first heat exchanger 312 → fourth throttle valve 990 → second heat exchanger 920 → fifth throttle valve 991 → ninth control valve 490 → gas-liquid separator 950 → compressor 100.

[0167] In the above-mentioned occupant cabin cooling mode, the refrigerant is compressed into a high-temperature, high-pressure refrigerant by the compressor 100. The high-temperature, high-pressure refrigerant flows from the exhaust port 110 of the compressor 100 into the first heat exchanger 312 and releases heat to the outside of the occupant cabin through the first heat exchanger 312 to reduce the temperature of the refrigerant. The cooled refrigerant is throttled by the fourth throttle valve 990 and then enters the second heat exchanger 920. The lower-temperature refrigerant in the second heat exchanger 920 exchanges heat with the air in the occupant cabin to achieve the effect of cooling the occupant cabin. After the heat exchange, the refrigerant is throttled by the fifth throttle valve 991 and then enters the gas-liquid separator 950 through the ninth control valve 490. The gas-liquid separator 950 separates the refrigerant into gas and liquid. Subsequently, the refrigerant in the gas-liquid separator 950 returns to the compressor 100 through the air inlet 120, completing the occupant cabin cooling cycle.

[0168] It should be noted that during the above process, the third heat exchanger 930 does not work, but only serves as a flow channel for the refrigerant to flow through.

[0169] Example 2

[0170] The thermal management system 1000 operates in battery first cooling mode. This mode is activated when the battery temperature reaches the cooling activation trigger point but the cooling demand is low, and there is no cooling requirement in the passenger compartment, such as during high-temperature AC charging. Figure 1 and Figure 3 As shown, the refrigerant pump 700 is turned on, and the seventh control valve 450, the third throttle valve 980, the second throttle valve 970, the fourth control valve 440, and the third control valve 430 are opened, while the remaining valves are closed.

[0171] The first cooling mode of the battery mentioned here can also be understood as the third cooling mode mentioned above.

[0172] At this time, the path of the battery's first cooling mode is: refrigerant pump 700 → seventh control valve 450 → third throttle valve 980 → second heat exchanger 900 → second throttle valve 970 → fourth control valve 440 → third control valve 430 → condenser 311 → liquid storage tank 800 → refrigerant pump 700.

[0173] In the above-mentioned first cooling mode of the battery, the refrigerant is discharged by the refrigerant pump 700 and then throttled by the seventh control valve 450 and the third throttle valve 980. Subsequently, the refrigerant enters the second heat exchanger 900 and absorbs heat from the battery to achieve the purpose of cooling the battery. After heat exchange, the refrigerant flows into the condenser 311 for heat dissipation through the second throttle valve 970, the fourth control valve 440 and the third control valve 430 in sequence. After heat dissipation, the refrigerant returns to the liquid storage tank 800, completing the first cooling cycle of the battery.

[0174] Example 3

[0175] The thermal management system 1000 operates in a second battery cooling mode. This second battery cooling mode is used when the battery temperature reaches the cooling activation trigger point and the cooling demand is high, while the passenger cabin has no cooling requirement, such as in high-temperature single-action direct charging conditions. In this situation, the refrigerant pump 700's cooling capacity is insufficient, requiring the compressor 100 to operate for cooling. Figure 1 and Figure 4 As shown, the first control valve 410, the third throttle valve 980, the second throttle valve 970, the fifth control valve 470, and the ninth control valve 490 are opened, while the remaining valves are closed.

[0176] At this time, the path of the second cooling mode of the battery is: compressor 100 → first control valve 410 → first heat exchanger 312 → third throttle valve 980 → second heat exchanger 900 → second throttle valve 970 → fifth control valve 470 → ninth control valve 490 → gas-liquid separator 950 → compressor 100.

[0177] In the aforementioned first battery cooling mode, the refrigerant is compressed into a high-temperature, high-pressure refrigerant by the compressor 100. The high-temperature, high-pressure refrigerant flows from the exhaust port 110 of the compressor 100 through the first control valve 410 into the first heat exchanger 312, and releases heat to the outside of the passenger compartment through the first heat exchanger 312 to reduce the temperature of the refrigerant. The cooled refrigerant is throttled by the third throttle valve 980 and flows into the second heat exchanger 900 to exchange heat with the battery, thereby achieving the purpose of cooling the battery. After heat exchange, the refrigerant flows into the gas-liquid separator 950 through the second throttle valve 970, the fifth control valve 470, and the ninth control valve 490 in sequence. The gas-liquid separator 950 separates the refrigerant into gas and liquid. Subsequently, the refrigerant in the gas-liquid separator 950 returns to the compressor 100 through the air inlet 120, completing the second battery cooling cycle.

[0178] Example 4

[0179] The thermal management system 1000 operates in electric drive module cooling mode. When the vehicle starts, the electric drive module instantly generates a large amount of heat. At this time, the refrigerant pump 700 can respond quickly, combined with... Figure 1 and Figure 5 As shown, the refrigerant pump 700 is turned on, controlling the first throttle valve 960 and the third control valve 430 to open, while the other valves are closed.

[0180] The electric drive module cooling mode mentioned here can also be understood as the first cooling mode mentioned above.

[0181] At this time, the cooling mode path of the electric drive module is: refrigerant pump 700 → first throttle valve 960 → first heat exchanger 500 → third control valve 430 → condenser 311 → liquid storage tank 800 → refrigerant pump 700.

[0182] In the above-mentioned cooling mode of the electric drive module, the refrigerant is discharged by the refrigerant pump 700 and then throttled by the first throttle valve 960 before entering the first heat exchanger 500 to dissipate heat from the electric drive module, thereby achieving the purpose of cooling the electric drive module. After heat exchange, the refrigerant flows into the condenser 311 through the third control valve 430 for heat dissipation. After heat dissipation, the refrigerant returns to the liquid storage tank 800, completing the cooling cycle of the electric drive module.

[0183] Example 5

[0184] The first cooling mode of the thermal management system 1000 for both the battery and the passenger compartment is activated when both the passenger compartment and the battery require cooling, such as during normal high-temperature dual-open direct charging. Figure 1 and Figure 6 As shown, the first control valve 410, the second control valve 420, the seventh control valve 450, the third throttle valve 980, the second throttle valve 970, the fifth control valve 470, the fourth throttle valve 990, the fifth throttle valve 991, and the ninth control valve 490 are opened, while the remaining valves are closed.

[0185] In the first cooling mode path of the battery and crew compartment described above, the refrigerant is compressed into high-temperature, high-pressure refrigerant by compressor 100. The high-temperature, high-pressure refrigerant is split into two paths from the exhaust port 110 of compressor 100 through the first control valve 410. One path flows into the second control valve 420 and dissipates heat through the condenser 311, while the other path flows into the first heat exchanger 312 and releases heat to the outside of the crew compartment to reduce the temperature of the refrigerant. Subsequently, the two refrigerant paths merge and split into two paths again. One path flows to the third throttle valve 980 for throttling, and then enters... The second heat exchanger 900 exchanges heat with the battery to cool it. Another path of refrigerant enters the second heat exchanger 920 after being throttled by the fourth throttle valve 990. The cooler refrigerant in the second heat exchanger 920 exchanges heat with the air in the passenger compartment to cool the passenger compartment. Finally, both paths of refrigerant enter the gas-liquid separator 950, which separates the refrigerant into gas and liquid components. The refrigerant in the gas-liquid separator 950 then returns to the compressor 100 through the air inlet 120, completing the cooling cycle for the battery and passenger compartment.

[0186] Example 6

[0187] The thermal management system 1000 operates in a second cooling mode for the battery and crew compartment. This second cooling mode is activated when there is a cooling requirement in the crew compartment and a relatively small cooling requirement in the battery. Figure 1 and Figure 7 As shown, the first control valve 410, the fourth throttle valve 990, the fifth throttle valve 991 and the ninth control valve 490 are opened, and the refrigerant pump 700 is turned on and the seventh control valve 450, the third throttle valve 980, the second throttle valve 970, the fourth control valve 440 and the third control valve 430 are opened, while the remaining valves are closed.

[0188] The path for the second cooling mode of the battery and crew compartment is as follows: Compressor 100 → First control valve 410 → First heat exchanger 312 → Fourth throttle valve 990 → Second heat exchanger 920 → Fifth throttle valve 991 → Ninth control valve 490 → Gas-liquid separator 950 → Compressor 100; Refrigerant pump 700 → Seventh control valve 450 → Third throttle valve 980 → Fourth throttle valve 990 → Second heat exchanger 900 → Second throttle valve 970 → Fourth control valve 440 → Third control valve 430 → Condenser 311 → Liquid storage tank 800 → Refrigerant pump 700.

[0189] The specific heat exchange process of the refrigerant in the second cooling mode of the battery and the crew cabin can be understood by referring to Embodiment 2 and Embodiment 1, and will not be elaborated here.

[0190] Example 7

[0191] The first cooling mode of the battery and electric drive module of the thermal management system 1000 is activated when both the battery and electric drive module have cooling requirements, but the cooling capacity requirement is relatively small, such as during low-speed driving at normal temperature. Figure 1 and Figure 8 As shown, the first throttle valve 960, the seventh control valve 450, the third throttle valve 980, the second throttle valve 970, the fourth control valve 440, and the third control valve 430 are opened, while the remaining valves are closed.

[0192] In the first cooling mode path of the battery and electric drive module, after the refrigerant is discharged by the refrigerant pump 700, one path flows into the third heat exchange branch 220 to cool the battery after being throttled by the seventh control valve 450 and the third throttle valve 980, and the other path flows into the second heat exchange branch 210 to cool the electric drive module after being throttled by the first throttle valve 960. The refrigerant after cooling the battery flows out through the second throttle valve 970, and then flows through the fourth control valve 440 to merge with the refrigerant after cooling the electric drive module. After merging, it enters the condenser 311 through the third control valve 430 to dissipate heat. The cooled liquid refrigerant then returns to the liquid storage tank 800, completing the first cooling cycle of the battery and electric drive module.

[0193] Example 8

[0194] The second cooling mode for the battery and electric drive modules of the thermal management system 1000 is used when both the battery and electric drive modules have cooling requirements, but the cooling requirement of the electric drive module is smaller and the cooling requirement of the battery is larger, such as during normal temperature comprehensive driving conditions. Figure 1 and Figure 9 As shown, the first control valve 410, the third throttle valve 980, the second throttle valve 970, the fifth control valve 470, and the ninth control valve 490 are opened, and the refrigerant pump 700 is turned on. The first throttle valve 960 and the third control valve 430 are also opened, while the remaining valves are closed.

[0195] At this time, the path of the second refrigeration mode of the battery and electric drive module is as follows: compressor 100 → first control valve 410 → first heat exchanger 312 → third throttle valve 980 → second heat exchanger 900 → second throttle valve 970 → fifth control valve 470 → ninth control valve 490 → gas-liquid separator 950 → compressor 100; refrigerant pump 700 → first throttle valve 960 → first heat exchanger 500 → third control valve 430 → condenser 311 → liquid storage tank 800 → refrigerant pump 700.

[0196] In the second cooling mode path of the battery and electric drive module, the refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 100. The high-temperature and high-pressure refrigerant flows from the exhaust port 110 of the compressor 100 into the first heat exchanger 312 through the first control valve 410, and releases heat to the outside of the passenger compartment through the first heat exchanger 312 to reduce the temperature of the refrigerant. The cooled refrigerant flows into the second heat exchanger 900 after being throttled by the third throttle valve 980 to exchange heat with the battery, thereby achieving the purpose of cooling the battery. Subsequently, the refrigerant after heat exchange flows into the gas-liquid separator 950 through the second throttle valve 970, the fifth control valve 470 and the ninth control valve 490 in sequence. The gas-liquid separator 950 separates the refrigerant into gas and liquid. Finally, the refrigerant in the gas-liquid separator 950 returns to the compressor 100 through the air inlet 120, completing the battery cooling cycle.

[0197] Meanwhile, after being discharged by the refrigerant pump 700, the refrigerant is throttled by the first throttle valve 960 and enters the first heat exchanger 500. The first heat exchanger 500 dissipates heat from the electric drive module, achieving the purpose of cooling the electric drive module. Subsequently, the refrigerant flows into the condenser 311 through the third control valve 430 for heat dissipation. After heat dissipation, the refrigerant returns to the liquid storage tank 800, completing the refrigeration cycle of the electric drive module.

[0198] Example 9

[0199] The third cooling mode for the battery and electric drive modules of the thermal management system 1000 operates when both the battery and electric drive modules have a simultaneous and significant cooling requirement, such as during normal temperature high-speed driving, boost current single-phase charging, and boost voltage single-phase charging. Figure 1 and Figure 10 As shown, the first control valve 410, the second control valve 420, the check valve 610, the first throttle valve 960, the fourth control valve 440, the seventh control valve 450, the third throttle valve 980, the second throttle valve 970, the fifth control valve 470, and the ninth control valve 490 are opened, while the other valves are closed.

[0200] In the third cooling mode path of the aforementioned battery and electric drive module, the refrigerant is compressed into high-temperature, high-pressure refrigerant by the compressor 100. The high-temperature, high-pressure refrigerant is split into two paths from the exhaust port 110 of the compressor 100 via the first control valve 410. One path flows into the first heat exchanger 312 and releases heat to the outside of the passenger compartment through the first heat exchanger 312 to reduce the temperature of the refrigerant. The other path enters the condenser 311 via the second control valve 420 and releases heat to the outside of the passenger compartment through the condenser 311 to reduce the temperature of the refrigerant. Subsequently, the two refrigerant paths merge and are split into two paths again. One path flows through the first throttling valve 960. The refrigerant enters the first heat exchanger 500 to dissipate heat from the electric drive module, achieving the purpose of cooling the electric drive module. Another path flows into the second heat exchanger 900 after being throttled by the third throttle valve 980, to exchange heat with the battery, achieving the purpose of cooling the battery. At the same time, the refrigerant in the first heat exchanger 500 flows out through the fourth control valve 440 and merges with the refrigerant discharged through the second heat exchanger 900. Then it flows into the gas-liquid separator 950, where the refrigerant is separated into gas and liquid. Finally, the refrigerant in the gas-liquid separator 950 returns to the compressor 100 through the air inlet 120, completing the third refrigeration cycle for the battery and electric drive module.

[0201] Example 10

[0202] The first cooling mode of the thermal management system 1000, which operates on the battery, passenger compartment, and electric drive module, is activated when all three modules require cooling, but the electric drive module's cooling requirement is relatively low, such as in high-temperature, low-speed driving conditions. Figure 1 and Figure 11 As shown, the first control valve 410, the fourth throttle valve 990, the fifth throttle valve 991, the third throttle valve 980, the second throttle valve 970, the first throttle valve 960, the third control valve 430, the fifth control valve 470, and the ninth control valve 490 are opened, while the remaining valves are closed.

[0203] In the first refrigeration mode path of the battery, crew compartment and electric drive module, the refrigerant is compressed into high temperature and high pressure refrigerant by the compressor 100. The high temperature and high pressure refrigerant flows from the exhaust port 110 of the compressor 100 into the first heat exchanger 312 through the first control valve 410, and releases heat to the outside of the crew compartment through the first heat exchanger 312 to reduce the temperature of the refrigerant. The cooled refrigerant flows to the third throttle valve 980 for throttling, and then enters the second heat exchanger 900 to exchange heat with the battery to achieve the purpose of cooling the battery. Another path is throttled by the fourth throttle valve 990 and enters the second heat exchanger 920. The lower temperature refrigerant in the second heat exchanger 920 exchanges heat with the air in the crew compartment to achieve the effect of cooling the crew compartment. Finally, the two refrigerants enter the gas-liquid separator 950 at the same time. The gas-liquid separator 950 separates the refrigerant into gas and liquid. Finally, the refrigerant in the gas-liquid separator 950 returns to the compressor 100 through the air inlet 120 to complete the battery and crew compartment refrigeration cycle.

[0204] In addition, after the refrigerant is discharged by the refrigerant pump 700, it is throttled by the first throttle valve 960 and enters the first heat exchanger 500 to dissipate heat on the electric drive module, thereby achieving the purpose of cooling the electric drive module. After heat exchange, the refrigerant flows into the condenser 311 through the third control valve 430 for heat dissipation. After heat dissipation, the refrigerant returns to the liquid storage tank 800, completing the refrigeration cycle of the electric drive module.

[0205] Example 11

[0206] The second cooling mode of the thermal management system 1000, which operates on the battery, crew compartment, and electric drive modules, is activated when all three modules require cooling, but the cooling demand of the battery and electric drive modules is relatively small. Figure 1 and Figure 12 As shown, the first control valve 410, the fourth throttle valve 990, the fifth throttle valve 991, the third throttle valve 980, the second throttle valve 970, the first throttle valve 960, the third control valve 430, the seventh control valve 450, the fourth control valve 440, and the ninth control valve 490 are opened, while the remaining valves are closed.

[0207] The specific heat exchange process of the refrigerant in the second refrigeration mode of the battery, crew cabin and electric drive module can be understood in conjunction with Embodiment 7 and Embodiment 1, and will not be elaborated here.

[0208] Example 12

[0209] The third cooling mode of the thermal management system 1000, which operates on the battery, passenger compartment, and electric drive modules, is activated when all three modules require cooling, and the cooling capacity demand is significant, such as during high-temperature high-speed driving, boost-current dual-phase charging, and boost-voltage dual-phase charging. Figure 1 and Figure 13As shown, the first control valve 410, the second control valve 420, the fourth throttle valve 990, the fifth throttle valve 991, the third throttle valve 980, the second throttle valve 970, the check valve 610, the first throttle valve 960, the seventh control valve 450, the fourth control valve 440, the fifth control valve 470, and the ninth control valve 490 are opened, while the remaining valves are closed.

[0210] In the third cooling mode path of the battery, passenger compartment, and electric drive module mentioned above, the refrigerant is compressed into high-temperature and high-pressure refrigerant by compressor 100. The high-temperature and high-pressure refrigerant is split into two paths from the exhaust port 110 of compressor 100 via the first control valve 410. One path flows into the first heat exchanger 312 and releases heat to the outside of the passenger compartment through the first heat exchanger 312 to reduce the temperature of the refrigerant. The other path enters the condenser 311 via the second control valve 420 and releases heat to the outside of the passenger compartment through the condenser 311 to reduce the temperature of the refrigerant. Subsequently, the two refrigerant paths merge and are split into three paths again. One path is throttled by the first throttling valve 960 and flows into the first heat exchanger 500 to dissipate heat from the electric drive module. One path of refrigerant cools the electric drive module. Another path, after being throttled by the third throttle valve 980, flows into the second heat exchanger 900 to exchange heat with the battery, thus cooling the battery. Yet another path, after being throttled by the fourth throttle valve 990, enters the second heat exchanger 920. The cooler refrigerant in the second heat exchanger 920 exchanges heat with the air in the passenger compartment, thus cooling the passenger compartment. Subsequently, the three refrigerant paths converge and flow into the gas-liquid separator 950, where the refrigerant undergoes gas-liquid separation. Finally, the refrigerant in the gas-liquid separator 950 returns to the compressor 100 through the air inlet 120, completing the third refrigeration cycle for the battery, passenger compartment, and electric drive module.

[0211] Example 13

[0212] The battery heating mode of the thermal management system 1000 operates when the battery temperature reaches the heating activation trigger point but the passenger compartment has no heating requirement, such as low-temperature single-charge mode. Figure 1 and Figure 14 As shown, the sixth control valve 460, the second throttle valve 970, the third throttle valve 980, the seventh control valve 450, the first throttle valve 960, and the eighth control valve 480 are opened, while the remaining valves are closed.

[0213] At this time, the battery heating mode path is: compressor 100 → sixth control valve 460 → second throttle valve 970 → second heat exchanger 900 → third throttle valve 980 → seventh control valve 450 → first throttle valve 960 → first heat exchanger 500 → eighth control valve 480 → gas-liquid separator 950 → compressor 100.

[0214] In the above-mentioned battery heating mode path, the refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 100. The high-temperature and high-pressure refrigerant flows from the exhaust port 110 of the compressor 100 into the third heat exchange branch 220 through the sixth control valve 460 to achieve the purpose of heating the second heat exchange component. Subsequently, the refrigerant is throttled by the third throttle valve 980 and then flows through the seventh control valve 450 and the first throttle valve 960 before flowing into the first heat exchange component 500. The first heat exchange component 500 exchanges heat with the electric drive module to achieve waste heat recovery. After waste heat recovery, the refrigerant flows into the gas-liquid separator 950 through the eighth control valve 480. The gas-liquid separator 950 separates the refrigerant into gas and liquid. Finally, the refrigerant in the gas-liquid separator 950 returns to the compressor 100 through the air inlet 120, completing the battery heating mode cycle.

[0215] Example 14

[0216] The first mode of the crew cabin heating and dehumidification system of the thermal management system 1000 is only activated when the crew cabin temperature is low and there is a small demand for heating, such as during low-temperature driving. Figure 1 and Figure 15 As shown, the sixth control valve 460, the fifth control valve 470, the fifth throttle valve 991, the fourth throttle valve 990, the seventh control valve 450, the first throttle valve 960, and the eighth control valve 480 are opened, while the remaining valves are closed.

[0217] At this time, the first mode path for heating and dehumidifying the crew cabin is: compressor 100 → sixth control valve 460 → fifth control valve 470 → third heat exchanger 930 → fifth throttle valve 991 → second heat exchanger 920 → fourth throttle valve 990 → seventh control valve 450 → first throttle valve 960 → first heat exchanger 500 → eighth control valve 480 → gas-liquid separator 950 → compressor 100.

[0218] In the aforementioned first mode of heating and dehumidifying the passenger compartment, the refrigerant is compressed into a high-temperature, high-pressure refrigerant by the compressor 100. After being discharged from the exhaust port 110 of the compressor 100, the high-temperature, high-pressure refrigerant enters the third heat exchanger 930 through the sixth control valve 460 and the fifth control valve 470. The higher-temperature refrigerant in the third heat exchanger 930 exchanges heat with the air in the passenger compartment, achieving the effect of heating the passenger compartment. After heat exchange, the refrigerant enters the second heat exchanger 920 through the fifth throttle valve 991, where the lower-temperature refrigerant... The refrigerant exchanges heat with the air in the passenger compartment to achieve dehumidification. Then, the refrigerant flows sequentially through the seventh control valve 450 and the first throttling valve 960 before flowing into the first heat exchanger 500. The first heat exchanger 500 exchanges heat with the electric drive module to achieve waste heat recovery. After waste heat recovery, the refrigerant flows into the gas-liquid separator 950 through the eighth control valve 480. The gas-liquid separator 950 separates the refrigerant into gas and liquid. Finally, the refrigerant in the gas-liquid separator 950 returns to the compressor 100 through the air inlet 120, completing the passenger compartment heating and dehumidification cycle.

[0219] Example 15

[0220] The second mode of heating and dehumidification in the crew cabin of the thermal management system 1000 is in operation, such as... Figure 16 As shown, unlike Example 14, in the second mode of heating and dehumidifying the crew cabin, the PTC electric heater 940 is turned on to provide auxiliary heating for the crew cabin.

[0221] Example 16

[0222] The first mode of the thermal management system 1000 for heating the battery and passenger compartment is activated when both the battery and passenger compartment have heating needs, but the passenger compartment's need is lower, such as during low-temperature single-charge operation. Figure 1 and Figure 17 As shown, the sixth control valve 460, the second throttle valve 970, the third throttle valve 980, the fifth control valve 470, the fifth throttle valve 991, the fourth throttle valve 990, the seventh control valve 450, the first throttle valve 960, and the eighth control valve 480 are opened, while the remaining valves are closed.

[0223] In the first mode of battery and passenger compartment heating described above, the refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 100. The high-temperature and high-pressure refrigerant flows from the exhaust port 110 of the compressor 100 to the sixth control valve 460. The refrigerant discharged from the sixth control valve 460 is divided into two paths. One path flows into the third heat exchange branch 220 to exchange heat with the battery, achieving the purpose of heating the battery. The other path flows into the first heat exchange branch 230 to exchange heat with the passenger compartment, achieving the purpose of heating the passenger compartment. Subsequently, the two refrigerant paths merge and flow sequentially through the seventh control valve 450 and the first throttling valve 960 before flowing into the first heat exchange component 500. The first heat exchange component 500 exchanges heat with the electric drive module to achieve waste heat recovery. After waste heat recovery, the refrigerant flows into the gas-liquid separator 950 through the eighth control valve 480. The gas-liquid separator 950 separates the refrigerant into gas and liquid. Finally, the refrigerant in the gas-liquid separator 950 returns to the compressor 100 through the air inlet 120, completing the first mode cycle of battery and passenger compartment heating.

[0224] Example 17

[0225] The second mode of the thermal management system 1000 for heating the battery and passenger compartment operates when both the battery and passenger compartment have heating needs, with the passenger compartment demanding more heat. Figure 1 and Figure 18 As shown, unlike Embodiment 16, in the second mode of battery and passenger compartment heating, the PTC electric heater 940 is turned on to provide auxiliary heating for the passenger compartment.

[0226] Example 18

[0227] The thermal management system 1000 operates in both passenger compartment heating and battery cooling modes. It activates when both the passenger compartment and battery require heating, such as during low-temperature high-speed driving. Figure 1 , Figure 3 and Figure 19 As shown, the PTC electric heater 940 heats the crew compartment, turns on the refrigerant pump 700 and controls the seventh control valve 450, the third throttle valve 980, the second throttle valve 970, the fourth control valve 440 and the third control valve 430 to open, while the other valves are closed.

[0228] The specific heat exchange process of the refrigerant in the crew cabin heating and battery cooling modes can be understood in conjunction with Example 2, and will not be elaborated here.

[0229] The vehicle according to an embodiment of the present invention is described below.

[0230] A vehicle according to an embodiment of the present invention includes: a thermal management system 1000.

[0231] Among them, the thermal management system 1000 is the aforementioned thermal management system 1000, and the specific structure of the thermal management system 1000 will not be described in detail here.

[0232] As can be seen from the above structure, the vehicle of this utility model embodiment, by adopting the aforementioned thermal management system 1000, ensures vehicle comfort, extends vehicle service life, and improves vehicle safety.

[0233] It should be noted that the vehicle in this application can be a pure electric vehicle or a hybrid vehicle.

[0234] 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.

[0235] The specific structures of the thermal management system 1000 according to the present invention and other components of a vehicle having the same, such as the compressor 100 and the second heat exchanger 920, are known to those skilled in the art and will not be described in detail here.

[0236] In this specification, the terms "embodiment," "example," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0237] 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 in that, include: An air conditioning subsystem (300) includes a compressor (100) and a first heat exchanger (312). The compressor (100) has an air inlet (120) and an exhaust outlet (110). The first heat exchanger (312) is connected to the air inlet (120) and the exhaust outlet (110). A fluorine pump subsystem (310) includes a condenser (311) connected to the inlet (120) and the outlet (110), and the condenser (311) is adapted to be connected in parallel with the first heat exchanger (312).

2. The thermal management system according to claim 1, characterized in that, It also includes a control component (400) for controlling at least one of the condenser (311) and the first heat exchanger (312) to communicate with the exhaust port (110).

3. The thermal management system according to claim 2, characterized in that, The control assembly (400) includes a first control valve (410) and a second control valve (420). The first control valve (410) is located between the exhaust port (110) and the first heat exchanger (312) to control the on / off state of the exhaust port (110) and the first heat exchanger (312). One end of the second control valve (420) is connected to the condenser (311), and the other end of the second control valve (420) is connected to the exhaust port (110). The second control valve (420) is used to control the on / off state of the condenser (311) and the exhaust port (110).

4. The thermal management system according to claim 3, characterized in that, The other end of the second control valve (420) is connected between the first control valve (410) and the first heat exchanger (312).

5. The thermal management system according to claim 1, characterized in that, The air conditioning subsystem (300) further includes a first heat exchange branch (230) for adjusting the temperature of the passenger compartment. The first end of the first heat exchanger (312) is connected to the exhaust port (110), the second end of the first heat exchanger (312) is connected to the first heat exchange branch (230), and the first end of the first heat exchange branch (230) is connected to the air inlet (120). The first end of the condenser (311) is connected to the first end of the first heat exchanger (312), and the second end of the condenser (311) is connected between the second end of the first heat exchanger (312) and the first heat exchange branch (230).

6. The thermal management system according to any one of claims 1-5, characterized in that, The fluorine pump subsystem (310) is used to dissipate heat from the electric drive module, battery, or components.

7. The thermal management system according to claim 6, characterized in that, The fluorine pump subsystem (310) includes a fluorine pump (700) and a second heat exchange branch (210), the second heat exchange branch (210) being adapted to exchange heat with the electric drive module, and the fluorine pump (700), the second heat exchange branch (210) and the condenser (311) being connected in series.

8. The thermal management system according to claim 7, characterized in that, The fluorine pump subsystem (310) further includes a parallel branch (600), one end of which is connected to the condenser (311) and the other end of which is connected to the second heat exchange branch (210). The parallel branch (600) is connected in parallel with the fluorine pump (700).

9. The thermal management system according to claim 8, characterized in that, The thermal management system has a first cooling mode and a second cooling mode. In the first cooling mode, the refrigerant pump (700) is connected to the condenser (311) and the second heat exchange branch (210). In the second cooling mode, the parallel branch (600) is connected to the condenser (311) and the second heat exchange branch (210).

10. The thermal management system according to claim 7, characterized in that, A liquid storage tank (800) is provided between the inlet of the condenser (311) and the inlet of the fluorine pump (700).

11. The thermal management system according to any one of claims 1-10, characterized in that, It also includes a third heat exchange branch (220) adapted to exchange heat with the battery, the third heat exchange branch (220) being connected to the air conditioning subsystem (300) and the refrigerant pump subsystem (310).

12. The thermal management system according to claim 11, characterized in that, The fluorine pump subsystem (310) includes a second heat exchange branch (210) adapted to exchange heat with the electric drive module; The air conditioning subsystem (300) also includes a first heat exchange branch (230) for adjusting the temperature of the passenger compartment, the first end of the first heat exchanger (312) being connected to the exhaust port (110), and the first end of the first heat exchange branch (230) being connected to the air inlet (120). The thermal management system further includes a connecting channel (910), the first end of which is connected to the first end of the first heat exchanger (312), and the second end of which is connected to the first end of the first heat exchange branch (230). The condenser (311), the second heat exchange branch (210) and the third heat exchange branch (220) are respectively connected to the connecting flow channel (910); The connecting channel (910) is connected in series with a second control valve (420) to a fifth control valve (470). One end of the second control valve (420) is connected to the condenser (311), and the other end of the second control valve (420) is connected to the first end of the first heat exchanger (312). The second control valve (420) is used to control the opening and closing of the condenser (311) and the exhaust port (110). One end of the third control valve (430) is connected to the first end of the condenser (311), and the other end of the third control valve (430) is connected to the first end of the second heat exchange branch (210). The third control valve (430) is used to control the opening and closing of the first end of the condenser (311) and the first end of the second heat exchange branch (210). One end of the fourth control valve (440) is connected to the first end of the second heat exchange branch (210), and the other end of the fourth control valve (440) is connected to the first end of the third heat exchange branch (220). The fourth control valve (440) is used to control the opening and closing of the first end of the second heat exchange branch (210) and the first end of the third heat exchange branch (220). One end of the fifth control valve (470) is connected to the first end of the third heat exchange branch (220), and the other end of the fifth control valve (470) is connected between the first end of the first heat exchange branch (230) and the air inlet (120). The fifth control valve (470) is used to control the opening and closing of the first end of the third heat exchange branch (220) and the air inlet (120).

13. The thermal management system according to claim 11 or 12, characterized in that, The thermal management system has a third cooling mode and a fourth cooling mode. In the third cooling mode, the third heat exchange branch (220) is connected to the refrigerant pump subsystem (310); in the fourth cooling mode, the third heat exchange branch (220) is connected to the air conditioning subsystem (300).

14. The thermal management system according to claim 12, characterized in that, The first heat exchange branch (230) is provided with a second heat exchanger (920) and a third heat exchanger (930) connected in series.

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

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