A vehicle thermal management system

Abstract

The utility model provides a kind of vehicle thermal management system belongs to automobile thermal management technical field, including refrigerant circuit and cooling liquid circuit, refrigerant circuit is provided with first condenser and first evaporator, first condenser is used to heat release to passenger cabin inside.Cooling liquid circuit includes valve group and multiple passages, and passage is connected by valve group to make at least two passages intercommunication as circuit. Among them, passage includes: first passage, second passage and third passage, first passage passes through drive battery, and first passage is provided with heater. Second passage passes through first evaporator. Third passage passes through electric drive. The utility model cancels the heat exchanger and water pump in passenger cabin, is favorable to simplify vehicle thermal management system, reduce vehicle thermal management system cost, improve product competitiveness.

Description

Technical Field

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

[0002] The effectiveness of vehicle thermal management is a key factor affecting the overall driving range of a vehicle. The thermal management system is a crucial component of the entire vehicle, especially new energy vehicles. It primarily regulates heat circulation in the electric motor, battery control system, and passenger compartment of new energy vehicles, ensuring that drive components such as the motor, battery packs, and passenger compartment operate at suitable temperatures and effectively utilizing vehicle heat to improve driving range. Vehicle thermal management systems typically include refrigerant and coolant circuits, forming various modules such as electric drive cooling, battery temperature control, and air conditioning. Their complexity is significantly increased compared to traditional vehicles. In related technologies, automotive air conditioning modules often employ heat pumps, which frequently suffer from a large number of components, system complexity, and high cost, reducing product competitiveness. Utility Model Content

[0003] In view of the shortcomings of the prior art described above, the purpose of this utility model is to provide a vehicle thermal management system to solve the problems of complexity and high cost of the existing vehicle thermal management system.

[0004] To achieve the above and other related objectives, this utility model provides a vehicle thermal management system, including a refrigerant circuit and a coolant circuit. The refrigerant circuit is provided with a first condenser and a first evaporator, and the first condenser is used to release heat to the passenger compartment.

[0005] The coolant circuit includes a valve assembly and multiple passages, which are connected by the valve assembly to make at least two passages interconnected to form a circuit;

[0006] The pathway includes:

[0007] A first passage, the first passage passing through a driving battery, and a heater is provided on the first passage;

[0008] The second passage passes through the first evaporator;

[0009] The third path is electrically driven.

[0010] Optionally, a three-way regulating valve is provided on the first passage, the inlet of the first passage is connected to the inlet of the three-way regulating valve, the first outlet of the three-way regulating valve is connected to the inlet of the heater, the second outlet of the three-way regulating valve is connected to the inlet of the drive battery, the outlet of the drive battery is connected to the inlet of the heater, and the outlet of the heater is connected to the outlet of the first passage.

[0011] Optionally, a three-way regulating valve is provided on the first passage, the inlet of the first passage is connected to the inlet of the heater, the outlet of the heater is connected to the inlet of the three-way regulating valve, the first outlet of the three-way regulating valve is connected to the outlet of the first passage, the second outlet of the three-way regulating valve is connected to the inlet of the driving battery, and the outlet of the driving battery is connected to the outlet of the first passage.

[0012] Optionally, the valve assembly includes a multi-way valve, with the inlet and outlet of each passage connected to a respective valve port of the multi-way valve.

[0013] Optionally, the refrigerant circuit is provided with a second condenser for releasing heat to the outside of the vehicle, and the refrigerant circuit releases heat through the first condenser or the first condenser and the second condenser.

[0014] Optionally, the second condenser is connected in series with the first condenser after the first condenser, and a first shut-off valve is connected in series between the first condenser and the second condenser. A first bypass branch is provided on the refrigerant circuit in parallel with the first shut-off valve and the second condenser, and a second shut-off valve is provided on the first bypass branch.

[0015] Optionally, the refrigerant circuit is provided with a second evaporator for absorbing heat from the passenger compartment. The second evaporator is connected in parallel with the first evaporator, and the refrigerant circuit absorbs heat through the first evaporator and / or the second evaporator.

[0016] Optionally, when the drive battery is heated, the inlet of the first passage is connected to the outlet of the first passage, and the coolant circulates through the heater and the drive battery to heat the drive battery.

[0017] Optionally, the refrigerant circuit includes a second bypass branch connected in parallel with the first evaporator, and the second evaporator is disposed on the second bypass branch.

[0018] Optionally, an external environment heat exchanger is provided on the third passage, and the external environment heat exchanger is connected in series with the electric drive.

[0019] Optionally, the third passage includes a main section and two branch sections. The electric drive is installed on the main section, and the external environment heat exchanger is installed on one of the branch sections. One end of the main section is the outlet of the third passage, and one end of each of the two branch sections is connected to the other end of the main section. The ends of the two branch sections that are not connected to the main section are the inlets of the third passage.

[0020] Optionally, the branch section equipped with the external environment heat exchanger is designated as the first branch section, and the other branch section is designated as the second branch section.

[0021] Optionally, when recovering heat from the electric drive to supply heat to the crew compartment, the refrigerant circuit operates, the inlet of the second passage is connected to the outlet of the third passage, and the outlet of the second passage is connected to the inlet of the third passage. The coolant circulates through the electric drive and the first evaporator to recover heat from the electric drive and transfer the heat from the electric drive to the refrigerant circuit. The refrigerant in the refrigerant circuit is compressed and condensed in the first condenser to transfer heat to the crew compartment.

[0022] Optionally, when the heater is operating to supply heat to the crew compartment, the refrigerant circuit is operating, with the inlet of the first passage connected to the outlet of the second passage, and the outlet of the first passage connected to the inlet of the second passage. Coolant circulates through the heater and the first evaporator to transfer the heat generated by the heater to the refrigerant circuit. The refrigerant in the refrigerant circuit is compressed and condensed in the first condenser to transfer the heat to the crew compartment.

[0023] Optionally, when the heater operates to heat the drive battery, the inlet of the first passage is connected to the outlet of the first passage, and the coolant circulates through the heater and the drive battery to heat the drive battery.

[0024] Optionally, when the passenger compartment is being cooled, the refrigerant circuit operates, in which the refrigerant circulates through the second condenser and the second evaporator to discharge the heat of the refrigerant outside the passenger compartment through the second condenser and to absorb heat and cool the passenger compartment through the second evaporator.

[0025] Optionally, when using electric drive for heat storage or heat dissipation, the inlet of the third passage is connected to the outlet of the third passage.

[0026] Optionally, the branch section equipped with the external environment heat exchanger is designated as the first branch section, and the other branch section is designated as the second branch section.

[0027] Optionally, during electric drive heat storage, the inlet of the second branch is connected to the outlet of the third passage, and the coolant in the third passage circulates through the electric drive to absorb the heat of the electric drive and store the heat in the coolant.

[0028] Optionally, during electric drive cooling, the inlet of the first branch section is connected to the outlet of the third passage, and the coolant in the third passage circulates through the electric drive to absorb the heat of the electric drive and dissipate the heat to the outside environment through the external environment heat exchanger.

[0029] Optionally, when adding coolant, the outlet of the first passage is connected to the inlet of the second passage, the outlet of the second passage is connected to the inlet of the third passage, and the outlet of the third passage is connected to the inlet of the first passage. The coolant circulates through the first passage, the second passage, and the third passage in the coolant circuit to inject coolant into the coolant circuit.

[0030] Optionally, when recovering electric drive heat to heat the drive battery, the outlet of the first passage is connected to the inlet of the second passage, the outlet of the second passage is connected to the inlet of the third passage, and the outlet of the third passage is connected to the inlet of the first passage. Coolant circulates through the electric drive and the drive battery in the coolant circuit to transfer electric drive heat to the drive battery.

[0031] Optionally, when the drive battery is cooled, the outlet of the first passage is connected to the inlet of the second passage, and the outlet of the second passage is connected to the inlet of the first passage. The refrigerant circuit operates, and the coolant in the coolant circuit circulates through the drive battery and the first evaporator to transfer heat from the drive battery to the refrigerant circuit. When the passenger compartment needs heating, the refrigerant in the refrigerant circuit condenses in the first condenser to recover heat from the drive battery and heat the passenger compartment. When the passenger compartment does not need heating, the refrigerant in the refrigerant circuit condenses in the second condenser to transfer heat from the drive battery to the outside of the vehicle.

[0032] As described above, the vehicle thermal management system of this utility model has the following beneficial effects: Since a first condenser is installed in the refrigerant circuit, the first passage passes through the drive battery, and a heater is installed in the first passage of the coolant circuit, the coolant circuit can heat the drive battery through the heater, thereby regulating the drive battery's temperature. The refrigerant circuit uses the first condenser instead of a liquid-cooled condenser to release heat into the passenger compartment, thus heating the passenger compartment and reducing the need for secondary heat exchange structures, thereby improving system efficiency. Compared to installing a heat exchanger in the passenger compartment within the coolant circuit, this utility model eliminates the need for both the passenger compartment heat exchanger and the water pump, which simplifies the vehicle thermal management system, reduces its cost, and enhances product competitiveness. Attached Figure Description

[0033] Figure 1 This is one of the structural schematic diagrams of the vehicle thermal management system in this utility model embodiment;

[0034] Figure 2 This is a second schematic diagram of the vehicle thermal management system in this embodiment of the present utility model;

[0035] Figure 3This is the third structural schematic diagram of the vehicle thermal management system in this utility model embodiment;

[0036] Figure 4 This is a fourth schematic diagram of the vehicle thermal management system in this utility model embodiment;

[0037] Figure 5 This is one of the connection diagrams of the vehicle thermal management system in this utility model embodiment;

[0038] Figure 6 This is a second schematic diagram of the connection of the vehicle thermal management system in this embodiment of the present invention;

[0039] Figure 7 This is the third connection diagram of the vehicle thermal management system in this utility model embodiment;

[0040] Figure 8 This is a fourth schematic diagram of the vehicle thermal management system in an embodiment of the present invention;

[0041] Figure 9 This is the fifth connection diagram of the vehicle thermal management system in this utility model embodiment;

[0042] Figure 10 This is the sixth schematic diagram of the vehicle thermal management system in this embodiment of the present invention;

[0043] Figure 11 This is diagram seven of the connectivity diagrams of the vehicle thermal management system in this embodiment of the present invention.

[0044] Explanation of reference numerals in the attached diagram: Compressor 1, First condenser 2, Second condenser 3, Receiver dryer 4, First evaporator 5, Second evaporator 6, Drive battery 7, Heater 8, External environment heat exchanger 9, Expansion tank 10, Electric drive 11, Multi-way valve 12, Shut-off valve 13, Check valve 14, Expansion valve 15, Temperature sensor 16, Water pump 17, Temperature and pressure sensor 18, Three-way regulating valve 19, Flow branch 20, First bypass branch 21, Branch section 22, Main section 23, Second bypass branch 24, First valve port A, Second valve port B, Third valve port C, Fourth valve port D, Fifth valve port E, Sixth valve port F, Seventh valve port G. Detailed Implementation

[0045] The following specific embodiments illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification.

[0046] It should be understood that the structures, proportions, sizes, etc., illustrated in the accompanying drawings of this specification are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to size, without affecting the effects and objectives of this utility model, should still fall within the scope of the technical content disclosed in this utility model. Furthermore, the terms such as "upper," "lower," "left," "right," "middle," and "one" used in this specification are merely for clarity of description and are not intended to limit the scope of implementation of this utility model. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of implementation of this utility model.

[0047] Please see Figures 1 to 11 This embodiment provides a vehicle thermal management system, including a refrigerant circuit and a coolant circuit. A first condenser 2 and a first evaporator 5 are provided on the refrigerant circuit. The first condenser 2 is used to release heat into the passenger compartment. In this embodiment, the first condenser 2 can be located inside the passenger compartment, for example, at the air conditioning vent, to heat the air outlet and thus heat the air inside the passenger compartment.

[0048] The coolant circuit includes a valve assembly and multiple passages, which are connected by the valve assembly to form a loop by connecting at least two passages.

[0049] The passage includes a first passage, a second passage, and a third passage. The first passage passes through the drive battery 7 and is equipped with a heater 8. The second passage passes through the first evaporator 5, and the third passage passes through the electric drive 11. The electric drive 11 is an electric motor used to drive the vehicle.

[0050] In this embodiment, a first condenser 2 is provided in the refrigerant circuit, the first passage passes through the drive battery 7, and a heater 8 is provided in the first passage of the coolant circuit. Therefore, the coolant circuit can heat the drive battery 7 through the heater 8 to regulate its temperature. The refrigerant circuit uses the first condenser 2 instead of a liquid-cooled condenser to release heat into the passenger compartment, thereby heating the passenger compartment. This reduces the need for secondary heat exchange structures and improves system efficiency. Compared to setting a heat exchanger in the passenger compartment within the coolant circuit, this invention reduces the need for a heat exchanger and water pump in the passenger compartment, which simplifies the vehicle thermal management system, reduces its cost, and enhances product competitiveness.

[0051] like Figure 1 and Figures 5 to 11As shown, in some optional embodiments, a three-way regulating valve 19 is provided on the first passage. The inlet of the first passage is connected to the inlet a of the three-way regulating valve 19, the first outlet b of the three-way regulating valve 19 is connected to the inlet of the heater 8, the second outlet c of the three-way regulating valve 19 is connected to the inlet of the drive battery 7, the outlet of the drive battery 7 is connected to the inlet of the heater 8, and the outlet of the heater 8 is connected to the outlet of the first passage.

[0052] After being heated by heater 8, the coolant temperature is relatively high, typically above 70°C, making it difficult to directly heat the drive battery 7. In this embodiment, in the flow direction of the coolant in the first passage, heater 8 is positioned after the drive battery 7. That is, the coolant flowing through the drive battery 7 flows into heater 8. After being heated by heater 8, the coolant can mix with the coolant in other passages of the coolant circuit to achieve cooling, thus making it suitable for heating the drive battery 7.

[0053] In this embodiment, a three-way regulating valve 19 is provided on the first passage. The three-way regulating valve 19 can adjust the amount of heated coolant flowing through the drive battery 7 via the second outlet c in the first passage, thereby adjusting the flow rate of hot water entering the battery circuit and thus adjusting the heating effect on the drive battery 7 so that the drive battery 7 is at a suitable operating temperature.

[0054] like Figures 2-4 As shown, in some alternative embodiments, a three-way regulating valve 19 is provided on the first passage. The inlet of the first passage is connected to the inlet of the heater 8, the outlet of the heater 8 is connected to the inlet a of the three-way regulating valve 19, the first outlet b of the three-way regulating valve 19 is connected to the outlet of the first passage, the second outlet c of the three-way regulating valve 19 is connected to the inlet of the drive battery 7, and the outlet of the drive battery 7 is connected to the outlet of the first passage.

[0055] In the flow direction of the coolant in the first passage, the heater 8 is positioned before the drive battery 7, meaning that the coolant heated by the heater 8 can directly flow through the drive battery 7, thereby heating the drive battery 7. The direct flow of the coolant heated by the heater 8 through the drive battery 7 results in a relatively short coolant flow path, enabling timely heating of the drive battery 7, which is beneficial for improving the heating response of the drive battery 7 and reducing heat loss.

[0056] In this embodiment, all three-way regulating valves 19 can be proportional three-way valves. The proportional three-way valve can proportionally adjust the outflow ratio of coolant between the first outlet b and the second outlet c, thereby improving the control accuracy of the coolant temperature flowing through the drive battery 7.

[0057] In this embodiment, a second condenser 3 is provided on the refrigerant circuit for releasing heat to the outside of the vehicle. The refrigerant circuit can release heat through the first condenser 2 to concentrate heat in the passenger compartment. The refrigerant circuit can also release heat through both the first condenser 2 and the second condenser 3 simultaneously to improve the heat release efficiency of the refrigerant circuit.

[0058] like Figure 1 As shown, in some optional embodiments, the second condenser 3 is connected in series with the first condenser 2 after the first condenser 2, and a first shut-off valve is connected in series between the first condenser 2 and the second condenser 3 in the refrigerant circuit. A first bypass branch 21 is provided in the refrigerant circuit. The first bypass branch 21 is connected in parallel with the first shut-off valve and the second condenser 3, and a second shut-off valve is provided on the first bypass branch 21.

[0059] Specifically, the refrigerant return system includes a flow branch 20 and a first bypass branch 21, which are connected in parallel after the first condenser 2. The second condenser 3 is located on the flow branch 20. Each of the flow branch 20 and the first bypass branch 21 is equipped with a shut-off valve 13; the shut-off valve 13 on the flow branch 20 is the first shut-off valve, and the shut-off valve 13 on the first bypass branch 21 is the second shut-off valve. A one-way valve 14 is also provided on the flow branch 20 to prevent refrigerant backflow.

[0060] When the first condenser 2 and the second condenser 3 operate simultaneously, the first shut-off valve is open and the second shut-off valve is closed. The refrigerant flowing from the compressor 1 flows through the first condenser 2 and then through the second condenser 3, improving the condensation effect. When the first condenser 2 operates alone, the first shut-off valve is closed and the second shut-off valve is open. The refrigerant flowing from the compressor 1 flows only through the first condenser 2, which helps reduce the flow resistance of the refrigerant and reduce system energy consumption.

[0061] like Figure 1 As shown, in some embodiments, a second evaporator 6 is provided on the refrigerant circuit for absorbing heat from the passenger compartment. The second evaporator 6 is connected in parallel with the first evaporator 5. The refrigerant circuit can absorb heat from the coolant circuit through the first evaporator 5, or it can absorb heat through the second evaporator 6 to cool the passenger compartment. Alternatively, heat can be absorbed through both the first evaporator 5 and the second evaporator 6 simultaneously to improve heat absorption efficiency.

[0062] Specifically, in this embodiment, the refrigerant circuit includes a second bypass branch 24 connected in parallel with the first evaporator 5, and the second evaporator 6 is disposed on the second bypass branch 24.

[0063] In this embodiment, as Figure 1 As shown, an external environment heat exchanger 9 is installed on the third passage, and the external environment heat exchanger 9 is connected in series with the electric drive 11.

[0064] Specifically, in this embodiment, the third passage includes a main section 23 and two branch sections 22. The main section 23 is connected to the electric drive 11, and the external environment heat exchanger 9 is mounted on one of the branch sections 22. One end of the main section 23 is the outlet of the third passage, and one end of each of the two branch sections is connected to the other end of the main section 23. The ends of the two branch sections 22 that are not connected to the main section 23 are the inlets of the third passage. The coolant entering the third passage can flow into the main section 23 after passing through the external environment heat exchanger 9, or it can directly enter the main section 23. The coolant passing through the external environment heat exchanger 9 can exchange heat with the external environment, thereby causing the coolant flowing through the external environment heat exchanger 9 to heat up or release heat.

[0065] like Figures 1 to 11 As shown, in this embodiment, the valve assembly includes a multi-way valve 12, with the inlet and outlet of each passage connected to each valve port of the multi-way valve 12. Specifically, in this embodiment, the multi-way valve 12 is a seven-way valve, having a first valve port A, a second valve port B, a third valve port C, a fourth valve port D, a fifth valve port E, a sixth valve port F, and a seventh valve port G. The first valve port A is connected to the inlet of the first passage, the second valve port B is connected to the outlet of the first passage, the third valve port C is connected to the inlet of the second passage, the fourth valve port D is connected to the outlet of the second passage, the fifth valve port E is connected to the inlet of the third passage, the sixth valve port F is connected to another inlet of the third passage, and the seventh valve port G is connected to the outlet of the third passage.

[0066] like Figures 1 to 11 As shown, a compressor 1 is also provided in the refrigeration circuit. The compressor 1 is located before the condenser, and the refrigerant compressed by the compressor 1 flows into the condenser. In this embodiment, temperature and pressure sensors 18 are provided at both the inlet and outlet of the compressor 1 to monitor the temperature and pressure of the refrigerant at the inlet and outlet of the compressor 1. Expansion valves 15 are provided before the outlets of the first evaporator 5 and the second evaporator 6. The expansion valves 15 can regulate the refrigerant flow rate and throttle and reduce the pressure of the refrigerant. A one-way valve 14 and a temperature sensor 16 are provided on the second bypass branch 24 after the second evaporator 6. The temperature sensor 16 is used to monitor the temperature of the refrigerant flowing through the second evaporator 6, and the one-way valve 14 prevents refrigerant backflow.

[0067] A water pump 17 is installed before the heater 8 in the first passage to drive coolant into the heater 8 and circulate it in the first passage. Temperature sensors 16 are installed at the inlet and outlet of the drive battery 7 in the first passage to monitor the temperature of the coolant flowing into and out of the drive battery 7. A temperature sensor 16 is installed after the first evaporator 5 in the second passage to monitor the temperature of the coolant flowing through the first evaporator 5. An expansion tank 10 is installed on the main branch of the third passage. The expansion tank 10 can hold excess coolant in the third passage and can replenish coolant when it is insufficient. Gas generated in the third passage can be discharged through the expansion tank 10, which helps to avoid air blockage. A water pump 17 is installed between the expansion tank 10 and the electric drive 11 to drive the flow of coolant in the third passage. Temperature sensors 16 are installed at the inlet and outlet of the electric drive 11 to monitor the temperature of the coolant at the inlet and outlet of the electric drive 11.

[0068] like Figure 1 , Figure 2 as well as Figures 5 to 11 As shown, in some specific optional embodiments, a liquid receiver dryer 4 is provided between the condenser and the evaporator in the refrigerant circuit. The liquid receiver dryer 4 is used to store and supply refrigerant to the cold refrigeration circuit.

[0069] like Figure 3 , Figure 4 As shown, in some other specific optional embodiments, instead of a liquid receiver-drier 4, a gas-liquid separator is installed in the refrigeration circuit. The gas-liquid separator is located between the compressor 1 inlet and the evaporator outlet. This separator effectively separates the liquid refrigerant in the refrigeration circuit, ensuring that only gaseous refrigerant enters the compressor 1, thus helping to avoid liquid slugging. After the gas-liquid separator separates the liquid refrigerant, the gaseous refrigerant entering the compressor 1 is purer, which helps to reduce the load on the compressor 1 and improve refrigeration efficiency.

[0070] In this embodiment, the condenser in the refrigeration circuit includes a first condenser 2 and a second condenser 3, and the evaporator includes a first evaporator 5 and a second evaporator 6. In other alternative embodiments, such as Figure 4 As shown, a second condenser 3 is not installed to reduce the number of components in the thermal management system and lower product costs.

[0071] exist Figures 5 to 11 In the diagram, the solid arrow indicates the flow direction of the heat exchange medium in the coolant circuit or refrigerant circuit. The heat exchange medium in the coolant circuit is coolant, and the heat exchange medium in the refrigerant circuit is refrigerant.

[0072] like Figure 5As shown, when recovering heat from the electric drive 11 to supply heat to the crew compartment, the refrigerant circuit operates, with the inlet of the second passage connected to the outlet of the third passage, and the outlet of the second passage connected to the inlet of the third passage. Inside the seven-way valve, the third valve port C is connected to the seventh valve port G, and the fourth valve port D is connected to either the fifth valve port E or the sixth valve port F. The coolant circulates through the electric drive 11 and the first evaporator 5 to recover heat from the electric drive 11 and transfer the heat from the electric drive 11 to the refrigerant circuit. The refrigerant in the refrigerant circuit is compressed and condensed in the first condenser 2 to transfer heat to the crew compartment.

[0073] In another optional embodiment, when the ambient temperature outside the vehicle is higher than the temperature of the coolant after it flows through the first evaporator 5 and releases heat in the second passage, the fourth valve port D and the fifth valve port E are connected. The coolant, after releasing heat in the first evaporator 5, flows sequentially through the ambient heat exchanger 9 and the electric drive 11, absorbing heat from the ambient temperature and the electric drive 11. The cooled coolant returns to the first evaporator 5 and releases heat within it. The refrigerant in the first evaporator 5 evaporates and absorbs heat. The refrigerant then flows to the compressor 1, which operates to compress the refrigerant. The compressed refrigerant condenses and releases heat at the first condenser 2 to heat the passenger compartment. The condensed refrigerant then flows back to the first evaporator 5 to continue absorbing heat from the coolant circuit.

[0074] In another optional embodiment, when the ambient temperature outside the vehicle is not higher than the temperature of the coolant after it flows through the first evaporator 5 and releases heat in the second passage, the fourth valve port D is connected to the sixth valve port F. The coolant that has released heat in the first evaporator 5 flows directly through the electric drive 11, absorbing heat from the electric drive 11. The coolant that has absorbed heat returns to the first evaporator 5, where it releases heat. The refrigerant in the first evaporator 5 evaporates and absorbs heat, and the refrigerant that has absorbed heat flows to the compressor 1. The compressor 1 operates, compressing the refrigerant that has absorbed heat. The compressed refrigerant condenses and releases heat at the first condenser 2 to heat the passenger compartment. The refrigerant that has released heat and condensed flows back to the first evaporator 5 to continue absorbing heat from the coolant circuit.

[0075] like Figure 6 As shown, when heater 8 operates to supply heat to the crew compartment, the refrigerant circuit operates, with the inlet of the first passage connected to the outlet of the second passage, and the outlet of the first passage connected to the inlet of the second passage. Inside the seven-way valve, the first valve port A is connected to the fourth valve port D, and the second valve port B is connected to the third valve port C. Coolant circulates through heater 8 and the first evaporator 5 to transfer the heat generated by heater 8 to the refrigerant circuit. The refrigerant in the refrigerant circuit is compressed and condensed in the first condenser 2 to transfer heat to the crew compartment.

[0076] Specifically, in the first passage, the coolant heated by the heater 8 flows through the first evaporator 5 and releases heat within it. The refrigerant in the first evaporator 5 evaporates and absorbs heat. The refrigerant then flows to the compressor 1, which compresses the refrigerant. The compressed refrigerant condenses and releases heat at the first condenser 2 to heat the passenger compartment. The condensed refrigerant then flows back to the first evaporator 5 to continue absorbing heat from the coolant circuit. The coolant, after releasing heat in the first evaporator 5, returns to the first passage and flows through the three-way regulating valve 19. When the drive battery 7 does not require heat exchange or the heat from the heater 8 is concentrated for passenger compartment heating, all the coolant can flow from the first outlet b of the three-way regulating valve 19 into the heater 8. When the drive battery 7 needs cooling or heating, all the remaining coolant can flow from the second outlet c of the three-way regulating valve 19 through the drive battery 7 and then into the heater 8 to exchange heat with the drive battery 7. The three-way regulating valve 19 can adjust the amount of coolant flowing through the drive battery 7 by adjusting the opening of the first outlet b and the second outlet c, thereby regulating the temperature of the drive battery 7.

[0077] like Figure 7 As shown, when heater 8 operates to centrally heat drive battery 7, the inlet and outlet of the first passage are connected. Inside the seven-way valve, the first valve port A and the second valve port B are connected. Coolant circulates through heater 8 and drive battery 7 to heat drive battery 7. In the flow direction of coolant in the first passage, heater 8 is positioned after drive battery 7. That is, after coolant is heated by heater 8, it can mix with the remaining coolant in the first passage to cool down. The cooled coolant then flows into drive battery 7, thereby making the temperature of the coolant suitable for heating drive battery 7.

[0078] like Figure 8 As shown, when the crew compartment is refrigerated, the refrigerant circuit operates. The refrigerant circulates through the second condenser 3 and the second evaporator 6 in the refrigerant circuit, so that the heat of the refrigerant is discharged outside the crew compartment through the second condenser 3, and the crew compartment is cooled by absorbing heat through the second evaporator 6.

[0079] In this embodiment, the branch section 22 with the external environment heat exchanger 9 is the first branch section, and the other branch section 22 is the second branch section. When the electric drive 11 stores or dissipates heat, the inlet of the third passage is connected to the outlet of the third passage. That is, inside the seven-way valve, the seventh valve port G is connected to the fifth valve port E or the sixth valve port F.

[0080] Specifically, during heat storage in the electric drive 11, the inlet of the second branch is connected to the outlet of the third passage, that is, the seventh valve port G and the sixth valve port F are connected inside the seven-way valve. The coolant in the third passage circulates through the electric drive 11 to absorb heat from the electric drive 11 and store the heat in the coolant of the third passage. For example... Figure 9 As shown, when the electric drive 11 is cooling down, the inlet of the first branch is connected to the outlet of the third passage, that is, the seventh valve port G and the fifth valve port E are connected inside the seven-way valve. The coolant in the third passage circulates through the electric drive 11 to absorb the heat of the electric drive 11 and dissipates it to the external environment through the external environment heat exchanger 9.

[0081] When coolant is added or heat from the electric drive 11 is recovered to centrally heat the drive battery 7, the outlet of the first passage is connected to the inlet of the second passage, the outlet of the second passage is connected to the inlet of the third passage, and the outlet of the third passage is connected to the inlet of the first passage. Inside the seven-way valve, the first valve port A is connected to the seventh valve port G, the second valve port B is connected to the third valve port C, and the fourth valve port D is connected to the fifth valve port E or the sixth valve port F.

[0082] Specifically, during coolant filling, the coolant can circulate through the first, second, and third passages in the coolant circuit, thereby injecting coolant into the coolant circuit.

[0083] like Figure 10 As shown, in this embodiment, the fourth valve port D is connected to the fifth valve port E, and the coolant flows through the external environment heat exchanger 9 so that the third passage can be fully filled with coolant.

[0084] When the heat from the electric drive 11 is recovered to centrally heat the drive battery 7, the refrigerant circuit does not work, and the coolant in the coolant circuit circulates through the electric drive 11 and the drive battery 7 to transfer the heat from the electric drive 11 to the drive battery 7.

[0085] When the ambient temperature outside the vehicle is higher than the temperature of the coolant after heat exchange in the drive battery, such as Figure 10 As shown, the fourth valve port D is connected to the fifth valve port E. The coolant, after exchanging heat with the drive battery 7, flows through the external environment heat exchanger 9, absorbing heat from the external environment. The cooled coolant then continues to flow through the electric drive 11, absorbing heat from it. The cooled coolant then flows through the three-way regulating valve 19. By adjusting the opening of the three-way regulating valve 19, all the cooled coolant can flow through the drive battery 7, improving the heating efficiency of the drive battery 7. After the drive battery 7 releases heat, the coolant returns to the external environment heat exchanger 9, completing the cycle. When the external environment temperature is not higher than the temperature of the coolant after exchanging heat with the drive battery 7, the fourth valve port D is connected to the sixth valve port F. The coolant, after exchanging heat with the drive battery 7, flows directly through the electric drive 11, absorbing heat from it. The cooled coolant then flows through the drive battery 7 to heat it. After the drive battery 7 releases heat, the coolant returns to the electric drive 11, completing the cycle.

[0086] When the drive battery 7 is cooled, such as Figure 11 As shown, the outlet of the first passage is connected to the inlet of the second passage, and the outlet of the second passage is connected to the inlet of the first passage. Inside the seven-way valve, the second valve port B is connected to the third valve port C, and the fourth valve port D is connected to the seventh valve port G.

[0087] When the refrigerant circuit is working, the refrigerant in the first evaporator 5 evaporates and absorbs heat, while the coolant flowing through the first evaporator 5 releases heat and cools down. The cooled coolant then flows through the drive battery 7, absorbing heat and cooling the drive battery 7. The cooled coolant then returns to the first evaporator 5, completing the cycle.

[0088] After absorbing heat through evaporation in the first evaporator 5, the refrigerant flows into the compressor 1 and is compressed within it. When the passenger compartment requires heating, the refrigerant compressed by the compressor 1 condenses in the first condenser 2 to recover heat from the drive battery 7 and heat the passenger compartment. When the passenger compartment does not require heating, the refrigerant compressed by the compressor 1 condenses in the second condenser 3 to transfer heat from the drive battery 7 to the outside of the vehicle. The condensed refrigerant returns to the first evaporator 5 and continues to evaporate and absorb heat there, completing the cycle.

[0089] In summary, the vehicle thermal management system of this invention has the following beneficial effects: Because a first condenser 2 is installed in the refrigerant circuit, the first passage passes through the drive battery 7, and a heater 8 is installed in the first passage of the coolant circuit, the coolant circuit can heat the drive battery 7 through the heater 8, thereby regulating the temperature of the drive battery 7. The refrigerant circuit uses the first condenser 2 instead of a liquid-cooled condenser to release heat into the passenger compartment, thus heating the passenger compartment and reducing the need for secondary heat exchange structures, thereby improving system efficiency. Compared to installing a heat exchanger in the passenger compartment within the coolant circuit, this invention reduces the need for a heat exchanger and water pump in the passenger compartment, simplifying the vehicle thermal management system, reducing its cost, and enhancing product competitiveness.

[0090] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

Claims

1. A vehicle thermal management system, characterized in that, It includes a refrigerant circuit and a coolant circuit. The refrigerant circuit is equipped with a first condenser and a first evaporator. The first condenser is used to release heat into the passenger compartment. The coolant circuit includes a valve assembly and multiple passages, which are connected by the valve assembly to make at least two passages interconnected to form a circuit; The pathway includes: A first passage, the first passage passing through a driving battery, and a heater is provided on the first passage; The second passage passes through the first evaporator; The third path is electrically driven.

2. The vehicle thermal management system according to claim 1, characterized in that: A three-way regulating valve is provided on the first passage. The inlet of the first passage is connected to the inlet of the three-way regulating valve. The first outlet of the three-way regulating valve is connected to the inlet of the heater. The second outlet of the three-way regulating valve is connected to the inlet of the drive battery. The outlet of the drive battery is connected to the inlet of the heater. The outlet of the heater is connected to the outlet of the first passage.

3. The vehicle thermal management system according to claim 1, characterized in that: A three-way regulating valve is provided on the first passage. The inlet of the first passage is connected to the inlet of the heater, the outlet of the heater is connected to the inlet of the three-way regulating valve, the first outlet of the three-way regulating valve is connected to the outlet of the first passage, the second outlet of the three-way regulating valve is connected to the inlet of the drive battery, and the outlet of the drive battery is connected to the outlet of the first passage.

4. The vehicle thermal management system according to claim 1, characterized in that: The valve group includes a multi-way valve, and the inlet and outlet of each passage are respectively connected to the respective valve port of the multi-way valve.

5. The vehicle thermal management system according to claim 1, characterized in that: The refrigerant circuit is equipped with a second condenser for releasing heat to the outside of the vehicle, and the refrigerant circuit releases heat through the first condenser or the first condenser and the second condenser.

6. The vehicle thermal management system according to claim 5, characterized in that: The second condenser is connected in series with the first condenser after the first condenser, and a first shut-off valve is connected in series between the first condenser and the second condenser. A first bypass branch is provided on the refrigerant circuit in parallel with the first shut-off valve and the second condenser, and a second shut-off valve is provided on the first bypass branch.

7. The vehicle thermal management system according to claim 1, characterized in that: The refrigerant circuit is provided with a second evaporator for absorbing heat from the passenger compartment. The second evaporator is connected in parallel with the first evaporator, and the refrigerant circuit absorbs heat through the first evaporator and / or the second evaporator.

8. The vehicle thermal management system according to claim 7, characterized in that: The refrigerant circuit includes a second bypass branch connected in parallel with the first evaporator, and the second evaporator is disposed on the second bypass branch.

9. The vehicle thermal management system according to claim 1, characterized in that: An external environment heat exchanger is installed on the third passage, and the external environment heat exchanger is connected in series with the electric drive.

10. The vehicle thermal management system according to claim 9, characterized in that: The third passage includes a main section and two branch sections. The electric drive is installed on the main section, and the external environment heat exchanger is installed on one of the branch sections. One end of the main section is the outlet of the third passage. One end of each of the two branch sections is connected to the other end of the main section, and the ends of the two branch sections that are not connected to the main section are the inlets of the third passage.

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