Thermal management system for a vehicle

Abstract

The embodiment of the application provides a kind of thermal management system of vehicle, comprising: heat pump system, first branch, second branch, third bypass and waste heat recovery branch, heat pump system includes compressor, and compressor includes import and export;First branch is provided with first indoor heat exchanger, second branch is provided with battery heat exchanger, first branch and second branch are connected with each other in parallel, one end of first branch is communicated with export, the other end of first branch is connected with import, one end of second branch is communicated with import and export respectively, the other end of second branch is communicated with import and the other end of first branch, third bypass is provided with heater core and battery pack heat exchanger;First indoor heat exchanger is connected with heater core;Battery heat exchanger is connected with battery pack heat exchanger;Waste heat recovery branch includes motor and electric control, waste heat recovery branch is connected with third bypass, for transmitting the heat of motor and electric control to third bypass, can improve the energy utilization of vehicle thermal management system.

Description

Technical Field

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

[0002] New energy vehicles are gaining increasing acceptance and usage among users. As the most energy-intensive auxiliary device in electric vehicles, the air conditioning system significantly impacts their driving range. The low energy utilization rate of vehicle thermal management systems in related technologies further affects the driving range of new energy vehicles; therefore, there is an urgent need to improve the energy utilization rate of vehicle thermal management systems. Summary of the Invention

[0003] This application provides a thermal management system for a vehicle, which aims to improve the energy utilization rate of the thermal management system in a vehicle.

[0004] This application provides a vehicle thermal management system, including: a heat pump system, a first branch, a second branch, a third bypass, and a waste heat recovery branch. The heat pump system includes a compressor with an inlet and an outlet, which are used for the inflow and outflow of a first heat exchange medium, respectively. The first branch is equipped with a first in-vehicle heat exchanger, and the second branch is equipped with a battery heat exchanger. The first and second branches are connected in parallel. One end of the first branch is connected to the outlet, and the other end is connected to the inlet. One end of the second branch is connected to both the inlet and the outlet, and the other end is connected to both the inlet and the other end of the first branch. The third bypass is equipped with a heater core and a battery pack heat exchanger. The first in-vehicle heat exchanger is connected to the heater core and is used to heat the heater core. The battery heat exchanger is connected to the battery pack heat exchanger and is used to cool or heat the battery pack heat exchanger. The waste heat recovery branch includes a motor and an electronic control unit, and is connected to the third bypass to transfer heat from the motor and the electronic control unit to the third bypass.

[0005] According to the embodiments of this application, the third bypass is provided with a first four-way valve port and a second four-way valve port. The first four-way valve port includes a first valve port, a second valve port, a third valve port and a fourth valve port. The second four-way valve port includes a fifth valve port, a sixth valve port, a seventh valve port and an eighth valve port. The seventh valve port is connected to the first valve port. The heater core is connected to the fifth valve port and the eighth valve port. The sixth valve port is connected to the waste heat recovery branch. The battery pack heat exchanger is connected to the third valve port and the fourth valve port. The second valve port is connected to the waste heat recovery branch.

[0006] According to the embodiments of this application, the waste heat recovery branch is provided with a third four-way valve port, which includes a ninth valve port, a tenth valve port, an eleventh valve port and a twelfth valve port. One end of the waste heat recovery branch is connected to the ninth valve port, and the other end of the waste heat recovery branch is connected to the twelfth valve port. The tenth valve port is connected to the second valve port, and the eleventh valve port is connected to the sixth valve port.

[0007] According to an embodiment of this application, the thermal management system further includes a first bypass, a first end of which is connected to the compressor outlet, a second end of which is connected to the compressor inlet, and the first bypass is connected sequentially from the first end to the second end to one end of a first branch and a second branch; the first bypass is provided with a first valve, which is located between the first branch and the second branch.

[0008] According to an embodiment of this application, the thermal management system further includes a second bypass and a third branch. The first bypass connects one end of the third branch, the first branch, and the second branch in sequence from the first end to the second end. The second bypass connects the other ends of the first branch and the second branch in sequence. The other end of the third branch connects between the first in-vehicle heat exchanger and the second bypass. The third branch is provided with an external heat exchanger and a second valve, which is located between the external heat exchanger and the first bypass.

[0009] According to an embodiment of this application, the thermal management system further includes a fourth bypass, which is equipped with a waste heat recovery device. The waste heat recovery device is used to absorb the heat generated by the motor and the electronic control to heat the first heat exchange medium in the fourth bypass. The fourth bypass is connected between the second bypass and the compressor inlet. The fourth bypass is equipped with a second expansion valve, which is located between the waste heat recovery device and the second bypass.

[0010] According to an embodiment of this application, the waste heat recovery unit is connected between the twelfth valve port and the motor and electrical control.

[0011] According to an embodiment of this application, the thermal management system further includes a fourth branch, a first bypass that connects one end of the third branch, the first branch, the second branch and the fourth branch in sequence from the first end to the second end, a second bypass that connects the other end of the first branch, the second branch and the fourth branch in sequence, a second in-vehicle heat exchanger is provided in the fourth branch, and a third valve is provided in the first bypass, the third valve being located between the second branch and the fourth branch.

[0012] According to an embodiment of this application, the second bypass is provided with a gas-injection enthalpy-increasing heat exchanger, which is located between the first branch and the fourth bypass. The compressor is provided with a gas-injection enthalpy-increasing port. The gas-injection enthalpy-increasing heat exchanger includes a first branch, which connects the second bypass and the gas-injection enthalpy-increasing port. The first branch is provided with a first expansion valve.

[0013] According to an embodiment of this application, a heater is provided in the third bypass, and the heater is connected between the eighth valve port and the warm air core.

[0014] In the embodiments of this application, the same heat pump system is used for both the cockpit temperature regulation and the battery pack temperature regulation. When the cockpit and battery pack need heating, the first in-vehicle heat exchanger and the battery heat exchanger become condensers. When the cockpit needs heating and the battery pack needs cooling, the first in-vehicle heat exchanger becomes a condenser and the battery heat exchanger becomes an evaporator. This allows for independent control of the first in-vehicle heat exchanger and the battery heat exchanger. The waste heat recovery branch is connected to the third bypass to transfer heat from the motor and electronic control system to the third bypass, providing heat to the heater core and the battery pack heat exchanger. This enables the recovery and utilization of waste heat from the motor and electronic control system, improving the energy efficiency of the vehicle's thermal management system and thus contributing to increased vehicle range. Attached Figure Description

[0015] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings, wherein the same or similar reference numerals denote the same or similar features.

[0016] Figure 1 This is a schematic diagram of the structure of a vehicle thermal management system provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a vehicle thermal management system under one operating condition provided in an embodiment of this application; Figure 3 This is a schematic diagram of another operating condition of the vehicle thermal management system provided in this application embodiment; Figure 4 This is a schematic diagram of the structure of another operating condition of the vehicle thermal management system provided in the embodiments of this application; Figure 5 This is a schematic diagram of the structure of another operating condition of the vehicle thermal management system provided in the embodiments of this application; Figure 6 This is a schematic diagram of the structure of another operating condition of the vehicle thermal management system provided in the embodiments of this application; Figure 7 This is a schematic diagram of the structure of another operating condition of the vehicle thermal management system provided in the embodiments of this application; Figure 8 This is a schematic diagram of the structure of another operating condition of the vehicle thermal management system provided in the embodiments of this application; Figure 9 This is a structural schematic diagram of another operating condition of the vehicle thermal management system provided in the embodiments of this application.

[0017] Explanation of reference numerals in the attached diagram: 10, First branch; 11, First electronic expansion valve; 20, Second branch; 21, Third expansion valve; 30, Third branch; 31, Second valve; 40, Fourth branch; 41, Fourth expansion valve; 50, First bypass; 51, First end; 52, Second end; 53, First valve; 54, Third valve; 60, Second bypass; 70, Waste heat recovery branch; 80, Fourth bypass; 81, Second expansion valve; 100, Compressor; 101, Outlet; 102, Inlet; 103, Gas-liquid separator; 200, First in-vehicle heat exchanger; 300, Battery heat exchanger; 400, External heat exchanger; 500, Second in-vehicle heat exchanger; 600, Gas replenishment and enthalpy enhancement heat exchanger; 610, First branch; 620, First expansion valve; 700. Waste heat recovery unit; 710, motor; 720, electrical control; 730, third pressure pump; 740, heat sink; 751, ninth valve port; 752, tenth valve port; 753, eleventh valve port; 754, twelfth valve port; 761, first port; 762, second port; 763, third port; 800, third bypass; 801, first valve port; 802, second valve port; 803, third valve port; 804, fourth valve port; 805, fifth valve port; 806, sixth valve port; 807, seventh valve port; 808, eighth valve port; 810, heater; 820, battery pack heat exchanger; 830, battery pack; 840, warm air core; 850, first pressure pump; 860, second pressure pump; 871, fourth port; 872, fifth port; 873, sixth port. Detailed Implementation

[0018] The features and exemplary embodiments of various aspects of this application will now be described in detail. Numerous specific details are set forth in the following detailed description to provide a comprehensive understanding of this application. However, it will be apparent to those skilled in the art that this application can be implemented without requiring some of these specific details. The following description of embodiments is merely intended to provide a better understanding of this application by illustrating examples. In the accompanying drawings and the following description, at least some well-known structures and techniques are not shown to avoid unnecessarily obscuring the application; and, for clarity, the dimensions of some structures may be exaggerated. Furthermore, the features, structures, or characteristics described below can be combined in any suitable manner in one or more embodiments.

[0019] In the description of this application, it should be noted that, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," etc., indicating orientation or positional relationships are only for the convenience of describing this application and simplifying the description, and do not 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 on this application. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0020] The directional terms appearing in the following description refer to the directions shown in the figures and are not intended to limit the specific structure of the embodiments of this application. It should also be noted in the description of this application that, unless otherwise explicitly specified and limited, the terms "installation" and "connection" 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 direct connection or an indirect connection. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0021] like Figure 1 As shown in the embodiment of this application, a vehicle thermal management system includes: a heat pump system, a first branch 10, a second branch 20, a third bypass 800, and a waste heat recovery branch 70. The heat pump system includes a compressor 100, which includes an inlet 102 and an outlet 101, which are respectively used for the inflow and outflow of a first heat exchange medium. The first branch 10 is provided with a first in-vehicle heat exchanger 200, and the second branch 20 is provided with a battery heat exchanger 300. The first branch 10 and the second branch 20 are connected in parallel. One end of the first branch 10 is connected to the outlet 101, and the other end of the first branch 10 is connected to the inlet 102. One end of the second branch 20 is connected to the outlet 101, and the other end of the second branch 20 is connected to the inlet 102. The second branch 20 connects inlet 102 and outlet 101. The other end of the second branch 20 connects inlet 102 and the other end of the first branch 10. The third bypass 800 is equipped with a heater core 840 and a battery pack heat exchanger 820. The first in-vehicle heat exchanger 200 is connected to the heater core 840 and is used to heat the heater core 840. The battery heat exchanger 300 is connected to the battery pack heat exchanger 820 and is used to cool or heat the battery pack heat exchanger 820. The waste heat recovery branch 70 includes a motor 710 and an electronic control 720. The waste heat recovery branch 70 is connected to the third bypass 800 and is used to transfer the heat from the motor 710 and the electronic control 720 to the third bypass 800.

[0022] In these alternative embodiments, such as Figure 1 and Figure 2As shown, when the high-temperature, high-pressure first heat exchange medium flowing out of the compressor 100 outlet 101 passes through the first in-vehicle heat exchanger 200 and the battery heat exchanger 300 respectively, the high-temperature, high-pressure first heat exchange medium condenses and releases heat, so that the first in-vehicle heat exchanger 200 heats the heater core 840, and the battery heat exchanger 300 heats the battery pack heat exchanger 820. Figure 1 and Figure 3 As shown, when the high-temperature, high-pressure first heat exchange medium flowing out of the compressor 100 outlet 101 enters the first in-vehicle heat exchanger 200 through one end of the first branch 10, it condenses and releases heat, causing the first in-vehicle heat exchanger 200 to heat the heater core 840. The medium then enters the second branch 20 through the other end of the first branch 10. The battery heat exchanger 300 acts as an evaporator to cool the battery pack heat exchanger 820. The heat from the heater core 840 is used to supply heat to the cockpit. The battery heat exchanger 300 is used to exchange heat with the battery pack 830. The cockpit temperature regulation and the battery pack 830 temperature regulation use the same heat pump system. When the cockpit and battery pack 830 require heating, the high-temperature, high-pressure first heat exchange medium flowing from compressor outlet 101 condenses and releases heat when it enters the first in-vehicle heat exchanger 200 through one end of the first branch 10, and also enters the battery heat exchanger 300 through one end of the second branch 20. The first in-vehicle heat exchanger 200 and the battery heat exchanger 300 then function as condensers. When the cockpit requires heating and the battery pack 830 requires cooling, the first in-vehicle heat exchanger 200 functions as a condenser, and the battery heat exchanger 300... As an evaporator, 00 can achieve independent control of the first in-vehicle heat exchanger 200 and the battery heat exchanger 300, and can also improve the energy utilization rate of the vehicle thermal management system. The waste heat recovery branch 70 is connected to the third bypass 800 to transfer the heat of the motor 710 and the electronic control 720 to the third bypass 800, providing heat for the heater core 840 and the battery pack heat exchanger 820, thereby realizing the recovery and utilization of the waste heat of the motor 710 and the electronic control 720, which is conducive to improving the vehicle's range.

[0023] like Figure 1 As shown, in some optional embodiments, the third bypass 800 is provided with a first four-way valve port and a second four-way valve port. The first four-way valve port includes a first valve port 801, a second valve port 802, a third valve port 803, and a fourth valve port 804. The second four-way valve port includes a fifth valve port 805, a sixth valve port 806, a seventh valve port 807, and an eighth valve port 808. The seventh valve port 807 is connected to the first valve port 801. The heater core 840 is connected to the fifth valve port 805 and the eighth valve port 808. The sixth valve port 806 is connected to the waste heat recovery branch 70. The battery pack heat exchanger 820 is connected to the third valve port 803 and the fourth valve port 804. The second valve port 802 is connected to the waste heat recovery branch 70.

[0024] In these alternative embodiments, such as Figure 4As shown, when the outlet temperature of the motor 710 and the electronic control 720 is greater than t1 and less than t2, the first valve port 801 and the fourth valve port 804 are connected, the second valve port 802 and the third valve port 803 are connected, the fifth valve port 805 and the eighth valve port 808 are connected, and the sixth valve port 806 and the seventh valve port 807 are connected. The heat from the waste heat recovery branch 70 can be used to heat the battery pack heat exchanger 820.

[0025] like Figure 5 As shown, when the outlet temperature of the motor 710 and the electronic control 720 is greater than t2 and less than t3, the first valve port 801 and the fourth valve port 804 are connected, the second valve port 802 and the third valve port 803 are connected, the seventh valve port 807 and the eighth valve port 808 are connected, and the fifth valve port 805 and the sixth valve port 806 are connected. The heat from the waste heat recovery branch 70 can be used to heat the battery pack heat exchanger 820 and the warm air core 840.

[0026] like Figure 6 As shown, when the outlet temperature of the motor 710 and the electronic control 720 is greater than t3 and less than t4, the first valve port 801 and the second valve port 802 are connected, the third valve port 803 and the fourth valve port 804 are connected, the seventh valve port 807 and the eighth valve port 808 are connected, and the fifth valve port 805 and the sixth valve port 806 are connected. The heat from the waste heat recovery branch 70 can be used to heat the warm air core 840, reducing the impact of the high water temperature of the motor 710 and the electronic control 720 on the performance of the battery pack 830.

[0027] like Figure 1 As shown, in some optional embodiments, the waste heat recovery branch 70 is provided with a third four-way valve port, which includes a ninth valve port 751, a tenth valve port 752, an eleventh valve port 753 and a twelfth valve port 754. One end of the waste heat recovery branch 70 is connected to the ninth valve port 751, and the other end of the waste heat recovery branch 70 is connected to the twelfth valve port 754. The tenth valve port 752 is connected to the second valve port 802, and the eleventh valve port 753 is connected to the sixth valve port 806.

[0028] In these optional embodiments, when it is necessary to transfer heat from the waste heat recovery branch 70 to the third bypass 800, the ninth valve port 751 and the tenth valve port 752 are connected, and the eleventh valve port 753 and the twelfth valve port 754 are connected. When it is not necessary to transfer heat from the waste heat recovery branch 70 to the third bypass 800, the tenth valve port 752 and the eleventh valve port 753 are connected, and the ninth valve port 751 and the twelfth valve port 754 are connected. This allows for the connection and disconnection between the waste heat recovery branch 70 and the third bypass 800.

[0029] like Figure 1As shown, in some optional embodiments, the thermal management system further includes a first bypass 50, a first end 51 of which is connected to the compressor outlet 101, a second end 52 of which is connected to the compressor inlet 102, and the first bypass 50 is connected sequentially from the first end 51 to the second end 52 to one end of the first branch 10 and the second branch 20; the first bypass 50 is provided with a first valve 53, which is located between the first branch 10 and the second branch 20.

[0030] In these optional embodiments, the first bypass 50 is sequentially connected from the first end 51 to the second end 52 to one end of the first branch 10 and the second branch 20, and the first valve 53 is disposed between the first branch 10 and the second branch 20, such as... Figure 1 and Figure 2 As shown, when the first valve 53 is opened, the high-temperature and high-pressure first heat exchange medium can enter the first branch 10 and the second branch 20 through the first bypass 50, releasing heat in the first vehicle heat exchanger 200 and the battery heat exchanger 300. Figure 1 and Figure 3 As shown, when the first valve 53 is closed, the high-temperature, high-pressure first heat exchange medium can enter the first branch 10 through the first bypass 50, releasing heat in the first in-vehicle heat exchanger 200. The other end of the second branch 20 connects the inlet 102 and the other end of the first branch 10, allowing the first heat exchange medium to enter the second branch 20 from the other end of the first branch 10. After absorbing heat in the battery heat exchanger 300, it enters the compressor 100 inlet 102. When the cabin and battery pack 830 need heating, the first valve 53 is opened, and the first in-vehicle heat exchanger 200 and battery heat exchanger 300 become condensers. When the cabin needs heating and the battery pack 830 needs cooling, the first valve 53 is closed, and the first in-vehicle heat exchanger 200 acts as a condenser, while the battery heat exchanger 300 acts as an evaporator. This improves the efficiency of the vehicle's thermal management system, thereby increasing the vehicle's range.

[0031] like Figure 1 As shown, in some optional embodiments, the thermal management system further includes a second bypass 60 and a third branch 30. The first bypass 50 is connected from the first end 51 to the second end 52 to one end of the third branch 30, the first branch 10, and the second branch 20 in sequence. The second bypass 60 is connected to the other end of the first branch 10 and the second branch 20 in sequence. The other end of the third branch 30 is connected between the first in-vehicle heat exchanger 200 and the second bypass 60. The third branch 30 is provided with an external heat exchanger 400 and a second valve 31, which is located between the external heat exchanger 400 and the first bypass 50.

[0032] In these optional embodiments, the first end 51 of the first bypass 50 is connected to the compressor outlet 101. The first heat exchange medium enters the external heat exchanger 400 from the compressor outlet 101 via the third branch 30, where it condenses and releases heat. It then enters the second branch 20 via the second bypass 60, where it evaporates and absorbs heat in the battery heat exchanger 300, thereby cooling the battery pack 830. The heat generated during the condensation process in the external heat exchanger 400 can defrost the external heat exchanger 400. The second valve 31 is used to open and close the third branch 30.

[0033] like Figure 1 As shown, in some optional embodiments, the thermal management system further includes a fourth bypass 80, which is provided with a waste heat recovery unit 700. The waste heat recovery unit 700 is used to absorb the heat generated by the motor 710 and the electronic control 720 to heat the first heat exchange medium in the fourth bypass 80. The fourth bypass 80 is connected between the second bypass 60 and the compressor 100 inlet 102.

[0034] In these optional embodiments, the fourth bypass 80 connects to the second bypass 60. The first heat exchange medium in the second bypass 60 passes through the fourth bypass 80. The heat generated when the motor 710 and the electronic control 720 are working is transferred to the first heat exchange medium in the fourth bypass 80 within the waste heat recovery unit 700, thereby improving the thermal efficiency of the thermal management system. Figure 2 As shown, when heating the battery pack and the cabin, the battery heat exchanger and the first in-vehicle heat exchanger act as condensers, and the waste heat recovery unit 700 acts as an evaporator to absorb heat from the outside and can also absorb heat from the waste heat recovery branch, thereby improving thermal efficiency.

[0035] like Figure 1 As shown, in some optional embodiments, the fourth bypass 80 is provided with a second expansion valve 81, which is located between the waste heat recovery unit 700 and the second bypass 60.

[0036] In these alternative embodiments, the second expansion valve 81 throttles the high-pressure first heat exchange medium flowing from the second bypass 60 to the fourth bypass 80, making it a low-temperature, low-pressure first heat exchange medium, so that the first heat exchange medium can absorb the heat from the motor 710 and the electronic control 720 in the waste heat recovery unit 700, thereby improving the thermal efficiency of the thermal management system.

[0037] like Figure 1 As shown, in some optional embodiments, the waste heat recovery unit 700 is connected between the twelfth valve port 754 and the motor 710 and the electrical control 720.

[0038] In these alternative embodiments, when the twelfth valve port 754 and the ninth valve port 751 are connected, the heat generated by the motor 710 and the electronic control 720 can be transferred between them to the waste heat recovery unit 700.

[0039] like Figure 1 As shown, in some optional embodiments, the thermal management system further includes a fourth branch 40, a first bypass 50 that connects one end of the third branch 30, the first branch 10, the second branch 20 and the fourth branch 40 in sequence from the first end 51 to the second end 52, a second bypass 60 that connects the other end of the first branch 10, the second branch 20 and the fourth branch 40 in sequence, and the fourth branch 40 is provided with a second in-vehicle heat exchanger 500.

[0040] In these alternative embodiments, in one operating condition, such as Figure 7 As shown, the first heat exchange medium enters the external heat exchanger 400 from the compressor outlet 101 via the third branch 30, where it condenses and releases heat. It then enters the fourth branch 40 and fourth bypass 80 via the second bypass 60, evaporates and absorbs heat in the second internal heat exchanger 500, and absorbs heat in the waste heat recovery unit 700, thereby cooling the cockpit. In another operating condition, such as... Figure 8 As shown, the first heat exchange medium enters the second branch 20 from the compressor 100 outlet 101 via the first bypass 50, condenses and releases heat through the battery heat exchanger 300, thereby heating the battery pack 830. Subsequently, it enters the fourth branch 40 and the fourth bypass 80 via the second bypass 60, evaporates and absorbs heat through the second in-vehicle heat exchanger 500, and absorbs heat through the waste heat recovery unit 700, thereby cooling the cockpit. In another operating condition, such as... Figure 9 As shown, the first heat exchange medium enters the first branch 10 from the compressor outlet 101 via the first bypass 50, and condenses and releases heat through the first in-vehicle heat exchanger 200, thereby heating the driver's cabin. Subsequently, it enters the fourth branch 40 and the fourth bypass 80 via the second bypass 60, evaporates and absorbs heat through the second in-vehicle heat exchanger 500, and absorbs heat through the waste heat recovery unit 700. The second in-vehicle heat exchanger 500 acts as an evaporator, and the moisture in the driver's cabin condenses into liquid in the second in-vehicle heat exchanger 500, thereby dehumidifying the driver's cabin.

[0041] like Figure 4 As shown, in another operating condition, the first heat exchange medium enters the first branch 10 from the compressor outlet 101 via the first bypass 50, condenses and releases heat through the first in-vehicle heat exchanger 200, and then enters the fourth bypass 80 via the second bypass 60, absorbs heat through the waste heat recovery unit 700, and the waste heat recovery branch is also connected to the third bypass to heat the battery pack in the third bypass.

[0042] like Figure 1 As shown, in some optional embodiments, the first bypass 50 is further provided with a third valve 54, which is located between the second branch 20 and the fourth branch 40.

[0043] In these alternative embodiments, when the battery heat exchanger 300 functions as an evaporator, the third valve 54 is opened, and the first heat exchange medium absorbs heat and cools the battery pack 830 as it passes through the battery heat exchanger 300 via the second bypass 60. The first heat exchange medium then flows through the third valve 54 and the second end 52 to the compressor 100 inlet 102. When the battery heat exchanger 300 functions as a condenser, the first valve 53 is opened and the third valve 54 is closed, and the first heat exchange medium releases heat and heats the battery pack 830 as it enters the battery heat exchanger 300 via the first bypass 50 and the first valve 53.

[0044] like Figure 1 As shown, in some optional embodiments, the second bypass 60 is provided with a gas-injection enthalpy-enhancing heat exchanger 600, which is located between the first branch 10 and the fourth bypass 80. The compressor 100 is provided with a gas-injection enthalpy-enhancing port. The gas-injection enthalpy-enhancing heat exchanger 600 includes a first branch 610, which connects the second bypass 60 and the gas-injection enthalpy-enhancing port. The first branch 610 is provided with a first expansion valve 620.

[0045] In these optional embodiments, a gas-injection enthalpy-enhancing heat exchanger 600 is provided in the second bypass 60. In high-temperature environments, this can reduce the discharge temperature of the compressor 100, increasing the system's cooling capacity; in low-temperature environments, it can reduce the discharge temperature of the compressor 100, increasing the system's heating capacity. The reduction in the compressor 100's discharge temperature ensures the system's safe and stable operation. A portion of the first heat exchange medium, after being throttled and expanded by the first expansion valve 620, vaporizes in the gas-injection enthalpy-enhancing heat exchanger 600 and flows to the gas-injection enthalpy-enhancing port of the compressor 100, reducing the compressor 100's discharge temperature and increasing the system's heating capacity.

[0046] like Figure 1 As shown, in some optional embodiments, the third bypass 800 is provided with a heater 810, which is connected between the eighth valve port 808 and the warm air core 840.

[0047] In these optional embodiments, a second heat exchange medium flows through the third bypass 800. This second heat exchange medium can pass through a heater 810 and a battery pack heat exchanger 820. The heater 810 heats the second heat exchange medium, and the second heat exchange medium transfers heat to the battery pack 830 as it passes through the battery pack heat exchanger 820, thus heating the battery. The heater 810 heats the second heat exchange medium, which can exchange heat with the first heat exchange medium in the first branch 10 through the first in-vehicle heat exchanger 200, thereby heating the first heat exchange medium.

[0048] Optional, such as Figure 1As shown, the second branch 20 is equipped with a third expansion valve 21, which is located between the battery heat exchanger 300 and the second bypass 60. The first heat exchange medium enters the battery heat exchanger 300 through the second bypass 60 and the third expansion valve 21. The battery heat exchanger 300 acts as an evaporator to cool the battery pack 830.

[0049] Optionally, the third expansion valve 21 can be a large-diameter electronic expansion valve.

[0050] Optional, such as Figure 1 As shown, the fourth branch 40 is equipped with a fourth expansion valve 41, which is located between the second in-vehicle heat exchanger 500 and the second bypass 60. The first heat exchange medium enters the second in-vehicle heat exchanger 500 through the second bypass 60 and the fourth expansion valve 41. The second in-vehicle heat exchanger 500 acts as an evaporator to cool the driver's cabin.

[0051] Optional, such as Figure 1 As shown, the thermal management system also includes a first electronic expansion valve 11, which is a large-diameter electronic expansion valve used for flow regulation. The first electronic expansion valve 11 is located in the first branch 10. When heating of the cockpit is not required, the first branch 10 is closed via the first electronic expansion valve 11. The first electronic expansion valve 11 can be located between the first bypass 50 and the first in-vehicle heat exchanger 200. Simultaneously, when the first in-vehicle heat exchanger 200 and the battery heat exchanger 300 both function as condensers, the flow rate of the first heat exchange medium entering the first branch 10 is adjusted via the first electronic expansion valve 11, thereby adjusting the distribution of heating heat to the battery pack 830 and the cockpit.

[0052] Optional, such as Figure 1 As shown, the waste heat recovery branch 70 also includes a heat sink 740. The waste heat recovery branch 70 includes a first three-way valve, which includes a first port 761, a second port 762, and a third port 763. The first port 761 is connected to the heat sink 740, the second port 762 is connected to the twelfth port 754, and the third port 763 is connected to the waste heat recovery unit 700.

[0053] Optional, such as Figure 1 As shown, the waste heat recovery branch 70 is also equipped with a third pressure pump 730. The third pressure pump 730 is located between the twelfth valve port 754 and the second end 52, and between the twelfth valve port 754 and the heat sink 740. The third pressure pump 730 is used to provide circulation power for the third heat exchange medium in the waste heat recovery branch 70.

[0054] Optionally, a first expansion tank is also provided between the third pressure pump 730 and the twelfth valve port 754.

[0055] In the method of heating or cooling the battery pack 830, the third bypass 800 is connected to the battery heat exchanger 300, and the second heat exchange medium exchanges heat with the first heat exchange medium in the second branch 20 in the battery heat exchanger 300, so that the battery heat exchanger 300 can heat or cool the second heat exchange medium. The second heat exchange medium passes through the battery pack heat exchanger 820 to heat or cool the battery pack 830.

[0056] like Figure 1 As shown, in some optional embodiments, the third bypass 800 is further provided with a second three-way valve port and a first pressure pump 850. The second three-way valve port includes a fourth port 871, a fifth port 872, and a sixth port 873. The fourth port 871 is connected to the fifth port 805. The first in-vehicle heat exchanger 200 and the first pressure pump 850 are located between the fourth port 871 and the fifth port 805. The fifth port 872 is connected to the eighth port 808. The heater 810 is located between the fifth port 872 and the eighth port 808. The sixth port 873 is connected to the eighth port 808. The heater 810 and the heater core 840 are located between the sixth port 873 and the eighth port 808.

[0057] In these alternative embodiments, when heating of the passenger compartment is required, the heater core 840 can be heated by heater 810, or heat can be provided to the heater core 840 by the first in-vehicle heat exchanger 200. The first pressure pump 850 can provide the circulation power for the second heat exchange medium.

[0058] Optionally, a second expansion tank is also provided between the first pressure pump 850 and the fourth port.

[0059] Optional, such as Figure 1 As shown, the third bypass 800 is also provided with a second pressure pump 860, which is located between the battery heat exchanger 300 and the battery pack heat exchanger 820 to provide circulating power for the second heat exchange medium.

[0060] Optionally, a third expansion tank is also provided between the second pressure pump 860 and the battery pack heat exchanger 820.

[0061] Optional, such as Figure 1 As shown, a gas-liquid separator 103 is provided at the inlet 102 of the compressor 100. The first heat exchange medium at the inlet 102 of the compressor 100 needs to be in a gaseous state, and the gas-liquid separator 103 is used to separate the two-phase first heat exchange medium flowing into the gas-liquid separator 103 into gaseous and liquid states.

[0062] The vehicle thermal management system in this application embodiment is not limited to the above-mentioned operating conditions. Depending on actual needs, other types of operating conditions can be achieved by adjusting the opening or closing of various valves.

[0063] Although this application has been described with reference to preferred embodiments, various modifications can be made thereto and components can be replaced with equivalents without departing from the scope of this application. In particular, the technical features mentioned in the various embodiments can be combined in any manner, provided there is no structural conflict. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A thermal management system for a vehicle, characterized in that, include: A heat pump system includes a compressor, the compressor having an inlet and an outlet, the inlet and the outlet being used for the inflow and outflow of a first heat exchange medium, respectively; The first branch road is equipped with the first in-vehicle heat exchanger; The second branch is equipped with a battery heat exchanger; The first branch and the second branch are connected in parallel. One end of the first branch is connected to the outlet, and the other end of the first branch is connected to the inlet. One end of the second branch is connected to both the inlet and the outlet, and the other end of the second branch is connected to both the inlet and the other end of the first branch. The third bypass is equipped with a heater core and a battery pack heat exchanger; the first in-vehicle heat exchanger is connected to the heater core and is used to heat the heater core; the battery heat exchanger is connected to the battery pack heat exchanger and is used to cool or heat the battery pack heat exchanger. The waste heat recovery branch includes a motor and an electronic control unit. The waste heat recovery branch is connected to the third bypass and is used to transfer the heat from the motor and the electronic control unit to the third bypass.

2. The thermal management system according to claim 1, characterized in that, The third bypass is provided with a first four-way valve port and a second four-way valve port. The first four-way valve port includes a first valve port, a second valve port, a third valve port, and a fourth valve port. The second four-way valve port includes a fifth valve port, a sixth valve port, a seventh valve port, and an eighth valve port. The seventh valve port is connected to the first valve port. The heater core is connected to the fifth and eighth valve ports. The sixth valve port is connected to the waste heat recovery branch. The battery pack heat exchanger is connected to the third and fourth valve ports. The second valve port is connected to the waste heat recovery branch.

3. The thermal management system according to claim 2, characterized in that, The waste heat recovery branch is provided with a third four-way valve port, which includes a ninth valve port, a tenth valve port, an eleventh valve port, and a twelfth valve port. One end of the waste heat recovery branch is connected to the ninth valve port, and the other end of the waste heat recovery branch is connected to the twelfth valve port. The tenth valve port is connected to the second valve port, and the eleventh valve port is connected to the sixth valve port.

4. The thermal management system according to claim 3, characterized in that, The thermal management system further includes a first bypass, a first end of which is connected to the compressor outlet, a second end of which is connected to the compressor inlet, and the first bypass is connected sequentially from the first end to the second end to one end of the first branch and the second branch. The first bypass is equipped with a first valve, which is located between the first branch and the second branch.

5. The thermal management system according to claim 4, characterized in that, The thermal management system further includes a second bypass and a third branch. The first bypass connects one end of the third branch, the first branch, and the second branch in sequence from the first end to the second end. The second bypass connects the other ends of the first branch and the second branch in sequence. The other end of the third branch connects between the first in-vehicle heat exchanger and the second bypass. The third branch is equipped with an external heat exchanger and a second valve, which is located between the external heat exchanger and the first bypass.

6. The thermal management system according to claim 5, characterized in that, The thermal management system further includes a fourth branch. The first bypass is connected to one end of the third branch, the first branch, the second branch and the fourth branch in sequence from the first end to the second end. The second bypass is connected to the other end of the first branch, the second branch and the fourth branch in sequence. The fourth branch is equipped with a second in-vehicle heat exchanger. The first bypass is also equipped with a third valve, which is located between the second branch and the fourth branch.

7. The thermal management system according to claim 5, characterized in that, The thermal management system further includes a fourth bypass, which is equipped with a waste heat recovery device. The waste heat recovery device is used to absorb the heat generated by the motor and electronic control to heat the first heat exchange medium in the fourth bypass. The fourth bypass is connected between the second bypass and the compressor inlet. The fourth bypass is equipped with a second expansion valve, which is located between the waste heat recovery device and the second bypass.

8. The thermal management system according to claim 7, characterized in that, The waste heat recovery unit is connected between the twelfth valve port and the motor and electrical control.

9. The thermal management system according to claim 7, characterized in that, The second bypass is equipped with a gas-injection enthalpy-increasing heat exchanger, which is located between the first branch and the fourth bypass. The compressor is equipped with a gas-injection enthalpy-increasing port. The gas-injection enthalpy-increasing heat exchanger includes a first branch, which connects the second bypass and the gas-injection enthalpy-increasing port. The first branch is equipped with a first expansion valve.

10. The thermal management system according to claim 2, characterized in that, The third bypass is equipped with a heater, which is connected between the eighth valve port and the warm air core.

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