Thermal management system and vehicle

Abstract

A thermal management system and a vehicle. The thermal management system (100) comprises a first subsystem (1) and a second subsystem (2). The first subsystem (1) comprises a compressor (11), a first refrigerant branch (12) and a second refrigerant branch (13); an exhaust port of the compressor (11) is connected to the first refrigerant branch (12); and the second refrigerant branch (13) is connected between the first refrigerant branch (12) and an air return port of the compressor (11). The second subsystem (2) comprises a first coolant branch (21), a second coolant branch (22) and a third coolant branch (23); the first coolant branch (21) can exchange heat with the first refrigerant branch (12); the second coolant branch (22) can exchange heat with the second refrigerant branch (13); the third coolant branch (23) is used for adjusting the temperature in a vehicle cabin; two ends of the first coolant branch (21) are respectively and selectively communicated with two ends of the third coolant branch (23); and two ends of the first coolant branch (21) are respectively and selectively communicated with two ends of the second coolant branch (22).

Description

Thermal management systems and vehicles

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application with application number: 202311462951.6 and application date of November 3, 2023, and claims the priority of the Chinese patent application. The entire content of the Chinese patent application is hereby introduced into this application as a reference. Technical Field

[0003] The present application relates to the field of thermal management technology, and in particular to a thermal management system and a vehicle. Background Art

[0004] In related technologies, the vehicle's thermal management system needs to be equipped with heating components in order to achieve cabin heating in extremely low temperature environments. In addition, the return air side of the compressor has more structures, which results in it occupying a larger space and a more complex structure, reducing assembly efficiency and increasing its control difficulty and system cost.

[0005] Application Contents

[0006] In view of the above problems, the present application provides a thermal management system and a vehicle, which can save heating components, simplify the structure of the return air side of the compressor, and reduce its control difficulty and cost.

[0007] In the first aspect, the present application provides a thermal management system, including: a first subsystem and a second subsystem, the first subsystem includes a compressor, a first refrigerant branch and a second refrigerant branch, the exhaust port of the compressor is connected to the first refrigerant branch, and the second refrigerant branch is connected between the first refrigerant branch and the return air port of the compressor, the second subsystem includes a first coolant branch, a second coolant branch and a third coolant branch, the first coolant branch can perform heat exchange with the first refrigerant branch, the second coolant branch can perform heat exchange with the second refrigerant branch, the third coolant branch is used to adjust the temperature in the vehicle cabin, the two ends of the first coolant branch are selectively connected to the two ends of the third coolant branch, and the two ends of the first coolant branch are selectively connected to the two ends of the second coolant branch.

[0008] In the technical solution of the embodiment of the present application, the first refrigerant branch is connected to the exhaust port of the compressor, the first coolant branch exchanges heat with the first refrigerant branch, and the two ends of the first coolant branch are selectively connected to the two ends of the third coolant branch, so as to utilize the refrigerant on the exhaust side of the compressor and the coolant of the first coolant branch for heat exchange, thereby realizing heating of the vehicle cabin. The two ends of the first coolant branch are selectively connected to the two ends of the second coolant branch, so that the first coolant branch can separate part of the coolant into the second coolant branch, and the second coolant branch exchanges heat with the second refrigerant branch. The second refrigerant branch is connected between the first refrigerant branch and the return air port of the compressor. In this way, the second coolant branch diverted from the first coolant branch can be used to heat the low-temperature refrigerant on the return air side of the compressor, thereby increasing the return air temperature and return air pressure of the compressor, and improving the working efficiency of the compressor.

[0009] In some embodiments, the thermal management system further includes a first proportional adjustment member, which is respectively connected to the first end of the first coolant branch, the first end of the second coolant branch, and the first end of the third coolant branch to adjust the flow rate to the second coolant branch and the third coolant branch.

[0010] In the above technical solution, a first proportional adjustment member is provided to facilitate reasonable adjustment of the flow rates flowing from the first coolant branch to the second coolant branch and the third coolant branch respectively. Especially in the cold start stage of the vehicle, the first proportional adjustment member can be used to control the flow rate flowing to the second coolant branch to be larger, so that more coolant is exchanged with the second refrigerant branch, thereby increasing the return air temperature of the compressor more quickly, that is, improving the efficiency of increasing the return air temperature of the compressor. After the compressor speed is increased, the first proportional adjustment member is used to control the flow rate flowing to the third coolant branch to be larger, thereby realizing faster heating of the cabin. In this way, it is convenient to realize flow control to the second coolant branch and the third coolant branch, and the control is more flexible.

[0011] In some embodiments, the thermal management system further includes a first three-way valve connected to the second end of the first coolant branch, the second end of the second coolant branch, and the second end of the third coolant branch, respectively.

[0012] In the above technical solution, a first three-way valve is provided to facilitate the connection or disconnection of at least two of the second end of the first coolant branch, the second end of the second coolant branch, and the second end of the third coolant branch, thereby realizing the circulation of multiple coolant circuits, and further facilitating the switching control between multiple thermal management modes.

[0013] In some embodiments, the second subsystem further includes a battery heat exchange branch for performing heat exchange with the battery, and the battery heat exchange branch is selectively connected in series with the first coolant branch.

[0014] In the above technical solution, the battery heat exchange branch is selectively connected in series with the first coolant branch by setting the battery heat exchange branch to be integrated into the thermal management system. In this way, when the battery needs to be heated, the battery heat exchange branch is connected in series with the first coolant branch, and the heat after the heat exchange between the first coolant branch and the first refrigerant branch can be used to directly heat the battery, thereby simplifying the relevant structural settings of the battery heat exchange and helping to improve the integration of the thermal management system.

[0015] In some embodiments, the battery heat exchange branch may be selectively connected in series between the first coolant branch and the second coolant branch.

[0016] In the above technical solution, the battery heat exchange branch can be integrated into the thermal management system by selectively connecting the battery heat exchange branch in series between the first coolant branch and the second coolant branch, so that the heat after heat exchange between the first coolant branch and the first refrigerant branch can be used to directly heat the battery and the low-temperature refrigerant on the return air side of the compressor, and the battery heat exchange branch is located between the first coolant branch and the second coolant branch, so as to simplify the layout difficulty of the battery heat exchange branch.

[0017] In some embodiments, the thermal management system includes a battery cooling mode. In the battery cooling mode, the battery heat exchange branch is disconnected from the first coolant branch, and the two ends of the battery heat exchange branch are respectively connected to the two ends of the second coolant branch to form a first heat exchange loop.

[0018] In the above technical solution, the two ends of the battery heat exchange branch are respectively connected to the two ends of the second coolant branch to form a first heat exchange loop, so that the low-temperature coolant flowing out of the outlet of the second coolant branch flows into the battery heat exchange branch, thereby absorbing the heat generated by the battery to achieve battery cooling.

[0019] In some embodiments, the second subsystem further includes a motor heat exchange branch for performing heat exchange with the motor, and the motor heat exchange branch can be selectively connected to the second coolant branch.

[0020] In the above technical solution, its motor heat exchange branch can be selectively connected with the second coolant branch to integrate the motor heat exchange branch into the thermal management system, and the connection between the motor heat exchange branch and the second coolant branch can be utilized to realize heat exchange of the motor, thereby meeting the heat exchange requirements of the motor, and the heat of the motor heat exchange branch can be utilized to heat the coolant of the second coolant branch, that is, on the basis of the first coolant branch serving as part of the heat source of the second coolant branch, the waste heat of the motor is recovered as part of the heat source of the second coolant branch. In this way, when the second coolant branch exchanges heat with the second refrigerant branch, the heat exchange between the second coolant branch and the second refrigerant branch can be increased, thereby improving the efficiency of improving the return air temperature of the compressor.

[0021] In some embodiments, the thermal management system includes a first waste heat recovery mode. In the first waste heat recovery mode, the motor heat exchange branch, the first coolant branch, and the second coolant branch are connected.

[0022] In the above technical solution, the motor heat exchange branch, the first coolant branch, and the second coolant branch are connected, and the low-temperature coolant at the outlet end of the second coolant branch can be used to absorb the heat of the motor heat exchange branch to realize the recovery of the motor waste heat, and the waste heat of the motor is used as part of the heat source of the first coolant branch. In this way, the recovery and utilization of the motor waste heat can be realized, that is, the thermal management system has a hot air bypass function with the motor waste heat, which is beneficial to improve the thermal efficiency of the thermal management system, especially when the motor is running in an inefficient heating and blocked heating state, the heat of the motor and the heat of the first coolant can be used as the heat source of the second coolant branch, thereby greatly increasing the heating capacity of the thermal management system, which is beneficial to the rapid heating of the vehicle cabin and the return air side of the compressor.

[0023] In some embodiments, the thermal management system further includes a second waste heat recovery mode. In the second waste heat recovery mode, the first coolant branch and the second coolant branch are disconnected, and the motor heat exchange branch and the second coolant branch are connected.

[0024] In the above technical solution, the first coolant branch and the second coolant branch are disconnected, and the motor heat exchange branch and the second coolant branch are connected. The low-temperature coolant at the outlet end of the second coolant branch can be used to absorb the heat of the motor heat exchange branch to realize the recovery of the waste heat of the motor, and the waste heat of the motor and the ambient heat are used as the heat source of the second coolant branch. In this way, the waste heat of the motor can be recovered and utilized, especially when the motor is running in a low-efficiency heating or blocked heating state, the heat of the motor and the ambient heat can be used as the heat source of the second coolant branch, thereby improving the energy recovery efficiency and reducing energy consumption.

[0025] In some embodiments, the second subsystem further includes a battery heat exchange branch for performing heat exchange with the battery. The battery heat exchange branch can be selectively connected to the motor heat exchange branch. The battery heat exchange branch can be selectively connected to the first coolant branch and / or the second coolant branch.

[0026] In the above technical solution, the battery heat exchange branch can be selectively connected to the motor heat exchange branch to utilize the heat of the motor heat exchange branch to heat the motor heat exchange branch, thereby heating the battery, that is, utilizing the waste heat of the motor to heat the battery. The battery heat exchange branch can be selectively connected to the first coolant branch and the second coolant branch to utilize the low-temperature coolant at the outlet of the second coolant branch to absorb the heat of the battery heat exchange branch, and the heat of the battery heat exchange branch can be used as part of the heat source of the first coolant branch. In this way, the heat of the battery can be recycled.

[0027] In some embodiments, the thermal management system further includes a third waste heat recovery mode. In the third waste heat recovery mode, the motor heat exchange branch, the battery heat exchange branch, and the second coolant branch are connected.

[0028] In the above technical solution, the motor heat exchange branch, the battery heat exchange branch and the second coolant branch are connected, so that the low-temperature coolant at the outlet of the second coolant branch can pass through the motor heat exchange branch to absorb the waste heat of the motor, or inefficient heat, or heat generated during blocked transfer, and then flow through the battery heat exchange branch and the heating battery, and then flow to the second coolant branch to distribute part of the heat as part of the heat source of the second coolant branch, thereby utilizing the heat exchange between the second coolant branch and the second refrigerant branch to achieve heating of the return air side of the compressor.

[0029] In some embodiments, the thermal management system further includes: a multi-way valve, the first coolant branch, the second coolant branch, the motor heat exchange branch, and the battery heat exchange branch are respectively connected to the multi-way valve, and at least two of the first coolant branch, the second coolant branch, the motor heat exchange branch, and the battery heat exchange branch are connected through the multi-way valve.

[0030] In the above technical solution, the multi-way valve can control the connectivity between at least two of the first coolant branch, the second coolant branch, the motor heat exchange branch and the battery heat exchange branch to realize different working modes of the thermal management system, thereby facilitating the use of the multi-way valve to realize the flow path switching and mode control functions of the thermal management system.

[0031] In some embodiments, the second subsystem further includes a radiator, and the radiator is selectively connectable to the motor heat exchange branch.

[0032] In the above technical solution, a radiator is provided to dissipate heat from the motor heat exchange branch after the motor heat exchange branch exchanges heat with the motor, thereby dissipating heat from the motor and reducing heat accumulation in the motor.

[0033] In some embodiments, the thermal management system includes a first heat dissipation mode. In the first heat dissipation mode, the motor heat exchange branch, the radiator and the first coolant branch are connected to form a first heat dissipation loop.

[0034] In the above technical solution, after the coolant flows out of the first coolant branch, its excess heat is first dissipated to the environment through the radiator, and then flows to the motor heat exchange branch to absorb the heat of the motor, thereby realizing heat dissipation of the first coolant branch and the motor.

[0035] In some embodiments, the thermal management system further includes a heating component, which is used to heat the coolant flowing through the motor heat exchange branch.

[0036] In the above technical solution, a heating component is provided to heat the coolant flowing through the motor heat exchange branch, thereby reducing the risk of motor failure caused by low temperature, ensuring that the motor can operate at normal operating temperature in a low temperature environment, improving the efficiency of the motor, and at the same time, reducing the risk of the motor getting damp, ensuring the normal operation of the motor.

[0037] In some embodiments, the first subsystem further includes an evaporator, which is used to cool the vehicle cabin. Both ends of the evaporator are connected between the first refrigerant branch and the return air port of the compressor, and the evaporator can be selectively connected in parallel with the second refrigerant branch.

[0038] In the above technical solution, the evaporator can be selectively connected in parallel with the second refrigerant branch to integrate the evaporator into the thermal management system, thereby improving the degree of integration of the thermal management system. When cooling the vehicle cabin, the evaporator can use the low-temperature refrigerant of the second refrigerant branch to absorb the heat in the cabin, thereby reducing the temperature in the cabin to achieve cooling of the cabin.

[0039] In a second aspect, the present application provides a vehicle comprising the thermal management system according to any one of the above embodiments.

[0040] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present application. The same reference numerals are used throughout the drawings to represent the same components. In the drawings:

[0042] FIG1 is a schematic structural diagram of a vehicle according to some embodiments of the present application;

[0043] FIG2 is a schematic diagram of a thermal management system according to some embodiments of the present application;

[0044] FIG3 is a schematic diagram of a first operating mode of a thermal management system according to some embodiments of the present application;

[0045] FIG4 is a schematic diagram of a second operating mode of a thermal management system according to some embodiments of the present application;

[0046] FIG5 is a schematic diagram of a third operating mode of a thermal management system according to some embodiments of the present application;

[0047] FIG6 is a schematic diagram of a fourth operating mode of a thermal management system according to some embodiments of the present application;

[0048] FIG7 is a schematic diagram of a fifth operating mode of a thermal management system according to some embodiments of the present application;

[0049] FIG8 is a schematic diagram of a sixth operating mode of a thermal management system according to some embodiments of the present application;

[0050] FIG9 is a schematic diagram of a seventh operating mode of a thermal management system according to some embodiments of the present application;

[0051] FIG10 is a schematic diagram of an eighth operating mode of a thermal management system according to some embodiments of the present application;

[0052] FIG11 is a schematic diagram of a ninth operating mode of a thermal management system according to some embodiments of the present application;

[0053] FIG12 is a schematic diagram of the tenth operating mode of the thermal management system according to some embodiments of the present application.

[0054] Reference numerals:

[0055] Vehicle 1000,

[0056] Thermal management system 100; controller 200;

[0057] First subsystem 1; WCC plate heat exchanger 10; compressor 11; first refrigerant branch 12; gas-liquid separator 121; second refrigerant branch 13; evaporator 14; second subsystem 2; chiller plate heat exchanger 20; first coolant branch 21; second coolant branch 22; third coolant branch 23; battery heat exchange branch 24; battery system 241; motor heat exchange branch 25; motor system 251; radiator 26; first proportional adjustment member 3; first three-way valve 41; second three-way valve 42; first water pump 43; second water pump 44; third water pump 45; first electronic expansion valve 46; second electronic expansion valve 47; third three-way valve 48; heating component 5; multi-way valve 6; air conditioning box 7; heater core 71. DETAILED DESCRIPTION

[0058] The following embodiments of the technical solution of the present application will be described in detail with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application and are therefore only examples and are not intended to limit the scope of protection of the present application.

[0059] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned figure descriptions are intended to cover non-exclusive inclusions.

[0060] In the description of the embodiments of this application, the technical terms "first" and "second" are used only to distinguish different objects and should not be understood to indicate or imply relative importance or implicitly specify the quantity, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, the meaning of "plurality" is more than two, unless otherwise clearly and specifically defined.

[0061] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0062] In the description of the embodiments of this application, the term "and / or" is simply a description of the association relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent the following three situations: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this document generally indicates that the associated objects are in an "or" relationship.

[0063] In the description of the embodiments of the present application, the term "multiple" refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple pieces" refers to more than two pieces (including two pieces).

[0064] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the embodiments of the present application.

[0065] In the description of the embodiments of the present application, unless otherwise expressly specified or limited, technical terms such as "installed," "connected," "connected," and "fixed" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; internal connections between two components or interactions between two components. Those skilled in the art can understand the specific meanings of the above terms in the embodiments of the present application based on specific circumstances.

[0066] Currently, market developments indicate that thermal management systems are becoming increasingly widespread. They are used in a wide range of applications, including vehicles, ships, and other transportation vehicles, as well as military equipment and aerospace. As the application areas of thermal management systems continue to expand, market demand is also growing.

[0067] In the related technologies, the thermal management systems of most vehicle models need to be equipped with heating components in order to achieve cabin heating in low-temperature environments, and there are more components on the return air side of the compressor. This results in disadvantages such as complex structure, difficulty in control, high system cost, and large space occupation, which has an adverse effect on the assembly efficiency and product complexity of the thermal management system. For example, a heating structure is set in the thermal management system, and a hot air bypass is set on the exhaust side of the compressor, which brings problems such as greater difficulty in controlling the thermal management system and high cost.

[0068] In order to alleviate the problems of difficulty and high cost in controlling the thermal management system, PTC can be used to heat the vehicle cabin, and a hot gas bypass can be set on the exhaust side of the compressor to achieve heating of the low-temperature refrigerant on the return air side of the compressor. Specifically, PTC is set in the thermal management system, and multiple shut-off valves and expansion valves are added on the exhaust side of the compressor to achieve its hot gas bypass. However, the added PTC and multiple shut-off valves and expansion valves will lead to an increase in the structure of the thermal management system, increased difficulty in control, and more components will reduce assembly efficiency and increase product complexity, thereby increasing system cost.

[0069] Based on the above considerations, in order to solve the problems of greater control difficulty and higher cost of the thermal management system, in this application, a thermal management system is designed, which arranges heat exchange between the first coolant branch and the first refrigerant branch and selectively connects the two ends of the third coolant branch with the two ends of the first coolant branch, so as to utilize the heat on the exhaust side of the compressor to achieve heating of the cabin in a low temperature environment, and arranges the two ends of the second coolant branch to be selectively connected with the two ends of the first coolant branch, so as to utilize the second coolant branch diverted from the first coolant branch to achieve heating of the low-temperature refrigerant on the return air side of the compressor, thereby reducing the control difficulty of the thermal management system and improving the comprehensiveness of the functional control of the thermal management system to adapt to the needs of different working modes.

[0070] In such a thermal management system, the heat from the exhaust side of the compressor is used to heat the vehicle cabin in a low-temperature environment, and the second coolant branch branched off from the first coolant branch is used to heat the low-temperature refrigerant on the return air side of the compressor. This makes it possible to eliminate heaters, such as PTC heaters, and simplify the structure of the return air side of the compressor.

[0071] Against the background of increasing demand for thermal management systems, the thermal management system of the present application can save the PTC setting and simplify the structure of the return air side of the compressor, thereby reducing the control difficulty of the thermal management system. In actual assembly, due to fewer parts, it can effectively avoid the problems of high production costs, low assembly efficiency and high product complexity.

[0072] During the use of the thermal management system, the two ends of the third coolant branch can be selectively connected to the two ends of the first coolant branch, and the two ends of the second coolant branch can be selectively connected to the two ends of the first coolant branch, so that the thermal management system can have multiple operating modes to realize multiple system modes, and it is beneficial to improve the integration of the thermal management system.

[0073] The thermal management system disclosed in the embodiments of this application can be used in devices requiring a thermal management system or in control systems for thermal management systems. Such devices can include, but are not limited to, electric vehicles, ships, spacecraft, and the like. Spacecraft can include aircraft, rockets, space shuttles, and spacecraft.

[0074] For the convenience of description, the following embodiments are described by taking a vehicle 1000 as an example of a device according to an embodiment of the present application.

[0075] Please refer to Figure 1, which is a schematic structural diagram of a vehicle 1000 provided in some embodiments of the present application. The vehicle 1000 can be a fuel vehicle, a gas vehicle or a new energy vehicle. The new energy vehicle can be a pure electric vehicle, a hybrid vehicle or an extended-range vehicle, etc. A thermal management system 100 is provided inside the vehicle 1000. The thermal management system 100 can be provided at the bottom, head or tail of the vehicle 1000. The thermal management system 100 can be used for thermal management of the vehicle 1000. The vehicle 1000 can also include a controller 200, which is used to control the operation of the thermal management system 100.

[0076] According to some embodiments of the present application, a thermal management system 100 is provided. Please refer to FIG2 , which is a schematic diagram of the thermal management system 100 according to an embodiment of the present application.

[0077] The thermal management system 100 includes a first subsystem 1 and a second subsystem 2 .

[0078] The first subsystem 1 includes a compressor 11 , a first refrigerant branch 12 and a second refrigerant branch 13 . The exhaust port of the compressor 11 is connected to the first refrigerant branch 12 , and the second refrigerant branch 13 is connected between the first refrigerant branch 12 and the return air port of the compressor 11 .

[0079] The second subsystem 2 includes a first coolant branch 21, a second coolant branch 22 and a third coolant branch 23. The first coolant branch 21 can perform heat exchange with the first refrigerant branch 12, the second coolant branch 22 can perform heat exchange with the second refrigerant branch 13, and the third coolant branch 23 is used to adjust the temperature in the vehicle cabin. The two ends of the first coolant branch 21 can be selectively connected to the two ends of the third coolant branch 23, and the two ends of the first coolant branch 21 can be selectively connected to the two ends of the second coolant branch 22.

[0080] “Heat exchange between the first coolant branch 21 and the first refrigerant branch 12” includes but is not limited to the first coolant branch 21 and the first refrigerant branch 12 being two heat exchange tubes arranged side by side, or the first coolant branch 21 and the first refrigerant branch 12 being two heat exchangeable internal flow channels of a plate heat exchanger, which is not limited here.

[0081] "Heat exchange between the second coolant branch 22 and the second refrigerant branch 13" includes but is not limited to the second coolant branch 22 and the second refrigerant branch 13 being two heat exchange tubes arranged side by side, or the second coolant branch 22 and the second refrigerant branch 13 being two heat exchangeable internal flow channels of a plate heat exchanger, which is not limited here.

[0082] Among them, the plate heat exchanger described in the present application can be a chiller (refrigerator, cooler) plate heat exchanger 20, or a WCC (water cooled condenser) plate heat exchanger 10, for example, the first coolant branch 21 and the first refrigerant branch 12 are WCC plate heat exchangers 10, and the second coolant branch 22 and the second refrigerant branch 13 are chiller plate heat exchangers 20.

[0083] Please refer to Figure 2. The first subsystem 1 is a circulation loop of the refrigerant of the compressor 11, wherein the refrigerant flowing in the first subsystem 1 can be an air-conditioning refrigerant, such as R134a medium, wherein a gas-liquid separator 121 can be provided at the return air port of the compressor 11, and the gas-liquid separator 121 is connected to the second refrigerant branch 13, and an electronic expansion valve is provided on the second refrigerant branch 13 to better control the on and off of the first subsystem 1.

[0084] Coolant flows through the second subsystem 2, forming a coolant circulation loop. The coolant can be a 50%:50% mixture of ethylene glycol and water. The third coolant branch 23 is connected to the air conditioning unit 7, which can include a heater core 71 and an evaporator 14. The heater core 71 is connected to the third coolant branch 23.

[0085] When the thermal management system 100 is working, the first refrigerant branch 12 is connected to the exhaust port of the compressor 11, the first coolant branch 21 exchanges heat with the first refrigerant branch 12, and the two ends of the first coolant branch 21 are respectively connected to the two ends of the third coolant branch 23. In this way, the high-temperature refrigerant on the exhaust side of the compressor 11 can be used to exchange heat with the coolant in the first coolant branch 21 to heat the coolant in the first coolant branch 21. Then the high-temperature coolant in the first coolant branch 21 flows to the heater core 71 on the third coolant branch 23, and releases heat into the vehicle cabin through the heater core 71, thereby heating the vehicle cabin.

[0086] In this way, the heat on the exhaust side of the compressor 11 can be used to indirectly heat the vehicle cabin, so there is no need to separately add a heating component for heating the vehicle cabin in the thermal management system 100, which is conducive to simplifying the setting of the heating structure and can realize the recovery and utilization of the heat on the exhaust side of the compressor 11 to improve energy utilization efficiency.

[0087] The two ends of the first coolant branch 21 are respectively connected to the two ends of the second coolant branch 22, so that the first coolant branch 21 can separate part of the high-temperature coolant into the second coolant branch 22, and the second coolant branch 22 exchanges heat with the second refrigerant branch 13. The second refrigerant branch 13 is connected between the first refrigerant branch 12 and the return air port of the compressor 11.

[0088] In this way, the diversion control of the first coolant branch 21 can be achieved, and the second coolant branch 22 diverted from the first coolant branch 21 can be used to heat the low-temperature refrigerant on the return air side of the compressor 11, that is, the high-temperature coolant in the second coolant branch 22 exchanges heat with the low-temperature refrigerant in the second refrigerant branch 13 to heat the low-temperature refrigerant, thereby utilizing the heat of the second coolant branch 22 to increase the temperature of the second refrigerant branch 13, thereby increasing the return air temperature and return air pressure of the compressor 11, and improving the working efficiency of the compressor 11.

[0089] According to some embodiments of the present application, optionally, referring to FIG. 2 to FIG. 12 , the thermal management system 100 further includes a first proportional adjustment component 3 .

[0090] The first proportional adjustment member 3 is respectively connected to the first end of the first coolant branch 21 , the first end of the second coolant branch 22 and the first end of the third coolant branch 23 to adjust the flow to the second coolant branch 22 and the third coolant branch 23 .

[0091] The first proportional adjustment member 3 may be a three-way valve, or an electromagnetic proportional adjustment valve, or other structures capable of achieving a proportional adjustment function, which is not limited here.

[0092] Therefore, by setting the first proportional adjustment member 3, it is convenient to reasonably adjust the flow rates flowing from the first coolant branch 21 to the second coolant branch 22 and the third coolant branch 23 respectively. For example, in the control method, during the cold start phase of the vehicle 1000, the first proportional adjustment member 3 can be used to control the flow rate flowing to the second coolant branch 22 to be larger, so that more coolant is exchanged with the second refrigerant branch 13, thereby increasing the return air temperature of the compressor 11 more quickly, that is, increasing the efficiency of increasing the return air temperature of the compressor 11. After the speed of the compressor 11 is increased, the first proportional adjustment member 3 is used to control the flow rate flowing to the third coolant branch 23 to be larger, thereby realizing faster heating of the vehicle cabin. In this way, it is convenient to realize flow control to the second coolant branch 22 and the third coolant branch 23, and the control is more flexible.

[0093] According to some embodiments of the present application, optionally, referring to Figures 2-12, the thermal management system 100 also includes a first three-way valve 41, which is respectively connected to the second end of the first coolant branch 21, the second end of the second coolant branch 22, and the second end of the third coolant branch 23.

[0094] Therefore, by setting the first three-way valve 41, it is convenient to achieve the connection or disconnection of at least two of the second end of the first coolant branch 21, the second end of the second coolant branch 22 and the second end of the third coolant branch 23, thereby realizing the circulation of multiple coolant circuits, and further facilitating the switching control between multiple thermal management modes.

[0095] According to some embodiments of the present application, optionally, please refer to Figures 2 and 3. Figure 3 is a schematic diagram of the battery heat exchange branch 24 and the first coolant branch 21 of the thermal management system 100 of an embodiment of the present application being connected in series.

[0096] The second subsystem 2 further includes a battery heat exchange branch 24 for performing heat exchange with the battery. The battery heat exchange branch 24 can be selectively connected in series with the first coolant branch 21 .

[0097] Therefore, by setting the battery heat exchange branch 24 to be selectively connected in series with the first coolant branch 21, the battery heat exchange branch 24 can be integrated into the thermal management system 100. In this way, when the battery needs to be heated, the battery heat exchange branch 24 is connected in series with the first coolant branch 21, and the heat after the heat exchange between the first coolant branch 21 and the first refrigerant branch 12 can be used to directly heat the battery, thereby simplifying the relevant structural settings of the battery heat exchange and helping to improve the integration of the thermal management system 100.

[0098] For example, the battery heat exchange branch 24 is connected in series with the first coolant branch 21 to form a loop. In this way, after the first coolant branch 21 exchanges heat with the first refrigerant branch 12, the high-temperature coolant can flow into the battery heat exchange branch 24 to heat the battery, that is, the heat on the exhaust side of the compressor 11 is used to heat the battery.

[0099] Optionally, a first proportional adjustment component 3 for controlling the flow to the battery heat exchange branch 24 is provided between the outlet of the first coolant branch 21 and the battery heat exchange branch 24. In this way, in terms of the control method, the flow through the battery heat exchange branch 24 can be controlled by the first proportional adjustment component 3, thereby controlling the heating rate of the battery.

[0100] According to some embodiments of the present application, optionally, referring to FIG. 2 and FIG. 3 , the battery heat exchange branch 24 may be selectively connected in series between the first coolant branch 21 and the second coolant branch 22 .

[0101] Therefore, by selectively connecting the battery heat exchange branch 24 in series between the first coolant branch 21 and the second coolant branch 22, the battery heat exchange branch 24 can be integrated into the thermal management system 100, so that the heat after heat exchange between the first coolant branch 21 and the first refrigerant branch 12 (the heat on the exhaust side of the compressor 11) can be used to directly heat the battery and the low-temperature refrigerant on the return air side of the compressor 11, and the battery heat exchange branch 24 is located between the first coolant branch 21 and the second coolant branch 22, so as to simplify the layout difficulty of the battery heat exchange branch 24.

[0102] For example, as shown in Figure 3, the battery heat exchange branch 24 is connected in series between the outlet of the first coolant branch 21 and the inlet of the second coolant branch 22. In this way, after the first coolant branch 21 exchanges heat with the first refrigerant branch 12, the high-temperature coolant can first flow into the battery heat exchange branch 24 to heat the battery, and then flow to the second coolant branch 22 to exchange heat with the second refrigerant branch 13, thereby heating the low-temperature refrigerant on the return air side of the compressor 11.

[0103] Optionally, a first proportional adjustment component 3 for controlling the flow to the battery heat exchange branch 24 is provided between the outlet of the first coolant branch 21 and the battery heat exchange branch 24. In this way, in terms of the control method, the flow through the battery heat exchange branch 24 can be controlled by the first proportional adjustment component 3, thereby controlling the heating rate of the battery.

[0104] According to some embodiments of the present application, optionally, the thermal management system 100 includes a battery cooling mode. In the battery cooling mode, the battery heat exchange branch 24 is disconnected from the first coolant branch 21, and the two ends of the battery heat exchange branch 24 are respectively connected to the two ends of the second coolant branch 22 to form a first heat exchange loop.

[0105] Please refer to Figures 9 to 11, which are schematic diagrams of the battery heat exchange branch 24 according to an embodiment of the present application, in which both ends are respectively connected to both ends of the second coolant branch 22 to form a first heat exchange loop.

[0106] As a result, the two ends of the battery heat exchange branch 24 are respectively connected to the two ends of the second coolant branch 22 to form a first heat exchange loop, so that the low-temperature coolant flowing out of the outlet of the second coolant branch 22 flows into the battery heat exchange branch 24, thereby absorbing the heat generated by the battery to achieve battery cooling.

[0107] It should be noted that after the coolant in the second coolant branch 22 exchanges heat with the low-temperature refrigerant in the second refrigerant branch 13, the low-temperature coolant flows out of the outlet of the second coolant branch 22, and the two ends of the battery heat exchange branch 24 are respectively connected to the two ends of the second coolant branch 22 to form a first heat exchange circuit. In this way, the low-temperature refrigerant on the return air side of the compressor 11 can be indirectly utilized to cool the battery heat exchange branch 24 through heat exchange with the second coolant branch 22, thereby realizing cooling of the battery.

[0108] According to some embodiments of the present application, optionally, referring to FIG. 2 , the second subsystem 2 further includes a motor heat exchange branch 25 for performing heat exchange with the motor, and the motor heat exchange branch 25 can be selectively connected to the second coolant branch 22 .

[0109] Please refer to FIG. 7 and FIG. 8 , which are schematic diagrams showing that the motor heat exchange branch 25 is connected to the second coolant branch 22 .

[0110] Therefore, the motor heat exchange branch 25 can be selectively connected to the second coolant branch 22 to integrate the motor heat exchange branch 25 into the thermal management system 100, and the connection between the motor heat exchange branch 25 and the second coolant branch 22 can be utilized to achieve heat exchange of the motor, thereby meeting the heat exchange requirements of the motor.

[0111] For example, please refer to Figures 7 and 8. The coolant flowing out of the outlet of the second coolant branch 22 flows to the motor heat exchange branch 25 to absorb the waste heat of the motor, or inefficient heat, or heat generated during blocked transfer and flows back to the second coolant branch 22, that is, the heat of the motor heat exchange branch 25 is used to heat the coolant in the second coolant branch 22, that is, on the basis of the first coolant branch 21 serving as part of the heat source of the second coolant branch 22, the waste heat of the motor is recovered as part of the heat source of the second coolant branch 22, further increasing the coolant temperature in the second coolant branch 22. When the second coolant branch 22 exchanges heat with the second refrigerant branch 13, the heat exchange between the second coolant branch 22 and the second refrigerant branch 13 can be increased, thereby increasing the heating rate of the return air temperature of the compressor 11.

[0112] According to some embodiments of the present application, optionally, the thermal management system 100 includes a first waste heat recovery mode. Please refer to Figure 5, which is a schematic diagram of an embodiment of the present application in the first waste heat recovery mode. In the first waste heat recovery mode, the motor heat exchange branch 25, the first coolant branch 21, and the second coolant branch 22 are connected.

[0113] As a result, the motor heat exchange branch 25, the first coolant branch 21, and the second coolant branch 22 are connected, that is, the motor heat exchange branch 25, the first coolant branch 21, and the second coolant branch 22 form a loop, so that when the coolant flows, the coolant enters the motor heat exchange branch 25 through the first coolant branch 21 to absorb the heat of the motor, and then flows to the second coolant branch 22 to release heat.

[0114] In this way, the waste heat of the motor can be recovered and utilized, that is, the thermal management system 100 has a hot air bypass function with the waste heat of the motor, which is beneficial to improving the thermal efficiency of the thermal management system 100, especially when the motor is running in an inefficient heating or blocked heating state, the heat of the motor and the heat of the first coolant can be used as the heat source of the second coolant branch 22, thereby greatly increasing the heating capacity of the thermal management system 100, which is beneficial to the rapid heating of the vehicle cabin and the rapid temperature rise of the return air side.

[0115] According to some embodiments of the present application, optionally, the thermal management system 100 also includes a second waste heat recovery mode. Please refer to Figures 7 and 8. Figures 7 and 8 are schematic diagrams of the embodiments of the present application in the second waste heat recovery mode. In the second waste heat recovery mode, the first coolant branch 21 and the second coolant branch 22 are disconnected, and the motor heat exchange branch 25 and the second coolant branch 22 are connected.

[0116] As a result, the first coolant branch 21 and the second coolant branch 22 are disconnected, and the motor heat exchange branch 25 and the second coolant branch 22 are connected, that is, the motor heat exchange branch 25 and the second coolant branch 22 form a loop, so that when the coolant flows, the low-temperature coolant at the outlet end of the second coolant branch 22 can be used to absorb the heat of the motor heat exchange branch 25 to realize the recovery of the waste heat of the motor, and the waste heat of the motor and the ambient heat are used as the heat source of the second coolant branch 22.

[0117] In this way, the waste heat of the motor can be recovered and utilized, especially when the motor is running in an inefficient heating or blocked heating state, the heat of the motor and the ambient heat can be used as the heat source of the second coolant branch 22, thereby increasing the return air temperature and return air pressure of the compressor 11 and improving the efficiency of the compressor 11.

[0118] According to some embodiments of the present application, optionally, referring to FIG. 2 , the second subsystem 2 further includes a battery heat exchange branch 24 for performing heat exchange with the battery.

[0119] The battery heat exchange branch 24 can be selectively connected to the motor heat exchange branch 25. Please refer to Figure 8, which is a schematic diagram of the battery heat exchange branch 24 and the motor heat exchange branch 25 being connected in an embodiment of the present application.

[0120] Therefore, the battery heat exchange branch 24 can be selectively connected to the motor heat exchange branch 25 to utilize the heat of the motor heat exchange branch 25 to heat the battery heat exchange branch 24, thereby heating the battery, that is, utilizing the waste heat of the motor to heat the battery.

[0121] The battery heat exchange branch 24 can selectively communicate with the first coolant branch 21 and / or the second coolant branch 22. Please refer to Figures 3, 4, and 12, which are schematic diagrams illustrating the communication between the battery heat exchange branch 24, the first coolant branch 21, and the second coolant branch 22 in accordance with embodiments of the present application.

[0122] As a result, the battery heat exchange branch 24 is connected to the first coolant branch 21 and the second coolant branch 22, so that the low-temperature coolant at the outlet of the second coolant branch 22 can be used to absorb the heat of the battery heat exchange branch 24, and the heat of the battery heat exchange branch 24 can be used as part of the heat source of the first coolant branch 21, so that the heat of the battery can be recovered and utilized.

[0123] 7 and 8 , both of which are schematic diagrams showing that the motor heat exchange branch 25 is in communication with the second coolant branch 22 .

[0124] Therefore, the motor heat exchange branch 25 can be selectively connected to the second coolant branch 22 to integrate the motor heat exchange branch 25 into the thermal management system 100, and the connection between the motor heat exchange branch 25 and the second coolant branch 22 can be utilized to achieve heat exchange of the motor, thereby meeting the heat exchange requirements of the motor.

[0125] For example, please refer to Figures 7 and 8. The coolant flowing out of the outlet of the second coolant branch 22 flows to the motor heat exchange branch 25 to absorb the waste heat of the motor, or inefficient heat, or heat generated during blocked transfer and flows back to the second coolant branch 22. That is, the heat of the motor heat exchange branch 25 is used to heat the coolant in the second coolant branch 22, thereby recovering the waste heat of the motor as part of the heat source of the second coolant branch 22. In this way, when the second coolant branch 22 exchanges heat with the second refrigerant branch 13, the heat exchange rate between the second coolant branch 22 and the second refrigerant branch 13 can be increased, thereby increasing the rate of increase of the return air temperature of the compressor 11.

[0126] According to some embodiments of the present application, optionally, referring to Figures 7 and 8, the thermal management system 100 also includes a third waste heat recovery mode. In the third waste heat recovery mode, the motor heat exchange branch 25, the battery heat exchange branch 24 and the second coolant branch 22 are connected.

[0127] As a result, the motor heat exchange branch 25, the battery heat exchange branch 24 and the second coolant branch 22 are connected, so that the low-temperature coolant at the outlet of the second coolant branch 22 can pass through the motor heat exchange branch 25 to absorb the waste heat of the motor, or inefficient heat, or heat generated during blocked transfer, and then flow through the battery heat exchange branch 24 to heat the battery, and then flow to the second coolant branch 22 to distribute part of the heat as part of the heat source of the second coolant branch 22, thereby utilizing the heat exchange between the second coolant branch 22 and the second refrigerant branch 13 to achieve heating of the return air side of the compressor 11.

[0128] 7 and 8 , the motor heat exchange branch 25 absorbs the waste heat or inefficient heat generated by the motor, or heat generated during power outages, and then flows to the battery heat exchange branch 24 to heat the battery. The heat then flows to the second coolant branch 22 to serve as a heat source for the second coolant branch 22 , thereby heating the return air side of the compressor 11 . In this way, the recovered motor waste heat can be used to simultaneously heat the battery and the return air side of the compressor 11 .

[0129] According to some embodiments of the present application, optionally, referring to Figure 2, the thermal management system 100 also includes: a multi-way valve 6, the first coolant branch 21, the second coolant branch 22, the motor heat exchange branch 25 and the battery heat exchange branch 24 are respectively connected to the multi-way valve 6, and at least two of the first coolant branch 21, the second coolant branch 22, the motor heat exchange branch 25 and the battery heat exchange branch 24 are connected through the multi-way valve 6.

[0130] Thus, the multi-way valve 6 can control the connectivity between at least two of the first coolant branch 21, the second coolant branch 22, the motor heat exchange branch 25 and the battery heat exchange branch 24 to realize different working modes of the thermal management system 100, thereby facilitating the use of the multi-way valve 6 to realize the flow path switching and mode control functions of the thermal management system 100.

[0131] According to some embodiments of the present application, optionally, referring to FIG. 8 , the second subsystem 2 further includes a radiator 26 , and the radiator 26 is selectively connected to the motor heat exchange branch 25 .

[0132] Therefore, by setting up the radiator 26, the coolant in the motor heat exchange branch 25 is cooled and then transported to the motor to absorb the heat generated by the motor, thereby achieving heat dissipation of the motor and helping to reduce heat accumulation in the motor.

[0133] According to some embodiments of the present application, optionally, the thermal management system 100 includes a first heat dissipation mode. Please refer to Figure 10, which is a schematic diagram of the thermal management system 100 of an embodiment of the present application in the first heat dissipation mode. In the first heat dissipation mode, the motor heat exchange branch 25, the radiator 26 and the first coolant branch 21 are connected to form a first heat dissipation circuit.

[0134] Therefore, after the coolant flows out of the first coolant branch 21, its excess heat is first dissipated to the environment through the radiator 26, and then flows to the motor heat exchange branch 25 to absorb the heat of the motor, thereby achieving heat dissipation of the first coolant branch 21 and the motor.

[0135] According to some embodiments of the present application, optionally, the thermal management system 100 further includes a heating component 5 , which is used to heat the coolant flowing through the motor heat exchange branch 25 .

[0136] The “heating component 5 ” includes but is not limited to a PTC heater, a heating tube, or other components capable of heating the coolant flowing through the heat exchange branch 25 , and is not limited here.

[0137] Therefore, by setting up a heating component 5, the coolant flowing through the motor heat exchange branch 25 is heated, thereby reducing the risk of motor failure caused by low temperature, ensuring that the motor can operate at normal operating temperature in a low temperature environment, improving the efficiency of the motor, and at the same time, reducing the risk of the motor getting damp, ensuring the normal operation of the motor.

[0138] According to some embodiments of the present application, optionally, the first subsystem 1 further includes an evaporator 14, which is used to cool the vehicle cabin. Both ends of the evaporator 14 are connected to the return air port and the exhaust port of the compressor 11. The evaporator 14 can be selectively connected in parallel with the second refrigerant branch 13.

[0139] "The evaporator 14 can be selectively connected in parallel with the second refrigerant branch 13" includes the evaporator 14 being connected in parallel with the second refrigerant branch 13, or the evaporator 14 not being connected in parallel with the second refrigerant branch 13, so that the evaporator 14 can be flexibly set up and the operation of the evaporator 14 can be flexibly controlled according to actual needs. Moreover, since the evaporator 14 and the second refrigerant branch 13 are in a parallel relationship, the setting of the evaporator 14 will not affect the second refrigerant branch 13 itself, which is conducive to the loading and unloading and subsequent maintenance of the evaporator 14.

[0140] Therefore, by setting the evaporator 14, it can be selectively connected in parallel with the second refrigerant branch 13 to integrate the evaporator 14 into the thermal management system 100, thereby improving the integration level of the thermal management system 100. When cooling the vehicle cabin, the evaporator 14 can use the low-temperature refrigerant of the second refrigerant branch 13 to absorb the heat in the vehicle cabin, thereby reducing the temperature in the vehicle cabin to achieve cooling of the vehicle cabin.

[0141] According to some embodiments of the present application, the present application provides a vehicle 1000 , which includes the thermal management system 100 according to any one of the above embodiments.

[0142] According to some embodiments of the present application, a thermal management system 100 is provided. The thermal management system 100 includes: a first subsystem 1, a second subsystem 2, a first proportional adjustment member 3, and a first three-way valve 41. The first subsystem 1 includes a compressor 11, a first refrigerant branch 12, and a second refrigerant branch 13. The second subsystem 2 includes a first coolant branch 21, a second coolant branch 22, a third coolant branch 23, a battery heat exchange branch 24, and a motor heat exchange branch 25. The first proportional adjustment member 3 is respectively connected to the first end of the first coolant branch 21, the first end of the second coolant branch 22, and the first end of the third coolant branch 23. The first three-way valve 41 is respectively connected to the second end of the first coolant branch 21, the second end of the second coolant branch 22, and the second end of the third coolant branch 23.

[0143] Among them, the first coolant branch 21 and the first refrigerant branch 12 can realize mutual heat exchange through the WCC plate heat exchanger 10, the second coolant branch 22 and the second refrigerant branch 13 can realize mutual heat exchange through the chiller plate heat exchanger 20, the first refrigerant branch 12 is provided with a gas-liquid separator 121, the second refrigerant branch 13 is provided with a first electronic expansion valve 46, the second refrigerant branch 13 is connected in parallel with the evaporator 14, and a second electronic expansion valve is provided between the second refrigerant branch 13 and the evaporator 14 47. The evaporator 14 is located in the air-conditioning box 7, and a heater core 71 is also provided in the air-conditioning box 7. The heater core 71 is connected to the first coolant branch 21. A third water pump 45 and a first proportional adjustment member 3 for connecting to the multi-way valve 6 are also provided between the heater core 71 and the WCC plate heat exchanger 10. The multi-way valve 6 can be selectively connected between the first coolant branch 21, the second coolant branch 22, the battery heat exchange branch 24 and the motor heat exchange branch 25. The multi-way valve 6 can be constructed as an eight-way valve.

[0144] The motor heat exchange branch 25 is provided with a motor system 251, a radiator 26 and a first water pump 43. A second three-way valve 42 is provided between the radiator 26, the motor system 251 and the multi-way valve 6. The battery heat exchange branch 24 is provided with a battery system 241. A third three-way valve 48 is provided between the battery system 241, the second coolant branch 22 and the multi-way valve 6, and a second water pump 44 is provided between the second coolant branch 22 and the multi-way valve 6.

[0145] Among them, the first proportional adjustment component 3 and the multi-way valve 6 both have proportional adjustment functions. Through the coordinated adjustment of the multi-way valve 6, the first three-way water valve, the first electronic expansion valve 46, and the second electronic expansion valve 47, multiple working modes can be realized, thereby realizing various conventional thermal management modes such as cabin cooling and heating, battery cooling and heating, etc.

[0146] First working mode: Please refer to Figure 3. The connection relationship in the above figure is achieved through the coordinated adjustment of the multi-way valve 6, the first three-way valve 41, and the first electronic expansion valve 46 and the second electronic expansion valve 47. The high-temperature coolant at the outlet of the WCC plate heat exchanger 10 is distributed to the chiller plate heat exchanger 20 through the first proportional adjustment component 3, realizing hot gas bypass based on the coolant circuit; at this time, the motor system 251 is connected to the radiator 26, and the coolant flow is driven by the first water pump 43 to meet the heat dissipation requirements of the motor; in terms of control method, by adjusting the first proportional adjustment component 3, during the cold start phase, more high-temperature coolant is allowed to flow back to the coolant side of the chiller plate heat exchanger 20. After the speed of the compressor 11 is increased, more high-temperature coolant is distributed to the warm air core 71, which is more flexible in control.

[0147] Second operating mode: Referring to Figure 4 , the connection shown in the diagram above is achieved through the coordinated adjustment of the multi-way valve 6 , the first three-way valve 41 , and the first and second electronic expansion valves 46 and 47 . The high-temperature coolant at the outlet of the WCC plate heat exchanger 10 is distributed via the first proportional adjustment element 3 to the battery heat exchange branch 24 and the chille plate heat exchanger 20 , achieving simultaneous heating of the battery while bypassing the hot gas. At this point, the motor system 251 is connected to the radiator 26 , and the coolant flow is driven by the first water pump 43 to meet the motor's heat dissipation requirements. In terms of control, the first proportional adjustment element 3 is adjusted to control the water flow through the battery side, thereby controlling the battery's heating rate.

[0148] The third working mode: Please refer to Figure 5. The connection relationship in the above figure is achieved through the coordinated adjustment of the multi-way valve 6, the first three-way valve 41, and the first electronic expansion valve 46 and the second electronic expansion valve 47. The high-temperature coolant at the outlet of the WCC plate heat exchanger 10 is divided into a portion of the high-temperature coolant to the motor heat exchange branch 25 and the chille plate heat exchanger pipeline through the first proportional adjustment component 3, and the other portion of the high-temperature coolant is sent to the heater core 71, realizing the hot air bypass function with the residual heat of the motor; when the motor has residual heat, the chiller plate heat exchanger 20 can absorb the residual heat from the motor system 251, realizing the hot air bypass function with the residual heat of the motor, and the COP (efficiency) of the system is expected to be greater than 1. When the motor system 251 operates in a low-efficiency heating and blocked heating state, the system heating capacity can be greatly increased, which is conducive to rapid heating of the cabin.

[0149] Fourth Operating Mode: Referring to Figure 6 , the connection shown in the diagram is achieved through the coordinated adjustment of the multi-way valve 6 , the first three-way valve 41 , and the first and second electronic expansion valves 46 and 47 . The high-temperature coolant at the outlet of the WCC plate heat exchanger 10 is divided, via the first proportional adjustment element 3 , into a pipeline consisting of the motor heat exchange branch 25 , the battery heat exchange branch 24 , and the chiller plate heat exchanger 20 . The remaining portion of the high-temperature coolant is then directed to the heater core 71 , achieving a hot air bypass function for the motor and battery. When the motor system 251 has excess heat, the heat from the motor system 251 is first used to heat the battery system 241 , and then the excess heat is provided to the chiller plate heat exchanger 20 , achieving a hot air bypass function that simultaneously heats the battery system 241 with the heat from the motor system 251. When the motor system 251 is operating in an inefficient heating or stalled heating state, the system's heating capacity can be significantly increased, facilitating rapid heating of the battery system 241 and the vehicle cabin.

[0150] Fifth Operating Mode: Referring to Figure 7 , the connections shown above are achieved through the coordinated adjustment of the multi-way valve 6 , the first three-way valve 41 , and the first and second electronic expansion valves 46 and 47 . The motor heat exchange branch 25 utilizes waste heat, inefficient heating, or heat generated during stalled operation to heat the battery. The heat then flows to the second coolant branch 22 to exchange heat with the second refrigerant branch 13 . The refrigerant in the second refrigerant branch 13 flows back to the compressor 11 . After the compressor 11 operates, the heat generated in the WCC plate heat exchanger 10 is used to heat the heater core 71 , achieving simultaneous heating of the vehicle cabin and the battery system 241 .

[0151] Sixth operating mode: Referring to Figure 8 , the connection relationship shown above is achieved through the coordinated adjustment of the multi-way valve 6, the first three-way valve 41, and the first and second electronic expansion valves 46 and 47. The low-temperature coolant at the outlet of the chiller plate heat exchanger 20 first passes through the radiator 26 to absorb heat from the air. It then passes through the motor heat exchange branch 25, absorbing waste heat, inefficient heat generation, and heat generated during blocked conditions to heat the battery. A portion of this heat is then allocated as a heat source for the chiller plate heat exchanger 20. After the compressor 11 operates, the heat generated in the WCC plate heat exchanger 10 is used to heat the heater core 71, thereby utilizing both ambient heat and motor heat to simultaneously heat the vehicle cabin and the battery.

[0152] The seventh working mode: Please refer to Figure 9. The connection relationship in the above figure is achieved through the coordinated adjustment of the multi-way valve 6, the first three-way valve 41, and the first electronic expansion valve 46 and the second electronic expansion valve 47. The low-temperature coolant at the outlet of the chiller plate heat exchanger 20 passes through the battery heat exchange branch 24, absorbs heat from the battery, and after the compressor 11 works, the heat generated in the WCC plate heat exchanger 10 is used to heat the heater core 71, realizing the battery cooling and cabin heating functions at the same time. At this time, the motor system 251 is connected to the radiator 26, and the coolant flow is driven by the first water pump 43 to meet the heat dissipation needs of the motor.

[0153] Eighth operating mode: Please refer to Figure 10. The connection relationship shown in the figure above is achieved through the coordinated adjustment of the multi-way valve 6, the first three-way valve 41, and the first electronic expansion valve 46 and the second electronic expansion valve 47. The low-temperature coolant at the outlet of the chiller plate heat exchanger 20 passes through the battery heat exchange branch 24, absorbing heat from the battery. After the compressor 11 operates, the heat generated in the WCC plate heat exchanger 10 heats the first coolant branch 22, so that the first coolant branch 22 heats the heater core 71. At the same time, excess heat is connected to the radiator 26 through the motor system 251 and dissipated into the environment, achieving the functions of battery cooling and cabin heating at the same time, and can dissipate the corresponding heat.

[0154] Ninth Operating Mode: Referring to Figure 11 , the connection shown in the diagram above is achieved through the coordinated adjustment of multi-way valve 6 , first three-way valve 41 , and first and second electronic expansion valves 46 and 47 . The low-temperature coolant at the outlet of chiller plate heat exchanger 20 passes through battery heat exchange branch 24 , absorbing heat from the battery. Simultaneously, evaporator 14 absorbs heat from the cabin. After operation by compressor 11 , the heat generated in WCC plate heat exchanger 10 is connected to radiator 26 via motor system 251 and dissipated into the environment, achieving both battery and cabin cooling.

[0155] Tenth Operating Mode: Referring to Figure 12 , the connections shown above are achieved by coordinating and adjusting the multi-way valve 6 , the first three-way valve 41 , and the first and second electronic expansion valves 46 and 47 . Evaporator 14 absorbs heat from the cabin. After operation by compressor 11 , the heat generated in WCC plate heat exchanger 10 flows through the battery heat exchange branch 24 and chiller plate heat exchanger 20 , heating the battery and achieving cabin cooling and battery heating. At this point, motor system 251 is connected to radiator 26 , meeting the vehicle's overall heat dissipation requirements.

[0156] Of course, the above connection method is only used as an example to illustrate the thermal management system 100 of the embodiment of the present application and does not represent a limitation thereto.

[0157] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A thermal management system, wherein: include: A first subsystem, the first subsystem comprising a compressor, a first refrigerant branch and a second refrigerant branch, the exhaust port of the compressor is connected to the first refrigerant branch, and the second refrigerant branch is connected between the first refrigerant branch and the return air port of the compressor; The second subsystem includes a first coolant branch, a second coolant branch and a third coolant branch, the first coolant branch can perform heat exchange with the first refrigerant branch, the second coolant branch can perform heat exchange with the second refrigerant branch, the third coolant branch is used to adjust the temperature in the vehicle cabin, the two ends of the first coolant branch are selectively connected to the two ends of the third coolant branch, and the two ends of the first coolant branch are selectively connected to the two ends of the second coolant branch.

2. The thermal management system according to claim 1, wherein: It also includes a first proportional adjustment member, which is respectively connected to the first end of the first coolant branch, the first end of the second coolant branch, and the first end of the third coolant branch to adjust the flow rate flowing to the second coolant branch and the third coolant branch.

3. The thermal management system according to claim 2, wherein: It also includes a first three-way valve, which is respectively connected to the second end of the first coolant branch, the second end of the second coolant branch, and the second end of the third coolant branch.

4. The thermal management system according to any one of claims 1 to 3, wherein: The second subsystem further includes a battery heat exchange branch for performing heat exchange with the battery, and the battery heat exchange branch can be selectively connected in series with the first coolant branch.

5. The thermal management system according to claim 4, wherein: The battery heat exchange branch can be selectively connected in series between the first coolant branch and the second coolant branch.

6. The thermal management system according to claim 4, wherein: The thermal management system includes a battery cooling mode. In the battery cooling mode, the battery heat exchange branch is disconnected from the first coolant branch, and the two ends of the battery heat exchange branch are respectively connected to the two ends of the second coolant branch to form a first heat exchange loop.

7. The thermal management system according to any one of claims 1 to 6, wherein: The second subsystem further includes a motor heat exchange branch for performing heat exchange with the motor, and the motor heat exchange branch can be selectively connected to the second coolant branch.

8. The thermal management system according to claim 7, wherein: The thermal management system includes a first waste heat recovery mode. In the first waste heat recovery mode, the motor heat exchange branch, the first coolant branch, and the second coolant branch are connected.

9. The thermal management system according to claim 8, wherein: The thermal management system also includes a second waste heat recovery mode. In the second waste heat recovery mode, the first coolant branch and the second coolant branch are disconnected, and the motor heat exchange branch and the second coolant branch are connected.

10. The thermal management system according to any one of claims 7 to 9, wherein: The second subsystem also includes a battery heat exchange branch for performing heat exchange with the battery, wherein the battery heat exchange branch can be selectively connected to the motor heat exchange branch, and the battery heat exchange branch can be selectively connected to the first coolant branch and / or the second coolant branch.

11. The thermal management system according to claim 10, wherein: The thermal management system also includes a third waste heat recovery mode. In the third waste heat recovery mode, the motor heat exchange branch, the battery heat exchange branch and the second coolant branch are connected.

12. The thermal management system according to any one of claims 4 to 10, wherein: It also includes: a multi-way valve, the first coolant branch, the second coolant branch, the motor heat exchange branch and the battery heat exchange branch are respectively connected to the multi-way valve, and at least two of the first coolant branch, the second coolant branch, the motor heat exchange branch and the battery heat exchange branch are connected through the multi-way valve.

13. The thermal management system according to any one of claims 7 to 12, wherein: The second subsystem further includes a radiator, and the radiator is selectively connectable to the motor heat exchange branch.

14. The thermal management system according to claim 13, wherein: The thermal management system includes a first heat dissipation mode. In the first heat dissipation mode, the motor heat exchange branch, the radiator and the first coolant branch are connected to form a first heat dissipation loop.

15. The thermal management system according to any one of claims 7 to 12, wherein: It also includes a heating component, which is used to heat the coolant flowing through the motor heat exchange branch.

16. The thermal management system according to any one of claims 1 to 15, wherein: The first subsystem also includes an evaporator, which is used to cool the vehicle cabin. Both ends of the evaporator are respectively connected to the return air port and the exhaust port of the compressor. The evaporator can be selectively connected in parallel with the second refrigerant branch.

17. A vehicle, wherein: Comprising a thermal management system according to any one of claims 1-16.

Images